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First things first, this is not a traditional head-to-head comparison. Yes, we will give our pick at the end as always, but think of this more as a ‘comparative analysis of the pros and cons of crossovers and small SUVs in the Rs 10-15 lakh price bracket’. You see, the models we have with us today are not ideal substitutes of one another, and each car fulfils a different set of needs in its own way. The idea is to highlight what makes each of these models unique. What we also want to know is what these models offer in the areas buyers are traditionally interested in, namely comfort, space, performance and fuel economy.
The launch of the BR-V may have been the genesis of this feature, but there’s been some churning amongst its competition over the past few months too that warrants bringing them back together. The Creta, that won our big group test last year, has become costlier to the tune of Rs 80,000 since its launch in July 2015. On the other hand, Maruti has slashed prices of its able S-cross crossover by up to Rs 2.05 lakh! Renault has not tinkered with the Duster’s pricing, but has given its popular SUV a facelift and packed in more features. In short, value equations have changed across the board.
For this feature, we’ve taken the top-spec manual transmission-equipped, diesel-engined versions of each. So we have with us the BR-V i-DTEC VX (Rs 12.9 lakh, ex-showroom, Delhi), Duster 110PS RxZ AWD (Rs 13.57 lakh), Creta 1.6 CRDi SX(O) (Rs 14.43 lakh) and S-cross DDiS 320 Alpha (Rs 12.03 lakh). Note, the Duster is available in significantly more pocket-friendly front-wheel-drive form too, but it’s the all-wheel drive and independent rear suspension-equipped AWD version that is the pick of the range and the one we’ve considered here.
With the line-up ready, it’s time to take a close look at each of them.
Shapes and sizes
A single look will tell you how eclectic this line-up of vehicles is. The BR-V looks part SUV-part MPV, the S-cross is a low-riding crossover, the Creta has the look of an urban SUV, and the Duster best fits the description of a rugged small SUV.
The BR-V, at 4.4 metres, is the longest vehicle here, and by quite a margin, but it’s also the narrowest, and this means it doesn’t quite have a solid stance. We do like its SUV-like squared-out front end, but the overly long rear overhang is pure MPV, the glasshouse is pure Mobilio and this gives the BR-V somewhat of an identity crisis. It looks unique, no doubt, but the BR-V isn’t one of those vehicles that sells on the strength of its looks.
Maruti finds itself in a similar predicament with the S-cross. Buyers haven’t really taken to its crossover shape, especially with more traditional-looking SUVs like the Duster and Creta available in the same price range. But even judged as a crossover, the S-cross is quite low on the style quotient. The drooping nose and soft contours are more large hatchback than anything else. Maruti has added richer looking grey alloy wheels (not pictured here) of late, and they have helped uplift the look by a bit.
The Duster, on the other hand, has got a far more comprehensive makeover and it looks all the better for it. Its square headlights now get more intricate detailing, the new, twin-slat design grille looks more premium, there’s a greater dose of brushed silver cladding with chunky scuff plates at the front and rear, and even the re-profiled tail-lamps get a very distinctive S-shaped LED signature. We aren’t sold on the new black alloy wheels, and a move to more premium pull-type door handles would have been welcome too but, as is, the broad-shouldered Duster is handsome and looks decidedly tough.
In comparison, the Creta is a different take on the small SUV. It’s got the high bonnet, upright stance and proportions on pat, but you won’t find exaggerated wheel arches or the likes here. Styling is restrained, smart and well executed with elements like the blackened A-pillar only adding to the look.
Looking forward
Get onto the BR-V’s well-padded driver’s seat and while the rake of the windscreen will tell you this isn’t an SUV, the layout of the dashboard will tell you, you are in a Honda. What will also catch your attention is the absence of a touchscreen infotainment system; the BR-V is the only model without one. If you can divert your attention from this, and also the dated slide adjust for the air-con recirculation, you’ll probably like the asymmetric dash for its design. Cabin quality is decent and the black theme inside does help hide the lesser-finished surfaces quite well.
