It’s no secret that the midsize SUV segment in India is the most competitive one. It has been for years. But now, the real fight isn’t between petrols and diesels, or even mild-hybrids and CNGs. It’s between their electrified versions. We’ve moved past the stage where EVs were either hatchbacks trying to be clever or global imports that didn’t bother with the basics. The new EV war is happening right here in the middle, which brings us to today’s contenders. On one side, Hyundai’s bestselling SUV, the Creta, is now electrified. A household name with new-age ambitions. And on the other, Mahindra’s BE.6: a born-electric non-conformist that’s loud, wide, unapologetic and possibly radioactive. One is the legacy bestseller. The other is a disruptive challenger. So, which one gets it right?
Verdict
The Hyundai Creta EV is precisely what you’d expect from Hyundai. Solid. Reliable. Thoroughly tested. It drives well, charges consistently, and integrates EV functionality into a known, trusted package. It’s the logical choice if you want an electric SUV with no surprises but with reliability.
The Mahindra BE.6, on the other hand, is a different proposition altogether. It’s sharper to drive, quicker to charge, looks like it belongs in a cyberpunk video game, and goes further on a single charge. It’s not perfect, the software still needs refining, but it feels like it’s trying harder to redefine what an Indian EV can be.
If you want calm competence, the Creta EV is your answer. But if you want boldness, engagement and a glimpse into what comes next, the BE.6 is already there.
Specifications and Powertrains
Both SUVs come with two battery pack options. The Hyundai Creta EV is available with either a 42 kWh or a 51.4 kWh battery. We tested the latter. It produces 169 bhp and 250Nm, powering the front wheels. Hyundai claims a 100 kmph time of 7.9 seconds, and a range of 473km on the MIDC cycle. In the real world, expect 350–380km under mixed usage.
The Mahindra BE.6 is not only larger but also notably more powerful. It gets a 59 kWh and a 79 kWh battery option. The one we tested was the larger 79kWh pack, which makes 282 bhp and 380Nm, sending power to the rear wheels. The claimed 100 kmph sprint is 6.7 seconds, and Mahindra says the ARAI-rated range is 682km. Real-world range is more realistic at 450–470km.
There’s also a charging difference. The BE.6 supports up to 175kW DC fast charging, whereas the Creta EV is currently limited to 50kW, though Hyundai says 100kW capability will be unlocked soon. Both get 11kW AC chargers as standard.
The BE.6 also uses blade-cell batteries, which are known for their durability, charge consistency, and thermal efficiency. Crucially, Mahindra allows consistent high-speed charging even at lower state-of-charge levels, and real-world performance remains strong until around 15% charge, where most rivals would start tapering off.
Winner: Mahindra BE.6, by a technical margin
Driving Experience
The Creta EV feels... normal. And that’s a compliment. Everything is where you expect it to be. You slot into the driver’s seat, use the drive selector stalk, and start driving without needing a manual or a YouTube tutorial. It’s that familiar. In Normal mode, power delivery is smooth and predictable. Eco reins things in for efficiency, but never to the point of frustration. And in Sport, the Creta EV becomes surprisingly brisk. It’s not neck-snapping quick, but overtakes are easy, and highway pace is perfectly sustainable.
There are five levels of regenerative braking, controlled via the steering paddles. The strongest, called i-Pedal, enables proper one-pedal driving, especially useful in traffic. Regeneration feels natural and progressive, much like it does in the Ioniq 5, which is to say it’s one of the better-calibrated systems on sale.
The BE.6, in contrast, feels like it was built by people who enjoy driving. There’s no startup lag or hesitation. Acceleration in Sport mode is instant and satisfying. Throttle response is sharp without being jittery, and the car feels eager across its imaginary rev band. Even under spirited use, there’s no sudden drop in output, a sign that the power electronics are well-calibrated.
And while Everyday mode is perfectly usable around town, it’s Sport that truly reveals the BE.6’s character. You get the sense that this platform was designed for more than just commuting.
Winner: Mahindra BE.6, for driver engagement
Ride and Handling
Despite weighing nearly 200kg more than the ICE Creta, the EV version has been tuned to hide that bulk rather well. At low speeds, it’s compliant over speed bumps and patchy roads. At higher speeds, it remains composed and stable, with enough damping control to avoid floatiness. The steering is light, predictable, and quick enough for daily driving, although still devoid of feel.
