Hyundai Bayon Hybrid: review 1.0 T-GDi 100 hp and road test

The new one has been in dealerships for just over a month Hyundai Bayon represents the Korean carmaker’s answer to anyone looking for a Compact B-SUV but, at the same time, equipped with plenty of space both in the trunk and for those who sit on board.

From the parts of Seoul they define it as an urban crossover, perfectly outlining what its intended use should be: an everyday car, which, however, does not disdain the trip outside the city on Sundays. After having seen a static preview at the beginning of April, the time has come to take a tour and tell you a little about our first impressions.



Hyundai Bayon was born on the same platform as i20 and is positioned in terms of size halfway between the just mentioned and the now known Kona. The comparison with the latter is therefore almost obligatory and if we talk about Bayon measures it is 2 centimeters shorter, 2.5 cm narrower and equal high in the version with 17-inch alloy wheels. The ground clearance is also similar, ranging from 165 to 183 mm depending on the version, against the Kona’s 170 mm. In favor of the latter, however, the step: it goes from 258 cm of Bayon to 260 of Kona.

Net of the smaller footprint the distinguishing feature of the latest Hyundai arrival is a space on board that is certainly noteworthy, especially in relation to the average of the market segment. The trunk in the standard configuration, with the seats raised, offers a capacity of 411 liters, which becomes 1205 with the seats folded down. Also interesting is the solution adopted to “hide” the parcel shelf, as well as the possibility of raising the loading surface so that it is aligned with the entrance to the boot.

The space available to those sitting in the rear seats is also good with the sofa divided into three almost equal parts and a very low central tunnel that guarantees good comfort even for those who sit in the middle seat. The roof does not rain too much as we get closer to the bottom of the car and therefore even taller passengers should have no problems.

If we move to the driver’s seat we then notice how the dashboard used is exactly the same as the i20. All the instrumentation is distributed between the steering wheel and the touch display for the infotaiment, with the exception of the climate controls which are reproduced under the central air conditioning vents. Just below we find two USB ports and the wireless charging mat.

The materials used for the construction of the dashboard and the door trim are of good quality. Of course we can’t expect the same finishes as the premium cars but for what the reference segment is, in my view, there is very little here that we can complain about. The plastics are soft and absorb vibrations well, while more could have been done in terms of sound insulation of external noises. In fact, at high revs the engine is quite noticeable, as well as the rolling of the tires, especially on fast-moving roads with draining asphalt a little rough.

In terms of visibility, the first impact is very good, the only small “defect” is in the left pillar which is perhaps a little bulky and slightly hinders the view on left turns and exiting the stops. Nothing too compromising, however, you just have to “make the eye”.



Pillars of the Hyundai philosophy are then Technology and Safety, both well represented in this Bayon. In fact, the basic set-up already offers interesting contents for both of these themes. As soon as we get on board it is impossible not to notice the two large 10.25-inch displays. The first, placed behind the steering wheel, is the one on which all the instrumentation and information of the on-board computer are shown; the second is instead positioned in the center of the dashboard and is the one used for the infotaiment system.

Let’s talk about the classic bluelink, which we already know well and which integrates Android Auto and Apple Carplay. The model with 10.25 inch display allows you to connect your smartphone only via cable, while if you choose the option with an 8-inch display you can also count on the wireless connection. An oddity due to the fact that the system that drives the 10-inch displays has not yet received the necessary certifications; Hyundai does not rule out the possibility of adding the option with a posthumous update.


Having said that, the system was sufficiently responsive to me, the precise touch and excellent visibility. So if you are wondering what the weak point is, I would probably say the interface design, a little bit to be updated and not 100% intuitive.

Speaking instead of ADAS, the availability of tools for driving aid is really very high and already in the basic version with equipment XLine we find a pedestrian, vehicle and cycle recognition system, lane maintenance, front and rear parking sensors, traffic sign recognition, driver attention warning and High Beam Assist. With 2,250 euros we then move on to the XClass set-up which adds the Blind Spot Collision Warning. To complete the equipment it is necessary to add the Safety & Tech package which requires an additional 1,700 or 2,100 euros (MT / iMT – DCT).