The Duster’s recently spruced-up cabin matches the BR-V’s on quality and though it’s still not a very premium-feeling space, the whole look is a lot better than before. There’s a greater use of glossy plastics but the garish orange outline for the air-con vents and red finish for the door handles on this AWD version are over the top. Still, things like the inclusion of automatic climate control with its neat chrome-lined knob have helped the cabin ambience in their own way. The Duster’s flat front seats are more supportive than they look, but the rudimentary height adjust is an irritant you’ll have to make your peace with. Thankfully, some, if not all of the Duster’s ergonomic anomalies – such as the mirror adjust that has been moved from near the handbrake to the more convenient location alongside the window switches on the driver’s door – have been addressed. The cruise control switches, though, are still scattered between the centre console and steering wheel, and the driver’s buttons for the audio system on the steering column remain out of view.
These are hardly the sort of complaints you’ll have about the Creta’s smartly turned-out cabin that also boasts the best fit and finish. Everything is where it ought to be and even the touchscreen is placed usefully high up. The dash design is neat, and the way it flows into the door panels also adds a degree of richness to the look. Top-end Cretas, as this one, also get seats draped in premium-looking leather and it must be said the large front seats are quite comfortable thanks to the well-judged cushioning. You do also get the benefit of sitting reasonably high up with good frontal visibility.
Given its relatively low height, the S-cross doesn’t offer the same sort of view out as the others here and the feeling is of sitting in a jacked-up hatchback at best. That said, the well-finished leather seats are comfy and what helps matters is that the S-cross is the only car here with reach adjust for the steering wheel. The cabin, Maruti’s best yet, is also really nice with quality almost on par with the Creta’s. The S-cross’ dash is clean and uncluttered, the high-res touchscreen looks the most contemporary, and the blue-ringed instruments too are rather attractive.
Space out
The BR-V has the largest rear doors and by now that shouldn’t come as a surprise – it’s the only vehicle here with a third row of seats. Access to the last row is better than many larger seven- seaters, and amazingly enough, so is the seating position. Occupants’ knees will still be pointed at the roof but there’s enough leg space (with the middle row slid forward), and there’s also the option to adjust the backrest angle. The sizeable windows also mean this section of the cabin won’t feel like a punishment posting for passengers. Second row occupants also get a brilliant view out and with the seats pushed all the way back, there’s decent enough legroom. However, the cabin is not wide enough to seat three large adults in comfort, so the second row is best for two.
It is the Duster that provides best comfort for five on board; the flat rear seat and good cabin width help to this end. The seat is also more supportive than it looks and rear seat occupants will also appreciate the nice visibility afforded by the large windows. On the other hand, the Creta’s low-set rear seats and rising window line mean you don’t get as good a view out as you’d expect from a relatively high SUV. Also, the rear seat contours mean that the seat isn’t conducive to three abreast travel, though there isn’t any shortage of space. In fact, the Creta offers the most space for rear seat occupants.
You’ll find a good deal of legroom in the back of the S-cross, but headroom is just sufficient and the seat isn’t ideal for three either. Consolation comes in the form of the good view out, thanks to the S-cross’ ‘theatre-style’ seating (the rear seats are positioned higher than the front ones) and the option to adjust the backrest angle, as also offered on the BR-V.
All these vehicles offer plenty of space for smaller items, though the Duster is least generous in the number of bottle holders it offers. When it’s time to haul larger stuff, the Creta, Duster and S-cross (in that order) offer plenty of room for luggage. You can stow a few soft bags with the BR-V’s last row seats up, but flip the rearmost seats forward and you’ll get excellent luggage room, with the added convenience of having the lowest loading lip among the models here.
Feature film
Comfort and practicality are important, but let’s face it, we want our cars with lots of goodies. There is expectantly plenty of variation in the equipment these models come with but all of them do feature automatic climate control, steering-mounted audio controls, USB and aux input for their audio players as well as Bluetooth telephony and audio streaming. Rupee for rupee, though, the S-cross offers the most equipment. It’s the cheapest car here and, rear air-con vents aside, gets features like push-button start, cruise control and leather seats. It is also the only car to offer automatic headlights and wipers. The Maruti also takes away the prize for the nicest touchscreen infotainment system. It scores high for functionality and, uniquely here, also comes bundled with Apple CarPlay.