The BE.6 feels altogether sportier. It shares its platform with the larger XEV 9e, but has shorter overhangs and a lower centre of gravity, giving it better body control. The suspension feels firmer, but not harsh, and it simply communicates more of the road. On poor surfaces, it stays settled. On highways, it feels impressively planted. Through corners, the BE.6 turns in with surprising confidence for a 2-tonne SUV. It doesn’t roll excessively, and its steering, while still electric in feel, is better weighted and more responsive than the Creta EV’s.
Winner: Mahindra BE.6, for road manners
Disco Floor vs Doctor’s Office
Step inside the BE.6 and you're greeted by screens. A lot of them. A 12.3-inch infotainment screen conjoined with an equally wide digital instrument cluster, both angled like they were designed only for the driver. The angular steering wheel looks like something a gaming YouTuber would unbox, and the ambient lighting pulses like a nightclub during load shedding. There are vegan interior materials, a dashboard layered like tiramisu, and a gear selector that feels vaguely aircraft-inspired. All very theatrical. But once you start using it, reality intervenes. Some haptic controls work, others don’t. Menus are buried three layers deep. Certain apps occasionally vanish. The interface looks like a BMW iX on mushrooms, but it sometimes behaves like Windows XP after too much caffeine. That said, the fundamentals are there. The displays are crisp, the layout ambitious, and Mahindra is clearly thinking ahead even if the execution is still a work in progress.
Now, over in the Creta EV, things are far more conventional. The dashboard is identical to the ICE Creta. You get twin 10.25-inch screens, straightforward controls, and switchgear that you’ve probably already used if you’ve been in any Hyundai in the last five years. The HVAC panel comes from the Alcazar, touch sensitve buttons, tactile rotary knobs, no surprises.
The only real EV-specific change is the new drive selector stalk behind the wheel. It’s not the most intuitive piece of kit, and frankly, the console-mounted shift-by-wire system in the Kona Electric was easier to use. There are also a few blue-themed graphics scattered around the screens to remind you that you're driving something electric, but with a font that could easily be larger for easier viewing. But it all works. Everything you touch responds. The infotainment doesn’t lag. The ventilated seats actually ventilate. And the cabin materials won’t scratch every time you shift in your seat.
Winner: Draw. Mahindra if you want drama, Hyundai if you want peace of mind.
Thunderbolt vs USB Stick
Let’s start with the Mahindra. Or more accurately, The Statement. Because this looks like a mood board from the year 2071, it has more edges than a broken glass bottle and a face like a robot’s revenge fantasy. If you parked one of these in a small village, the elders would probably ask if it’s safe to touch. It also gets two spoilers, presumably because one wasn’t expressive enough. The 19-inch aero wheels look sharp enough to julienne tomatoes. There’s an unapologetic boldness to the entire thing. It doesn’t particularly look premium. It looks like it could shoot lasers at you. And that, it seems, is very much the point.
The Creta EV, meanwhile, is far more conservative. It’s quite plainly a Creta, which is to say, familiar and upright. Only now with some combustion bits removed and a blocked-off grille in their place. A few pixel-like elements give the front end a more digital flavour, but it stops well short of trying to be anything wild. If the BE.6 is Kanye in a Balenciaga cape, the Creta EV is your gym instructor in a pastel tracksuit. Sensible. Safe. And unmistakably familiar.
Winner: Mahindra BE.6, for sheer audacity
Range and Charging
The Creta EV’s real-world range of 350–380km is good enough for most users, but it does trail the BE.6. That said, it’s consistent, and Hyundai’s battery management system does a good job preventing overheating or excessive drain under stress. Range estimates on the instrument cluster are reasonably accurate.
Where the BE.6 excels is in real-world longevity. It frequently delivers over 450km per charge with mixed use, and doesn’t dramatically limit power when the battery dips below 20%. The BYD blade cells are a genuine technical advantage here. Charging is another story. While Hyundai is promising 100kW DC charging via an update in the future, the BE.6’s 175kW capability is available from day one, provided the infrastructure allows. Charging the Mahindra is simply quicker and more future-ready.
Winner: Mahindra BE.6
Safety and Ownership
Both cars come with six airbags from the base variant, electronic stability control, and Level 2 ADAS features like adaptive cruise control, lane-keep assist, and emergency braking. The big headline, though, is Mahindra’s lifetime battery warranty, something that will go a long way in easing long-term ownership concerns.
Winner: Draw — with Mahindra edging ahead for warranty
