I WANT TO BE IN AN AMICA
Models Covered:
(5 dr hatch 1.0, 1.1 petrol [Si, CDX, GSi] )
BY ANDY ENRIGHT
Can you think of a friend you could possibly phone if Tarrant was to ask you to name the differences between a Hyundai Amica and a Hyundai Atoz? Both tiny five door city cars, both powered by a miniature 1.0-litre engine, both given the cold shoulder by UK buyers in favour of something more conventional the similarities between them seem more obvious than the distinctions. Hyundai claimed the Amica was wrapped in a more sporty, rounded bodyshell. Park the two cars side by side and they both seem vaguely slab sided, whilst the only sporting image the Amica conjures up is seniors tour golf. Nonetheless, if we put aside Hyundai’s vacuous marketing puff, what are we left with? The Amica is an unconventional, if highly effective, city car that will appeal to those who want the peace of mind of buying nearly new without paying the earth.
British buyers do not like egg-box shaped cars. This was the conclusion Hyundai arrived at, having seen the lukewarm reception afforded the Daihatsu Move, Suzuki Wagon R and their own Atoz city car, and the Korean giant could only look on in abject disappointment as sales of Daewoo’s curvy little Matiz sailed off the graph. Rather than bring in a radically different model, Hyundai instead rebodied the Atoz city car with sassier styling, which was more redolent of an egg-box caught in a Seoul monsoon. Like the Atoz, it boasted a multi-valve engine, something that no other rival could offer and was available in Si or GSi guise when launched in the UK in February 2000.
Whilst the Atoz never really got off the ground, clocking up a barely respectable 4800 sales in its first year, the Amica had loftier aspirations and sold 5700 units in its first year, an increase of nearly 20%. Aimed as it was at first time buyers and mothers with children looking for a second or third car, the Amica stressed a friendly face, light, easy controls and more than a nod toward urban practicality. In summer 2000, a four-speed automatic replaced the three speed automatic gearbox, but otherwise the range has remained largely unchanged. At the same time, the Amica’s progenitor, the Atoz disappeared from Hyundai’s price lists.
That’s not the end of the story, however, because in the early stages of 2006, the Amica returned. Yes, it was sporting a restyled front and rear but there was no mistaking the overall shape. A new 1.1-litre engine provided the power and equipment levels were more generous, presumably to compensate for the rather dated feel of the interior. Pricing was predictably affordable.
The redesign that turned Atoz into Amica is clever. Although most of the metalwork is the same below the window line and the roof has been lowered only 35mm, the Amica looks much sleeker. A neat body colour rear spoiler gives the tail some character, too, and the top-spec GSi has very stylish alloy wheels. A toothy chrome grille and new front bumper give the nose a distinctive expression, quite different from the Atoz.
Hyundai took some care to distance the Amica from some of its wackier-looking Japanese rivals. In many ways, it is a far more sophisticated machine, with a tiny multi-valve one-litre ‘Epsilon’ engine modified for what the engineers claimed to be ‘exceptional refinement and efficiency’. It comes attached to either a five-speed manual, a five-speed semi-automatic or a three or four-speed automatic transmission. Like the Suzuki Wagon R+ (but unlike the European Ford Ka, VW Lupo and SEAT Arosa buyers may also consider), there are five-doors on offer and an uncommonly large amount of interior space for a car just 3,495mm (138 inches) long and 1,495mm (59 inches) wide.
That makes it shorter than the Ka, Lupo and Arosa (which is welcome) but also narrower (which isn't). Nevertheless, the Amica boasts a standard of interior packaging that leaves its European rivals standing. The cabin is little different from the old Atoz but then it doesn’t need to be. There’s a neat hooded instrument binnacle, unusual circular vents, a big open cubby in front of the passenger and cup holders moulded into the centre console.
The door panels are more neatly integrated with the rest of the interior trim and have apparently been re-shaped to allow a little more knee room for tall drivers. Reducing the roof height has had surprisingly little effect on headroom; it’s still generous. In fact, the Amica was voted one of the UK’s most comfortable cars in a report by a leading ergonomist for What Car? magazine. You’ll like the little touches too; the way the front seats recline into a semi-flat position for extra comfort over long journeys. Then there's the useful under-seat sliding tray, the built-in cup holders and the large map pockets in the front doors. Front and rear legroom is surprisingly good, as is hip and elbow room; though you’d be pushing it to describe the Amica as a family car.
It’s worth pointing out at this point one item that you don’t get as standard with the Amica and that’s ABS. In wet conditions the brakes easily overcome the modest grip afforded by the tiny tyres. Whilst it’s not dangerous per se, it is something that’s worth bearing in mind if you’ve only ever driven ABS-equipped cars.