The Hyundai Creta too is loaded with equipment, but given its high price, we’d have liked to see the inclusion of automatic headlights and wipers, and cruise control too. Renault’s Duster does get the latter feature, but loses out on push button start, a rear air-con vent and leather seats. The Duster is also the only car to use halogen headlamps (other use projectors), and does without daytime-running LEDs too. Tech-savvy BR-V buyers, on the other hand, will miss a touchscreen. More frustrating is the fact that Honda hasn’t given the long BR-V rear parking sensors, let alone a reversing camera.
In terms of safety kit, anti-lock brakes with EBD are the norm here but the S-cross is the only one with rear disc brakes too. Both the Duster AWD and Creta get the added safety net of ESP, but the top-spec Creta here leads the airbag count with a total of six, while the others get two each.
Let’s roll
Before we get rolling, here’s a quick run through these cars’ mechanicals. The BR-V and Duster come powered by 1.5-litre diesel engines while the Creta and S-cross use slightly larger 1.6-litre units. Each of these cars come with six-speed manual gearboxes and are also similar in their use of independent, MacPherson strut front suspensions. However, where the BR-V, Creta and S-cross feature simpler torsion beam rear arrangements, the Duster AWD goes one up with its independent, multi-link rear setup. Of course, the other key differentiator is this Duster’s all-wheel-drive hardware; the others are solely offered in front-wheel-drive form.
Making 100hp and 200Nm, the BR-V’s engine is the least powerful here. And if you study the performance numbers, you’ll also note just how much slower it is vis-à-vis the others. Though performance isn’t this engine’s forte, drivability is. It pulls readily from low revs and this makes it an easy vehicle to drive in town. The light clutch and smooth-shifting gearbox only help here. The BR-V does take its time to get up to speed on the highway but as long as you don’t have to push for a quick overtake, performance is adequate. Honda has made amends to make this engine quieter, but there’s still some way to go.
If highway drives form a big part of your schedule, you’ll love the S-cross’ engine. It makes a commendable 119hp but the real number of interest is its 320Nm of torque. Keep the engine spinning above 1,800rpm and you’ll be surprised by the S-cross’ ability to whizz by traffic. Also, thanks to its tall gearing, the S-cross is a nice cruiser with the engine revving at a relatively low 1,900rpm in sixth gear. The trouble is that there’s lots of turbo lag under the 1,800rpm mark and this proves to be an irritant in town; so you have to work the smooth clutch and nice gearbox more than you’d like. The sudden surge of power when the turbo kicks in can also catch drivers not used to the S-cross’ power delivery off guard. It would also help if the engine ran quieter.
Renault had updated the Duster’s 110hp engine with AWD version with a new electronics (CMO10) architecture which has optimised the K9K engine’s parameters. This has had a positive impact on refinement and drivability, which is now better than before. But, as we’ve said before, the 1.5 K9K engine that is famous for its tractability is better still when coupled with the shorter gearing specific to the Duster AWD. The Duster AWD is in the zone right from 1,500rpm and is a whole lot faster than the others through the gears. It also readily chugs along, even if you are in a higher gear than ideal. Good because the gearbox is notchy, though the lightened clutch demands less effort from your left leg now. The Duster is a happy cruiser too, but the generally shorter gearing means the engine revs more than the others for the same road speed.
Hyundai’s Creta feels the most relaxed in that sense. The 128hp engine is the quietest here and you don’t have to work it too hard to extract good performance either. There’s sufficient go at low engine speeds and more power in store when the turbo spools up in earnest at about 1,800rpm. It doesn’t quite have the same low-end pulling power of the Duster AWD or the sustained mid-range thrust of the S-cross, but you’ll rarely be left wanting for more power. Adding to the Creta’s ease of use is its smooth gearbox and light clutch.