  • Engine: four-cylinder 1.2 MPi – three-cylinder 1.0 T-GDi MHEV (Euro 6D)
  • Power: 84 CV / 117 Nm – 100 CV / 171 Nm
  • 0-100 km/h: 13,5 – 10,7 s
  • Full speed: 165 / 183 km/
  • Front suspension: McPherson
  • Rear suspension: torsion bridge
  • Tires: 165/65 R15, 195/55 R16, 205/55 R17
  • Peso in d m.: 970 kg
  • Luggage compartment min / max: 411 / 1,205 liters
  • Length: 4.180 mm
  • Width: 1.775 mm
  • Height: 1.490 mm
  • Step: 2.580 mm
  • Ground clearance: 16,5 – 18,3 cm
  • Weight: 1.045 / 1.255 kg
  • Steering diameter: 10.4 meters
  • Declared emissions (WLTP) *: 134-143 g (1.2 MPi) – 118-136 g (1.0 T-GDi 48V)



But let’s talk a little bit about the first impressions behind the wheel. We had the new Bayon with motorization available 1.0 T-GDI 100CV 48V with 6-speed manual gearbox and two-wheel drive for a few hours; enough time to be able to give you some first impressions that we will certainly deepen in the full review as soon as possible.

I will immediately start talking to you about the engine. The 48V hybrid system allows you to accumulate energy during braking and deceleration, just like any other hybrid system, and then to provide thrust in acceleration to help the thermal engine, reduce consumption and improve performance. The difference compared to other hybrid systems without accumulation lies in the battery voltage which is precisely 48 Volts, offering greater stability, durability and reliability.


The iMT gearbox is the new manual with “by-wire” clutch: the classic six-speed lever remains but the system can disconnect the transmission, uncouple the engine and sail even when the gear is apparently engaged, imitating one of the old school hypermiler techniques but making its functioning almost invisible.

A gearbox that is very responsive, with a very light clutch and fairly short ratios. A detail that allows us to have a good recovery even in fourth or fifth gear but which, on the other hand, does not allow us to obtain who knows how high top speeds. A slightly longer sixth gear would not have hurt but even so you can travel comfortably.

Having said that the 1.0 da 100 CV, also thanks to the battery and the support provided by the electric engine, it is quite lively. Obviously you don’t think you are in front of a supercar, but that’s enough to have a little fun in a mixed path like the one faced in our test.

In support of this vivacity we then find a dynamic that perhaps I would not have expected. The steering is precise and direct, cornering is practically never a problem and the feeling is that of a car that in standard conditions is always well balanced. Of course there is a little bit of roll and pitch, mainly due to the suspension settings which are obviously set to favor comfort; absolutely normal and non-impacting behaviors in terms of difficulty in managing the car.



The entrance set-up (XLine) tries to offer itself however as complete, including the basic functionalities for active safety as standard, Android Auto Wireless e Apple CarPlay Wireless. The wireless connection with smartphones is standard because the functionality is its own of the 8 “Auto Display System, the input version which on the richer set-ups is replaced by 10.25 “AudioVideoNavigation which must be connected with the USB cable.

The starting price is 19,400 euros for the XLine version and rises to 21,650 for the XClass. In both cases, the introductory offer includes a Hyundai promotion (-1200 euros) and a scrapping discount of 1,400 euros which leads to a total of 2,600 euros less on list prices. Having access to both of these discounts, it is therefore possible to take the new one home Bayon starting at 16,800 euro. Staying at Hyundai and looking at Kona, the difference between the basic versions, with promotions applied to both models, is 2,950 euros.

At a later time Hyundai Bayon will also arrive on LPG as confirmed by the Italian division of the brand, while not giving us indicative dates on the precise release in our market.


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