Prices for the Amica start at around £2,400 for a 2000 V registered Si model. The Amica GSi starts at £2,500 for the manual on the same 2000 V plate, or just over £3,400 for a 2002 52-registered four-speed automatic. Insurance is reasonably cheap. The Si model falls into group 3, while the GSi soars into group 4, both a group higher than an equivalent Atoz. That’s what you get for mentioning the word ‘sporty’ in the promotional literature.
Despite covering low overall mileages, most Amicas see some pretty tough usage in the heart of the UK’s metropolitan areas. It has one of the better 1.0-litre engines and dealers report that reliability to date has been excellent. As with any small city car check for parking bumps and scrapes, especially as the Amica may well have been purchased as a first car after passing the driving test. Also check the fitments at the rear for signs of damage by little hands. Most manufacturers could save a lot of money by taking a couple of four-year olds for a test drive in the back of their cars to see what gets ripped out. Otherwise ensure that the Amica’s tyres and bumpers tyres are in good shape, that the chrome work hasn’t gone a bit flaky and that there’s a full service history on display. Try to get one with the ABS option fitted.
(approx prices based on Amica 1.0 Si) Nothing too terrifying here. Most Amica parts are relatively cheap. A replacement exhaust is210, but if you need a catalyst you’ll need to fork out another £400. Headlamps are around £90 each, whilst a new clutch assembly is £130. Expect to pat around £170 for an alternator and £150 for a starter motor. Front brake pads are £60 a pair with rears retailing at £72. All about par for the course…
You can’t expect too much of 55bhp, but the Amica is a willing performer, the tiny 1.0-litre engine getting top marks for effort, but a ‘must try harder’ for refinement. Ride is good, with some roll inevitable through tighter corners. Traction is decidedly modest and be aware that unless the previous owner forked out extra for it, you won’t have the benefit of ABS. In the wet a heavy brake foot will have the car slithering about with all four wheels locked. The little four-cylinder engine is surprisingly lively on the road (faster in fact than the figures - rest to sixty in 15.1s on the way to 88mph - suggest). You won't want to throw this car around on country roads but for nipping around the streets, it's ideal. It will handle most roads with ease, although quicker motorways and trunk roads will require maximum throttle most of the time.
This sort of driving is not conducive to good fuel consumption. With a bit more circumspection you can expect over 35mpg around town and as much as 50mpg on the open road. With an average consumption of around 44mpg, the Amica has a potential range of around 350 miles from the 7.7-gallon tank, which will make cross country journeys that little bit more convenient.
What you’re buying into with a used Hyundai Amica is peace of mind. Knowing that it’s unlikely that the previous owner abused the car, knowing that you’ve got the backup of some of the best after sales service around and safe in the knowledge that not a lot goes wrong, as long as you’re aware of the Amica’s limitations it’s hard to put a foot wrong. It’s not the most stylish or most sophisticated city car, but it’s got simplicity, functionality and value on its side, and won’t cost a fortune to run. It’s an honest and unpretentious used buy.
AN AMICABLE SETTLEMENT
Models Covered:
(5 dr hatch 1.1 petrol [CDX, GSi] )
BY ANDY ENRIGHT
At first glance, there’s not a whole lot that’s rock and roll about the Hyundai Amica but in one respect, it’s the Elvis Presley of city cars. Just as ‘The King’ was resurrected from the dead to hit the road once again (albeit with the judicious use of period footage, huge diamond screens, digital remastering and most of his old band), so the Amica was returned from what most thought its funeral plot to play a few last gigs. As a used car it offers a cheap and dependable but rather dated proposition that offers virtually the peace of mind of a new car.
There’s a paradox at the heart of the British city car market. If you’re trying to squeeze the most internal space into a necessarily short wheelbase, you need something fairly tall and roughly cuboid in shape. The Asian markets realised this some time ago and vehicles like the Daihatsu Move, Suzuki Wagon R and the Hyundai Atoz made hay in their domestic markets. In Britain, however, we have an aversion to driving around in boxes. These cars never made much of an inroad, buyers of city tots preferring things that were a little more rounded such as the Ford Ka and even the Chevrolet (née Daewoo) Matiz. Hyundai answered back with the Amica, a car that looked much like its existing Atoz albeit with some chamfered-off edges. On sale between 2000 and 2003, sales were disappointing. When it was finally withdrawn from sale, most thought Hyundai would be back with a city car that would rival the class best.
What appeared in February 2006 was… the Amica again. This time with a revised front and rear but there was no mistaking the overall shape. A new 1.1-litre engine provided the power and equipment levels were more generous, presumably to compensate for the rather dated feel of the interior. An ‘Atlantic’ price-leading version was introduced in Summer 2007.
