Home » Business » Hyundai Bayon 1.0 T-GDI MHEV 7DCT – Who are you and what did you do with the ix20 ?!

Hyundai Bayon 1.0 T-GDI MHEV 7DCT – Who are you and what did you do with the ix20 ?!


To understand the importance of the small Hyundai Bayon crossover, which the carmaker itself says is the spiritual successor of the ix20, let’s take a look at the introduction to the statistics of the Association of Car Importers. In 2019, when the covidu pandemic did not yet speak to the sales results, the small MPV records 3,896 units sold. After the best-selling i30 (7450 ​​pcs) and Tucson (3990 pcs), this is the third most sought-after model of the brand. And this is de facto a thing of the past. A year earlier, 4126 pieces were sold, in 2018 even 4486 pieces. Such a number of ix20s at the time was enough for the tenth most popular car in the Czech Republic.

The reins of a small and affordable “empévéček” from Nošovice are now taken over by the more modern Bayon made in Turkey. Although it is largely based on the i20 model, it gets an increased crossover body, which customers want so much today. It is small SUVs that are extremely successful with buyers, although you may not find all-wheel drive in their offer at all. The sales results of all sorts of captures, kamiqas, t-crosses and a plethora of others are clear proof of that.

Nothing for introverts

I will admit that when Bayon dropped his camouflage at the beginning of March this year, I didn’t like it very much. In the photographs, his extravagant appearance gave a somewhat overpriced impression, as if the designers wanted to stick everything left in stock on a small crossover.

But when I first took over the car, I caught myself suddenly perceiving it with much less contempt. And after a few days of living together, I even turned around after parking at the supermarket. It will probably not be a completely popular opinion, after all, you yourself voted against this bold design in the polls on our social networks, but I personally began to like it.

Perhaps the attractive two-color combination of blue paint with a black roof (+ CZK 25,900) and seventeen-inch bikes fitted as part of the Premium package (+ CZK 50,000, as well as sports front seats, heated rear seats, active parking assistant and Bose audio system) also helped. The front part is characterized by a narrow line with daylight, followed by a cloudy expression of the mask and headlights shaped into arrows.

Even the stern does not spare extravagance, it also receives lamps in the shape of opposite arrows, which are also connected by a horizontal line with a reflector. And the distinctive indentations on the sides of the body only underline the effort to differentiate. While the ix20 used to pay for some kind of common sense, which was attractive somewhere on the tail of its duties, in the case of Bayon it is exactly the opposite.

You can argue whether such a model makes sense in the offer of the Korean carmaker, when it sells only twenty-five millimeters longer Kon. According to Hyundai, however, it doesn’t matter, because both cars are aimed at a different clientele. And we also assume that Kona will grow a little more with the arrival of the new generation, as is customary today for car news, so he will bounce back from Bayon. When I have bitten the dimensions, the novelty has a length of 4180 mm, a width of 1775 mm and a height of 1490 mm (when wearing seventeen 1500 mm). The wheelbase of 2580 millimeters is identical to the i20 and only 20 mm shorter than the Kona.

Hyundai Bayon 1.0 T-GDI MHEV 7DCT

The interior is not crazy

The main leap from the default i20 is mainly the luggage compartment. The basic 411 liters is 59 liters more than the smaller sibling and, surprisingly, 37 liters more than the Kona. The luggage compartment itself has regular shapes and is equipped with a double floor as standard. Compared to the ix20, however, there is no sliding rear bench, which was able to increase the volume of the trunk at the expense of space for rear passengers and vice versa.

If you expect similarly wild design creations from the novelty in the cabin, you are wrong. The driver’s station is “normal”, understand with a separate panel for climate control and physical buttons for setting important functions. Even lane keeping can be easily deactivated by long pressing the appropriate button on the steering wheel, so if a piece of poorly marked road appears in front of you, you don’t have to fish somewhere in the eighth submenu of the multimedia system.

But all this does not mean that Bayon resigns to the most modern interior elements. Our ceiling-mounted specimen receives a 10.25 “digital instrument panel and the middle screen of a multimedia system with built-in navigation of the same size. Instead of traditional buttons, this is accompanied only by touch surfaces, which are quite close to each other and it is not entirely easy to hit them while driving. Otherwise, I can praise the colors and quality of the image, as well as the agility of the entire multimedia.

However, even the highest equipment cannot camouflage the use of hard plastics in most parts of the cab. We have already had to try the hard design of a number of manufacturers, but we have noticed in other brands that even such plastic can be processed to look more valuable. The individual parts in the tested piece fit perfectly and do not emit any sounds, but they still look quite cheap.

On the contrary, the spaciousness of the interior deserves praise. For the most part, this is also due to the additional sports seats in the front, which are mainly comfortable and I’m not broken from them even after a long journey. It sits here a bit higher than in the i20, but if you blindfolded me, I would guess that I sat in one of the small hatchbacks. The seat is nice even at the back, the rear bench, anchored above, nicely supports the thighs and with a height of 178 cm, I can fit in with a sufficient margin in front of my knees and above my head. Even a 185 cm tall colleague has no problem with space in the back, Hyundai has made the most of the available floor plan.

At the top of the menu

We test the best not only in terms of equipment, but also motorization. Let us remind you that you can buy Bayon with a 1.2i / 62 kW engine from CZK 349.990, for more demanding clients there is a liter three-cylinder T-GDI with a power of 74 or 88 kW. The weaker version is a classic combustion unit, the stronger one called for a 48V mild-hybrid system. Both versions of the liter are, in addition to the six-speed manual (for the mild hybrid, the intelligent iMT gearbox with sailing function) also available with a seven-speed dual clutch (+ CZK 40,000), as in our case. Engine parameters always travel to the front wheels, which is nothing special in the small SUV segment.

