![]() The Bayon is the most expensive car of this particular trio, but it does compensate for this slightly by having the strongest residual values. That’s all the more disappointing for Citroen when you consider that Peugeot – with which it shares so much technology – took a respectable 11th overall. The Korean firm ranked 16th out of 29 brands Renault finished 20th and Citroen a lowly 28th. When it comes to your satisfaction of new car brands, a mid-table finish was still enough for Hyundai to outscore both Citroen and Renault in the 2021 Driver Power manufacturer ratings. That’s the lowest number again – 70 litres and 84 litres behind the Renault and Citroen respectively. Fold the seat backs down and total volume grows to 1,205 litres. Passengers in the back share a single USB port.Īt 334 litres, the Bayon has the smallest boot here, and it lacks its rivals’ sliding rear bench. This features a couple of USB ports and a 12-volt socket, plus wireless charging in higher trim levels. The door bins front and rear curve outwards so that they can hold a large bottle, while ahead of the gearlever is a wide, flat shelf for a smartphone. When it comes to storage, the deep glovebox impresses, but the cupholders are a little shallow. Conversely, it also has the tightest headroom of the three most adults will still just about cope, but by the standards of the class it’s among the more cramped. In the case of the Bayon, it’s rear legroom it offers more than either the Captur or the C3 Aircross. At 10.4 seconds, the Bayon’s 0-62mph time is just a matter of tenths down on the C3 Aircross, but a more significant distance behind the Captur.Įach of these three cars has its strengths when it comes to storing people and things. The smooth, torquey engine is refined regardless of how hard it’s driven. Its position is consistent though, so you’ll soon get used to it. ![]() The pedal is very light, and one side effect of the electrical actuation is that there isn’t a specific change in pressure when the biting point is reached. One of the first things you notice out on the road is the Bayon’s clutch. ![]() It’s a nippy and easy car to drive in urban areas. The steering is the most precise of this bunch at higher speeds, but is also quite light, which is really helpful around town. It corners keenly, the balance is safe and neutral, and there’s decent grip. On twistier roads, the Bayon is the sharpest of these three to drive. For a relatively small car, motorway refinement and stability are impressive. Bumps are dealt with swiftly, while noises and knocks from the suspension are well isolated from the cabin. Alongside the French competition, the Bayon’s suspension set-up is considerably more taut, but the ride quality is by no means uncomfortable by the general class standard. While cabin quality is a disappointment, the Bayon’s driving experience is right on the mark. The great in-car tech that we’ve come to expect from Hyundai is the car’s saving grace, but otherwise this cabin feels a step down from both the Citroen and especially the Renault. Here, the plastics feel hard everywhere they’re within easy reach, and they don’t look very pleasant from a distance. In many larger classes, Hyundai has vaulted itself to the top of the segment when it comes to perceived quality. Power outputs of 99bhp and 118bhp are available, and we’re trying the more powerful version here. The six-speed manual gearbox is paired with an electrically actuated clutch, which can decouple in gear so that the engine can switch off when coasting to save even more fuel. This recoups kinetic energy that would otherwise be wasted when slowing down, and then uses it to give a small boost under acceleration to take the load off the engine. Here, that motor is a 1.0-litre turbo three-cylinder with mild-hybrid tech. On average, the Bayon weighs about 145kg less than an equivalent Kona with the same engine. While the Kona uses technology adapted from the i30, the Bayon is based on the more compact, newer and lighter i20. The crucial difference is in the underpinnings. The pair are almost identical in length, although the Bayon is ever so slightly narrower and lower, and from some angles looks more like a supermini estate than a small SUV. Not because of the dramatic angular looks, but because anyone who is familiar with Hyundai’s current line-up might wonder how it’s any different from a Kona. You could be excused for looking at the Bayon with a little confusion. In this trim, it comes to £25,045, while the ‘Intense Blue’ paintwork adds an extra £550. Prices for the Bayon start from £20,295, although here we have the top-spec Ultimate version paired with the most powerful mild-hybrid engine. Hyundai Bayon 1.0 T-Gdi MHEV iMT Ultimate
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