![]() 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. In fact, even something like the 85PS tune of the Duster would make it a tamer animal in the urban jungle.Hyundai Bayon 1.0 T-Gdi MHEV iMT Ultimate We’d have liked it had Renault tuned the Captur to be a bit more city-friendly. Dial in its size, and it isn’t particularly happy on crowded metro roads. But, it has a stiff edge to it that comes to the fore when you go over expansion joints or sharp-edged potholes at low speeds. As far as ride goes, it’s cushy and doesn’t let you feel much of the rough stuff either. The fact that the gear action isn’t smooth sailing, and that the clutch is heavy makes it a bit of a handful. The turbo-lag is a whole lot more prominent compared to the S-Cross, so you end up constantly battling the gear lever inside city traffic, sneaking in a downshift. On the flipside, the Captur can get on your nerves inside the city. It pummels imperfections on the road and keeps the cabin rock steady. We’d go so far as to say that it’s the best in this company. The gears slot in with a smooth, slick action and there’s not much to frown about here. It won’t tire you out inside the city either - the clutch is light, and so is the steering. At 19.16kmpl, the S-Cross proved to be a whole lot more efficient compared to the Captur (15.5kmpl) and the Creta (13.99kmpl). ![]() The motor is now paired with Suzuki’s mild-hybrid SHVS tech, and that pays dividends by the bucket loads in city traffic. It’s thrifty and is better suited for no-nonsense point A to B commutes. While it is better controlled here compared to other Maruti Suzuki cars that run this tune, it’s clear this motor isn’t meant for thrills. Most of that is down to the turbo-lag that the 1.3-litre engine brings with it. The S-Cross is the slowest not only to the ton but also when you drop the hammer down in-gear. So, unless you’re only eyeing the top model, the vehicles seem to be on par as far as safety equipment is concerned.Īnd, the on-road numbers depict just that. If you pick any other variant, you get dual airbags and anti-lock brakes only. The Captur, in its Platine variant, gets you four airbags, anti-lock brakes, ISOFIX mounts and some safety tech like hill assist and ESC. Whether you buy the base model or the top-spec Alpha, you get dual airbags, four-wheel disc brakes, ABS and ISOFIX child seat mounts. Not that it’s a particularly expansive feature list to begin with, though. The S-Cross, on the other hand, offers all that it has to (safety-wise) right from the base-spec variant. We won’t blame you if you’re wondering why only the automatic versions of the Creta get ISOFIX child seat mounts. Other safety tech includes Hill Assist and ESC, which again are limited to the top-spec variant. All other variants (including the top-spec automatics) get just two. If you pick the Creta’s top-spec SX (O) variant, you get a total of six airbags. The Creta too delivers on this front, and it’s the S-Cross that feels the most car-like from the driver’s seat. What the Renault does give you, is the high seating position that lets you tower over traffic (heads up, those over 6ft might feel they’re a bit too close to the roof). In the Captur, you’re left wondering where all that exterior width disappeared. Up front, the Creta and the S-Cross are quite close when it comes to width. It also has the longer and wider seat squab that ensures adequate support for your thighs. That’s a full 60mm extra compared to the Hyundai, and 35mm more compared to the Captur. Yes, maximum knee room is a smidge less compared to the Creta, but it’s the minimum knee room figure here that matters. If space for five is something you absolutely can’t compromise with, the Maruti is pretty much your only choice. Like we said, the S-Cross is a proper surprise package here.
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