The 1.0 T-GDI MHEV engine receives a Kappa II three-cylinder, which works with direct multi-point injection. The mild hybrid consists of a starter-generator and a trunk-mounted battery with a capacity of 0.44 kWh. It is charged during braking and deceleration by recuperation, the intensity of which is set by the car itself depending on many, many parameters (speed, engine speed, recharging of 12 and 48V batteries). When starting off or the need for flexible acceleration, the electric motor then helps the internal combustion engine with about 12 kilowatts for good.

Hyundai Bayon 1.0 T-GDI MHEV 7DCT Hyundai Bayon 1.0 T-GDI MHEV 7DCT

The maximum power of 88 kW (120 hp) is available at 6000 rpm and the maximum torque of 200 newton meters is given between 1500 and 4000 rpm. The given parameters may not put you on your butt, but let’s remind you that the car has a curb weight of only 1145 kg. After all, acceleration to 100 can be done by the version with manual and automatic in 10.4 seconds, and both can then continue to a maximum speed of 185 km / h.

And during the test week, I really didn’t feel like I really needed more. The car accelerates steadily and the engine has enough agility for district overtaking maneuvers. All you have to do is keep in mind that the car is activated in Eco mode after each start-up, in which it acts considerably damped. After switching to Comfort or Sport, it is livelier, more spinning and the reaction sharper. Not downright sporty, yet significantly better.

Overall, I had a hard time navigating this mild-hybrid drive during testing. First of all, you have to reckon with the fact that the recuperation system will react differently at the same place at a different time. Sometimes he has enough energy in his supply, so he sails, other times he recuperates. Decently, sometimes surprisingly significantly. With such “help”, when commuting to a traffic light, it is difficult to estimate when it is time to take your foot off the gas. And so it often happened to me that, for example, even when descending a hill, I kept strumming the accelerator pedal to dampen the significant recuperation. Although he can sail the car, he uses the function only minimally. And the second pain is the alignment with the seven-speed automaton. Under normal circumstances, the dual clutch arranges exactly as you need it. But when you’re fighting with recuperation like this, or you just want to speed up during intensive braking, it tends to jerk.

They will be pleased that the motorway is no stranger to a liter engine, at least if you are traveling at the domestic speed limit. Here the engine spins some 2800 rpm and Bayon as a whole gives a cultivated impression, so it doesn’t struggle with long shifts. Consumption on the highway was in my case around 6.3 liters, in the districts I most often saw values ​​around 5.5 liters, the effort for a purely economic ride brought an appetite starting with four. It’s not entirely bad, but I’d be very interested in comparing it to the weaker non-electrified three-cylinder. I would almost dare say that the difference will not be dramatic.

He won’t let himself be decided

But I assume that the car will spend the most time in the city and in the districts. In the first case, you will enjoy light driving with a short gear, so the car is very easy to handle even in narrow aisles.

In the second, surprisingly comfortable driving characteristics. Bayon relies on a combination of McPherson struts at the front and a simple torsion bar at the back, which in combination with the shoe-seventeen could raise many eyebrows. But the truth is that the configuration worked very well. The car successfully filters out small unevenness, on the larger ones there is only a slight stamping. You know about large potholes, but it’s nothing that has had a major impact on overall driving comfort.

In broken corners, the stern does not tend to dodge, it seems confident and it will not let itself be decided. The light weight in combination with the above-mentioned steering and not so high body structure means that the car willingly turns into corners and does not suffer from significant inclinations or understeer in the event of a sudden change of direction. If you want, you can give the steering a smoother run by switching to Sport mode, but honestly, there was no major advantage for me as a user. I guess that a large part of the clientele will drive the car in such a comfortable way, which is exactly the style that suits the novelty the most.

Hyundai Bayon 1.0 T-GDI MHEV 7DCT Hyundai Bayon 1.0 T-GDI MHEV 7DCT

Conclusion

The purchase price of the tested specimen of CZK 655,890 could discourage you at first good, but don’t be fooled. It is such a typical journalistic specification, in which you will find absolutely everything. Even what you don’t necessarily need for everyday life. I would be satisfied with the middle Smart equipment. It also has Bi-LED headlights, manual air conditioning, cruise control with speed limiter and a smaller eight-inch center screen without navigation, but still with support for Apple CarPlay and Android Auto. Such a car will come out with a tested engine and dual clutch for CZK 519,990. And who knows if, after comparing the two liters, I would not finally opt for the weaker non-electrified version, which costs CZK 439,990, or CZK 479,990 with a machine.

I would like to see the expression of customers who come to the showroom to ask for a new ix20 and the dealer will bring them to the new Bayon. I assume that their reaction will be similar to the title of today’s test. But the truth is that if you try (or work on it like I do) an extravagant exterior design, you get a decently equipped, spacious and well-driven small SUV that doesn’t even have to cost that much.

The cheapest version of the model 349.990 CZK (1.2i / 62 kW Comfort)
Base with tested engine 479,990 CZK (1.0 T-GDI / 88 kW Smart)
Tested car without surcharges 539.990 Kč (1.0 T-GDI/88 kW Style)
Tested car with equipment 655.890 Kč (1.0 T-GDI/88 kW Style)

Pros

  • Spacious cabin
  • Preservation of buttons and controls
  • Live engine
  • Solid driving characteristics

Minusy

  • Unpredictable recuperation
  • Twitching of the machine when flexible acceleration is needed

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