Also part and parcel of the Creta experience are its good low-speed ride, light and easy-to-twirl steering and pleasant highway manners. Body control is also good by Hyundai standards and you can maintain triple-digit speeds on open roads with confidence. The S-cross also feels nicely tied down on the highway, and the low centre of gravity also means it is the most car-like to drive. Better tyres would help its case around faster bends as would a more communicative steering – it doesn’t have sufficient self-centering and feels vague off-centre. There is also a very European car-like firmness to the S-cross’ low-speed ride, but it does take the bumps and potholes admirably well.
It’s a similar story on the BR-V whose suspension setup is on the firmer side. The ride can get jiggly at times but on the positive side, the BR-V feels quite sure-footed when going fast. It is a large vehicle and you can feel the length if you really push it hard, but on typical city and highway drives, it’s the reasonably direct and well-weighted steering that leaves more of a lasting impression.
Compared to the others, you’ll need some more effort to turn the Duster’s hydraulically assisted steering (the others have electric assistance), but a flaw that’s carried over from the earlier Duster is the steering kick-back in mid-corner bumps. Also, there’s an underlying stiffness to the way the Duster AWD rides at low speeds but given the way the Renault gobbles up bumps, you wouldn’t really complain. The experience just gets better and better with speed and the big car poise with which the Duster AWD cruises just distances it from the others. Of course, the Duster AWD has another trick up its arches – its ability off-road. The all-wheel-drive hardware and the short gearing come into play in the rough and let the Duster AWD go places where the others can’t and shouldn’t venture. That impressive 210mm of ground clearance (same as the BR-V) also helps to this end.
Where all these vehicles deliver is in fuel economy. The BR-V, though, is the most efficient both in town and on the highway.
The last word
Having studied each of these cars in detail and enlisted the crux of what you should know about them, it’s time to summarise our findings. We’ll start with the BR-V. Well, to be really honest, none of us are big fans of the way it looks, but it’s one of those vehicles you grow to like as you spend time with it. It’s easy to drive, pretty efficient and in urban conditions at least, rather likeable too. It is lacking in spice and some equipment too but then it does provide an extra pair of seats. It’s a compromise we foresee buyers with large families willing to make. So, ignore the pseudo-SUV looks because if there’s one reason to be interested in the BR-V, it’s the flexibility it offers.
Like the BR-V, the S-cross is also an outsider in a market where road presence counts. But the fact is that the S-cross has a personality very different to pretty much everything in the same price bracket. It’s not overtly showy, but has plenty to offer anyone willing to put down money for it. Dieselheads willing to live with the turbo lag will love the boost the engine has to offer, feature creatures will take keenly to all the kit on offer and practical-minded buyers will be at peace knowing their car is never too far away from a Maruti service station. The mouth-watering new price also makes the S-cross the car that delivers the most bang for your buck.
The Duster doesn’t offer the same sort of value but it is a model that takes its SUV job description rather seriously, especially in AWD form. It may lack the sophistication of some rivals but see it for what it is and you’ll find there’s a certain honesty about it. It’s a vehicle that’s equally at home in the urban jungle during the week and the real one on weekends. In all, the Duster AWD is very tough, comfy, versatile and has a degree of lifestyle appeal that outdoorsy buyers will like.
In contrast, the Creta is an SUV that’s tailor-made for urban environs. It’s attractive on the outside, well-finished on the inside, quiet and refined, and also easy to use. It’s not perfect because the rear seat experience is hampered by the limited visibility out, and its ever-increasing prices mean it’s expensive for what you get. But the Creta has an allure, a certain city slicker vibe that makes it hard to ignore.
The ideal car would be an amalgamation of each of these models with the BR-V’s seven seats, the Creta’s city-friendly demeanour, the Duster’s suspension and off-road ability packed with the S-cross’ equipment and price tag. Wouldn’t that be quite a product? As things stand, and money being no object, the Creta is the model we’d go for. It costs the most but also offers the most. If only it had all-wheel drive too.
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