Hyundai Getz

Fast-moving Hyundai continues to impress Iain Robertson, with its growing and fast-improving range of motorcars, and the latest Getz model shows that it understands European small car demands

Hyundai Getz 1.5CRTD CDX+ 3-dr
ENGINE: 1.5-litre, 4-cyl, 16v, turbo-diesel
POWER: 109bhp
TOP SPEED: 115mph
0-60MPH: 10.7secs
CO2: 118g/km
BIK TAX: 15%
MPG: 61.4mpg
PRICE: £10,060

Around three years ago, when the Getz model was first introduced, I fell between two stools in my appreciation of the sub-compact hatchback. On the looks front, it presented well, but the execution was somewhat slap-happy, the car possessing poor quality plastics inside, even though its outward appearance was strong and a major step in the right direction towards breaking the dominance of the Ford Fiesta or Vauxhall Corsa in our market.

However, as with most products from South Korea, while their game has moved on a considerable amount, they still were not quite meeting expectations. The European compact car scene is a tough nut for usurpers to crack, regardless of how much thought they apply to their marketing. If you think back to the mid-1960s, when the first Japanese motorcars were landed on our shores, Daihatsu, Datsun and Toyota were under no illusion. They needed to make an impression in a market that harboured strong anti-Japanese feelings (it was only 20 years after World War Two, after all).

However, they persevered and the rest - Honda, Mitsubishi, Lexus, Suzuki, Subaru - followed in fairly quick succession, some making greater headway than the others. But, it was a lot easier at that time. The advances in interior plastic mouldings were yet to follow the Germanic “soft-touch” route now beloved by the vast majority of vehicle buyers and the Japanese carmakers could load up their products with neat and desirable features, such as reclining seats, clocks, rev-counters, cloth trim, electric windows, dipping mirrors and even air-con, way ahead of their European rivals. You see, Japanese labour rates were a fraction of those in the rest of Europe and material costs were also considerably less.

Although we were initially forced to accept their more chintzy styling nuances, which were aimed clearly at the North American scene - frilly, filigree scrolls on door panels and seats, floppy plastic extensions on bumpers and bootlids and heaps of plastic chrome - full in the knowledge that, if they wanted to burst into the important UK and European market sectors, more subtlety and conservatism would need to be applied. In time, we received what we demanded and the Japanese players started to consider and, ultimately, establish design centres and then manufacturing bases all over Europe.

The South Koreans were fairly late arrivals into our markets, although Hyundai was the first. They had learned a lot from the Japanese experience but also did not wish to lose their national ethics and character. While it could be said that they gained something of a head-start, had they picked up on the Japanese antipathy, another issue (the “bowl of rice” mentality) was brought to bear, followed by an explosion of their economy that required urgent bailing out in the late-1990s. Hyundai was one of the key survivors, probably because it was already established in North America and also because it had a stronger industrial platform in its homeland.

I tell you this because you need to understand by how much Hyundai has altered and modified its approach. It can do product turnarounds faster than just about any nationality. It has already proved that its style remit, build quality and marketing standards can more than meet pan-European expectations and, while its overall sales are not up to market-leading status as yet, it is only a matter of time before judicious pricing and the onslaught of the Chinese brands sluices buyers towards Hyundai like never before. In fact, its stated intentions of reaching the World’s No.5 carmaker status is very much within reach.

There is a lot to like with the Getz model. It drives exceedingly well, thanks to responsive steering, excellent brakes, a light and progressive clutch action and zesty performance range. Its handling envelope is a delight and more than up to the best of the west. Grip levels are high and parking is easy thanks to the ability to see each corner of the car from behind the steering wheel. As a city machine, the Getz offers innumerable benefits, most especially in 1.4-litre diesel form, which returns an outstanding 62.8mpg at the pumps. The recent installation of the 109bhp 1.5-litre turbo-diesel unit beneath the Getz’s short bonnet means that it becomes the quickest of the breed, thereby meeting the demands of several markets for zesty diesel units in small cars. It is a good mix.

Mind you, the 1.1-litre entry-level, still capable of achieving a first-rate 51.4mpg, presents great value at showroom level and is more than capable of tackling Toyota’s might, with the new Yaris, although most of its European rivals - Peugeot 207, Ford Fiesta, Renault Clio and Vauxhall Corsa - all appear to be moving up a grade in size, as well as price. While the compact car market remains flexible and exciting, Hyundai does have a tremendous opportunity to make some hay and prepare for its next generation baby, which I believe will strike directly at the heart of the European scene.

In the meantime, keen pricing and a good standard of equipment will maintain interest. You see, the Getz’s case is helped by a new tranche of “downsizers”; a growing band of new car buyers keen to obtain more for less, but prepared to drop a grade or two in the process. Hence, you have former Merc ML-Class customers dropping into the Hyundai Santa Fe; Mondeo buyers considering a Sonata; and MPV-buyers seeking a Trajet. Hyundai reliability is fast becoming legendary and as efficiency levels grow in the South Korean manufacturer, along with its European design centre and a potential European factory, the brand is becoming recognised as another mainstream choice, rather than an interesting outsider.

Once Hyundai sheds more light on its environmental stance, bearing in mind that it has been committed to Hydrogen fuel cell development for the past few years, it will become increasingly attractive to Green Fleet customers. Personally, I believe that it is only a short time before Hyundai gains a more general acceptance and, as the Getz demonstrates, it can virtually achieve that level with its compact offering, right now. The Getz is an easy car to fall in love with, as it handles well, provides enough space and is starting to look even better with some minor titivation to bring it into line with other new Hyundai models, such as the latest and truly superb Santa Fe model range.