Buying a used Hyundai Getz (2002-2008)

Korean industrial giant Hyundai learned a lot from its original Excel model. It was ugly, ill-handling and poorly engineered and sold only because it was cheap. With the second generation Excel, Hyundai built a car that didn’t make huge engineering advances but looked cheerful and friendly; attributes that were duplicated in the economy-oriented Getz.

With the aim of selling more than 100,000 cars annually in European markets, Hyundai unashamedly admitted that the Getz shape and design cues followed the lead of similar-sized Peugeot, Renault and Fiats.

HISTORY
Comparing the GL and FX models that appeared late in 2002 on Australian roads, they came with 1.5-litre engines and three or five-door hatchback bodies. The 1.3-litre XL that appeared in early 2003 was initially priced at $14,490 but was soon being touted as a $13,490 drive-away bargain.  

With twin overhead camshafts, 16 valves and fuel injection the 1.5-litre Getz engine produced a fairly lazy 74kW of power. The 1.3-litre with only 60kW worked hard to deliver any kind of performance and any fuel saving was minimal.

Compact lines concealed surprising interior space with plenty of shoulder room up front and reasonable accommodation and even legroom for two adults in the rear. However, it was the amount of equipment that Hyundai managed to load into its budget-beating GL that really got the sales counter ticking.

Even the base-model hit the street with power steering and a driver’s air-bag, with air-conditioning added at no extra cost within a few months of the model’s release.

The FX version was far better equipped but its price jumped by more than $5000 to cover the inclusion of ABS and electronic brake-force distribution, alloy wheels, electric windows and mirrors, fog lights and a six-speaker stereo.

Completing the value packaging was a five year/100,000km warranty that gave many buyers the encouragement they needed to try a new design from a manufacturer not renowned for getting its first generation cars even close to right.

After three years in the market it was clear that Getz had endeared itself beyond Hyundai’s wildest expectations and was becoming more than a worry to established models.

During 2003, 11,140 were sold; climbing to more than 18,000 for 2004. Overall numbers dropped slightly for 2005, reflecting the impact of Mazda’s new 2, but Hyundai still snatched leadership of the Light Car segment from Toyota’s Echo.

March 2006 brought a mildly-restyled Getz; a new grille, headlights and tail-lamp clusters the only outward indications that a new model had reached the market.

Under the bonnet the 1.5-litre engine was boosted in size to 1.6; joining a new 1.4-litre version with 70kW that had appeared late in 2005.
With the entry price for a 1.4-litre Getz three-door rising to $15,380 the Getz remained cheerful but no longer cheap. However, the car still offered excellent value and improved safety with dual air-bags, all-wheel discs and anti-lock brakes standard on 1.6-litre cars.

An SXI three-door joined the range in 2006, replacing the Limited Edition FX which had appeared briefly during the previous year. The SXI included 15 inch alloy wheels, fog lamps, a leather-rim steering wheel, uprated sound system and fog-lamps all for $18,400.

The Click was a Limited Edition Getz sold during 2007 and available with 1.4 or 1.6-litre engines — and lots of included goodies. It appeared around the same time as yet another price-leader variant; the Getz S that was available only with the 1.4-litre engine but included much of the gear that came on the more expensive versions.

ON THE ROAD
The easiest way to discover how life might be with a Getz in your garage is to rent one. Don’t get it from the rows of shiny near-new ones lined up outside airport terminals though. Head instead to the ‘cheapie’ end of the market where $30 a day will allow you to assess how the horrors inflicted by dozens of uncaring or plain brutal drivers affect the smallest of Hyundai’s brood.

Renta-Getzes typically hold up pretty well, which probably explains why so many operators have them. The heavily plasticised interior scars easily and thinly padded seats sag and can be hard to lock into position. Then there are the dash rattles that manifest early in many cars’ lives and get worse with age and use.

Manuals are vastly superior to four-speed automatics; especially if the car will be used more than occasionally for highway and rural driving. The auto is fine in urban driving but doesn’t respond well or quickly to steep hills. Even manually selecting a lower ratio won’t deliver a rapid increase in pace.
The five-speed runs to a very useful 99km/h in second gear and 150km/h at peak revs in third. However 80-120km/h in a 1.5-litre takes a sluggish 11 seconds so only the foolish will attempt a highway overtaking manoeuvre without plenty of clear space available. Post-2005 cars do far better.

The bigger 1.6-litre engine has more torque than the 1.5 and lower gearing which translates into 80-120km/h times almost three seconds better than early models, similar fuel economy and a negligible increase in engine revs at freeway speeds.

Despite its compact dimensions the Getz has a decent sized boot and the load area can be extended to a sizeable 1150 litres. Rubbing strips on the side panels and bumpers also give more protection against irritating car-park knocks than is offered by cars with paint-only panels.

Getz drivers will find uninspiring handling with lots of understeer – where the front tyres lose grip first  – and requiring extra steering lock to negotiate tight bends. Much of the problem was attributed to low-quality original-equipment tyres; even the ostensibly sporty FX and SXI were fitted with low-quality rubber.

The disc front/drum rear brakes on early cars are well up to the task of pulling up even a fully-laden Getz but the all-disc arrangement with ABS is outstanding and worth the extra that a later-model will command on the used market.  

CHECK POINTS
. Little cars like the Getz fare poorly even in minor impacts. Look for bumper alignment, inconsistent door and bonnet alignment and at the inner mudguards for kinks and creases that denote a car that has sustained a heavy hit.
. Getz camshaft timing belts must be replaced every 90,000 kilometres to avoid serious engine damage. Check the service book or ask the vendor for an invoice showing when this work was carried out. If the car is getting close to 90,000 or a multiple thereof ask your mechanic or a Hyundai dealer for an estimated cost before finalising the purchase price.
. Cars that don’t respond at all to the ignition key or will turn over but not start can be suffering an intermittent engine immobiliser fault. These can be tricky and potentially expensive to repair.
. Rear brake cylinder leaks were common warranty issues and not all may have been repaired before the five year limit expired. If the pedal feels soft or the front brakes lock under only moderate pedal pressure, suspect that the rears aren’t working properly or perhaps not at all.
. Some owners have reported that the automatic transmission is slow to engage however the more serious problem is failure to select a lower ratio under full acceleration. Don’t buy a car that won’t ‘kick-down’ without the accelerator being mashed against the carpet.

CARSALES USED VEHICLE GRADING
Design & Function: 16/20
Safety: 12/20
Practicality: 15/20
Value for Money: 16/20
Wow Factor: 13/20
CARSALES SCORE: 72/100

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