Hyundai Bayon, the B-SUV also in LPG version. How much does it consume?

Italians like LPG and this can be clearly seen from the numbers of the auto market. In May 2022, for example, cars equipped with this power supply could count on a share of 7.8%. To meet the needs of our market, Hyundai has decided to propose a specification GPL version of his Bayona B-SUV that we have already had the opportunity to try in the past.

This new version was created thanks to the collaboration with BRC and goes alongside the models with petrol and petrol engines with Mild Hybrid system. The new LPG engine winks at those who prefer a quiet drive, pay particular attention to the overall costs of using the car and are looking for a long range. Yes, because the Bayon LPG, thanks to the 47 liters of the LPG tank and the 40 liters of the petrol tank, is able to have a total autonomy of over 1,300 km according to the WLTP cycle (650 km in only LPG). All with a saving, according to Hyundai, of 40% compared to the petrol version in terms of fuel costs.

Given the appreciation of Italians for LPG, it was very interesting the opportunity granted by Hyundai to be able to test Bayon LPG, even if for a short time, to understand how it goes and how much it consumes on the road. Indeed, we had the opportunity, within the same test, to tackle the same route with a Bayon Mild Hybrid to evaluate the differences.

Before seeing how it went, let’s briefly summarize some characteristics of the Bayon.


Of the Hyundai Bayon, as mentioned at the beginning, we have spoken several times. Its measures they are 4,180 mm long x 1,775 mm wide x 1,500 mm high, with a pitch of 2,580 mm. The cabin is spacious. I exceed 180 cm in height and I had no problems finding the right driving position. It took only a few minutes to adjust the seat and mirror, to be ready to go. No problem with my head, I still had several centimeters of space above and not even with my legs. Even behind the space is more than enough.

With the driver’s seat configured to my measurements, I still had room for my legs and head in the back. In short, in the event of a long journey, those who are a few centimeters above the average can still be comfortable even if they sit in the back. And speaking of space, one cannot fail to mention the large trunk that goes from 411 to 1,205 liters folding down the backrest of the rear seats. It must be said that the GPL version offers a little less capacity. Data in hand, we have 393 – 1,187 liters.

A car, therefore, with good space for people and luggage and which also offers a decent level of overall comfort. The interior materials – the cars tested were in the top of the range trim levels – are of good quality even if, of course, we are not talking about a premium model. Good visibility and speaking, however, of acoustic comfort, the engine tends to be heard. From this point of view, a little more could probably be done.

The Hyundai Bayon, we recall, rests on the same platform as the Hyundai i20. This relationship is immediately noticeable when you get inside the passenger compartment as the dashboard is essentially the same.



  • Motor: three-cylinder 1.0 T-GDi MHEV / 4-cylinder 1.2
  • Power: 100 hp / 171 Nm – 84 hp / 120 Nm (81.8 hp / 109.4 Nm in LPG)
  • 0-100 km / h: 10.7 s / 13.5 s
  • Full speed: 183 km / h / 165 km / h
  • Front suspension: McPherson
  • Rear suspension: torsion bridge
  • Tires: 165/65 R15, 195/55 R16, 205/55 R17
  • Weight in odm: 1,170 kg / 1,156 kg
  • Luggage compartment min / max: 411 / 1,205 liters – 393 / 1,187 liters
  • Length: 4.180 mm
  • Length: 1,775 mm
  • Height: 1,500 mm
  • Step: 2,580 mm
  • Steering diameter: 10.4 meters
  • Declared emissions (WLTP): 118-125 g / 124-129 g (111-116 g in LPG)


The path covered was very short, about 28 km. Not many but more than enough to get an idea of ​​the Bayon, indeed of the character of both Bayons. The route included urban, extra-urban sections and above all 2-3 km uphill. We are talking about real climbs with very tight hairpin bends where it was also necessary to put first gear. All dealt with with a normal driving style, with some acceleration a little more decisive to test the qualities of the engine and pushing a little uphill to find the “limit” of the two engines.

I can confirm the impressions of Davide who had already tried the Bayon in the past. Hyundai’s B-SUV, in both powertrains, performed well, showing off good driving dynamics, obviously for the category to which it belongs. The suspension is soft, the rest of the setup is set for comfort, and this causes some roll and pitch. Nothing problematic, however. Indeed, the Bayon enters the curve quite precisely, a sign that Hyundai has found a good overall balance.

The real difference between the two models, of course, it’s in the thruster. The Bayon with the 1.0 T-GDi turbo engine with Mild Hybrid technology has 100 hp. The power is certainly not high but thanks to the support of the Mild Hybrid system (12.2 kW), the B-SUV proves to be lively in some situations. Mind you, we’re not talking about sports performance (the acceleration and top speed numbers speak for themselves) but this engine still allows you to have some fun, especially on mixed terrain. Even in the climbs faced, the Bayon with this engine did not have any problems.

Also the change, the new 6-speed iMT. It is a manual with “by-wire” clutch. In practice, the system can disconnect the transmission, uncouple the engine and sail even while apparently in gear. The gearbox has always proved to be very precise and responsive. No problem even with the clutch, very light to operate.

Different speech for the GPL model. In this case, we have an aspirate with a lower power. It is a propeller to which you don’t have to ask for who knows what performance. It is useless to insist on the accelerator. In fact, it should be used by adopting a calm driving style. In this case, its smooth operation is appreciated. You can engage fifth gear (traditional manual gearbox) at just under 60 km / h to travel, then, in peace, relying on very interesting fuel consumption.

The lack of power and torque was felt especially uphill or when shooting at low speeds with a high gear engaged. Nothing serious, of course, because we must remember that it is a model designed for a very specific target.


Performance aside, how did the two versions of the Bayon perform in terms of consumption? As mentioned at the beginning, with the two cars I faced the same route. To try to make the comparison as precise as possible, I adopted a similar driving style, as far as obviously possible, given that the traffic conditions between the two tests were very different.

So, numbers in hand, with my driving style the Bayon with the Mild Hybrid engine closed the path with consumption equal to 7.2 liters per 100 km. A decent result, considering the climbs and the intermittent pace (with several stop & go) for a few kilometers behind two trucks. Better did the GPL version it got a consumption of 6.5 liters per 100 km.

Speaking of costs, the price at the petrol and LPG pump on the day we are writing this article was, respectively, € 1,985 / liter (self) and € 0.837 / liter. So, counting in hand, this journey cost, 4 euros for the mild hybrid and 2.6 euros for the LPG, almost half.

Assuming that these consumptions remain the same over time, over 10 thousand km of travel, the Mild Hybrid has a cost (at the current price of petrol) of around 1,429 euros. With the LPG, on the other hand, they would spend around 544 euros. This is an important difference that for some people could weigh in the choice of engine, especially today given the high costs of a full tank of petrol.


Speaking of fittings and prices for the Italian market, the Hyundai Bayon GPL is offered in the XTech and XLine versions. Prices start at € 20,100 and € 22,250 respectively. The model with the Mild Hybrid engine, on the other hand, is offered in the XLine and XClass versions. The price list starts at € 22,250 and € 24,500 respectively.

For the month of June, the car manufacturer is proposing a promotion that allows you to obtain a customer benefit of up to 4,650 euros by taking advantage of the Ecobonus (as long as it remains available). In this way, the GPL model starts at 15,850 euros.