When it comes to vans, particularly the refrigerator van variety, companies relegate them to the deep dark corner of their showroom. They have a point after all—who would want to pair a shiny red sports car next to a white box on wheels. It’s like Seal being married to Heidi Klum—an odd union indeed. However, like this Hollywood odd couple, some car makers have embraced it; and one who does it best is Hyundai. Their Starex is now synonymous with the word ‘family van’, sharing garage space side-by-side with other, much fancier rides.
The Starex is highly popular thanks to Hyundai’s unabashed approach to its simplicity. It does the “van thing” well: spacious, comfortable, and reliable—the list goes on and on. What sets it apart though is that this van does all these things without being too overbearing, attention grabbing or stingy on the pocket. Best seller it is, but a looker it most definitely isn’t. Cue in a new sheet metal design. And before you can say “hot mama”, let’s welcome the Hyundai Starex back.
The most noticeable thing with the new Starex is how integrated the design looks. Whereas the previous model had the happenings of a nose job gone wrong, the new one revels in a subtle play of curves and corners. From the front, it garners the Veracruz’s unequal split-grille design. The bug-eyed headlamps (a trademark of the previous-gen model) are retained, but integrate better with the European-style bulging creased front fenders. These creases run through the entire length of the side, replacing the body cladding and run all the way to the back highlighting Hyundai’s stylized “H” logo. Hyundai has every reason to be proud of this Starex. It’s neat and well-proportioned. It’s simply grand. And on the subject of grandness, the Starex (now dubbed Grand Starex) is only available in long wheelbase form. This means that overall length has grown to 5125 mm (from 4695 mm) and wheelbase is up to 3200 mm (from 2810 mm).
While the Starex (or should it say, Grand Starex) hides its girth from the outside, inside it’s unashamed of it. The dash says buh-bye to the faux wood and in its place are silvered plastics. The design is modern and simple, but it’s well finished with panel gaps shaming more expensive European vans. The controls are all well marked and the chunky rotary dials provide excellent tactile operation. With the exception of the high seating, the driving position’s actually pretty close to a conventional car. Even the shifter (with manu-matic mode no less) has been moved to the center console, freeing up space upfront for an additional passenger. Visibility is acceptable, but the full-sized headrests do rob some of the rear view. Thankfully rear parking sensors are standard.
Depending on the variant, the seating capacity is either 10 or 12, but whether you’re playing the role of Mang Johnny the driver or Yaya Inday the maid, there are no complaints from the lack of space. In the 12-seater configuration as tested, the 3+3+3+3 seating arrangement will make even the most super-sized person comfortable on long trips. Additional comfort is assured with the first three rows all sliding and reclining (the last row just reclines) and the air conditioning vents now spread around the cabin like an aircraft. Hyundai engineers added flexibility into the seats when they’re not completely utilized. The middle seat contorts, folding down as a utility tray/cup holder or folding sideways to free up more leg room. With the center seats folded, the outer passengers can enjoy the comforts of captain’s chairs including arm rests. The Starex’s interior is truly a marvelous thing. Perhaps the only weakness is that none of the seats fold flat or tumble—a minus if you do you regular trips to the hardware store.
Like hot mama Demi Moore, the Starex relies on new technology sitting on a proven foundation. Despite the all-new look, the Starex sits on the same, albeit modified platform. The same trusty platform that made it a popular van has been stiffened and tuned for better body control and passenger comfort. MacPherson Struts make their way upfront (the old ones ran on Double Wishbones), while at the back, the rigid axle with five-link coil springs stay put. Ensuring better on-road traction are standard 16-inch alloy wheels with wider 215/70 multi-ply tires. Completing the Starex’s handling package is a four-wheel disc brake system with anti-lock brakes.
Such emphasis on handling and braking are certainly needed thanks to an all-new athletic heart underneath the Starex’s deceptively family-friendly face: a 2.5-liter common rail direct injection engine with variable geometry turbo. It’s certainly a mouthful to say, but petrol heads (diesel heads?) will understand these figures: 174 horsepower and 40.0 kg-m of torque. And it’s Euro-IV compliant. There wasn’t any chance to clock its 0-100 km/h time during the test, but it certainly feels lively from stand still. If you’re silly enough to pass up on this engine, Hyundai’s was offering their trusty 2.5-liter direct-injection turbo diesel good for 101 horsepower and 23.0 kg-m of torque (latest news though is that Hyundai is phasing this out already). Both engines are available with either a manual or an automatic ‘box. The 5-speed manual is good enough for Mang Bitoy, but you’d certainly spring for the 5-speed automatic (the TCI only has a 4-speed) if you do most of the driving duties.
The family van market’s certainly getting crowded and sexier by the minute, but the new Starex is sure to carry on its strong momentum. While other vans have added bling—becoming the automotive equivalent of a publicity hungry, vagina-exposing spoiled pop tart of a mom, the Starex has maintained its composure. It’s a creature of quiet elegance, maintaining its composure—working on its solid foundation while adding subtle improvements here and there. This is one family van that’s destined to end up on top once again. It’s the hot mama with the 150-point IQ.
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