Two trim levels are available in the standard line-up. The entry level GSI furnishes you with power steering, central-locking, electric front windows and a CD stereo. The range-topping CDX costs more but adds a good haul of extras. Air-conditioning features, as do remote central locking, 13" alloy wheels with an unusual three-spoke design, front fog lamps, a rear spoiler and power for the windows in the rear. You can’t really argue with this level of specification given the Amica’s bargain price point. The safety provision includes ABS with EBD, seatbelt pretensioners and 3-point belts in the rear but only the driver gets an airbag.
Hyundai have done a creditable job of styling the Amica. Although the flanks do still bear a striking resemblance to those of the old UK model which was discontinued in 2003, the car has been thoroughly refreshed at each end. Large headlamps dominate the front, sitting above the chunky bumper and either side of the H-shaped grille. At the back, the predominantly red light clusters stand out while the thick black rubbing strip along the bumper mirrors that at the front and those down the sides. The roofline slopes rearward slightly giving a sportier stance and although it isn’t the most eye-catching of city car designs, it’s certainly not going to offend anyone.
Inside, the Amica is some way off the pace in terms of the funky design that younger city car buyers look for. Effort has been put in with good-looking, comfortable seats featuring side bolsters picked out in grey, some nice storage solutions and central air-vents that bulge out of the dash but elsewhere the surroundings fairly anonymous. The old-school control levers for the ventilation system are emblematic of the tired feel inside. Accommodation is good in the Amica, especially for the driver and front passenger who get a surprising amount of space. Travelling four-up, headroom is plentiful but, as is the case with almost all vehicles in this sector, leg and shoulder room in the rear are limited. It’s best to reserve the rear seats for children and the vertically-challenged.
Prices for the Amica start at around £4,500 for an 06 plated 1.1-litre GSi model. Opt for the ritzier CDX and you’ll need around £5,000. The only other permutation is the CDX with auto box which tacks a hefty £800 onto that price. Insurance groupings start at 3 for the GSI and top out at a hardly nosebleed 4 for the CDX.
Despite covering low overall mileages, most Amicas see some pretty tough usage in the heart of the UK’s metropolitan areas. It has one of the better 1.1-litre engines and dealers report that reliability to date has been excellent. As with any small city car, check for parking bumps and scrapes, especially as the Amica may well have been purchased as a first car after passing the driving test. Also check the fitments at the rear for signs of damage by little hands. Most manufacturers could save a lot of money by taking a couple of four-year olds for a test drive in the back of their cars to see what gets ripped out. Otherwise, ensure that the Amica’s tyres and bumpers tyres are in good shape, that the chrome work hasn’t gone a bit flaky and that there’s a full service history on display. Try to get one with the ABS option fitted.
(approx prices based on Amica 1.1) Nothing too terrifying here. Most Amica parts are relatively cheap. A replacement exhaust is £210, but if you need a catalyst you’ll need to fork out another £400. Headlamps are around £90 each, whilst a new clutch assembly is £130. Expect to pat around £170 for an alternator and £150 for a starter motor. Front brake pads are £60 a pair with rears retailing at £72. All about par for the course…
The Amica is powered by a 1.1-litre four cylinder petrol engine with 12-valves. Maximum power is produced at 5,500rpm but it’s only 62bhp so heart-stopping performance is never going to be on the menu. If you must know, the 0-60mph sprint will detain you for a full 15.2s and if you go for the 4-speed automatic gearbox option, that time extends to a laborious 18.9s. Top speeds are 91mph for the manual and 86mph for the automatic but all of this is rather missing the point. The Amica is designed for use in busy towns and cities where the chance to exceed 30mph rarely presents itself and speeds of over 60mph are the stuff of legend.
The car’s modest kerb weight of 1,007kg helps it feel quite sprightly off the line and means it can easily keep up with traffic, unless you’ve really weighed it down with shopping. The ride quality on the flat is decent but the little 13" wheels do let you know about it if they run over a pothole. The turning circle of just 5.1m, combined with the aforementioned compact dimensions, will have you claiming the most inaccessible parking spaces for your own and squeezing through the slightest gaps. Yes, the Amica is well-equipped for urban life but it’s not a car that can happily turn its hand to longer journeys as extended stints at the wheel can quickly become tiring.
The Amica, as you’d expect, isn’t a car that’s going to put a big dent in the ozone layer every time you fire it up in the morning. Its 1.1-litre engine produces 128g/km of CO2, which won’t win it any prizes - the auto model churns out 145g/km. This means that the Amica will miss out on low emissions reductions for congestion charging – something worth bearing in mind when choosing a city scoot. Fuel economy of 42mpg is not stellar for this size car with this size engine and some of the sector’s leading lights do significantly better. You’ll get 50mpg from a 1.1-litre Fiat Panda, 46mpg from a 1.2-litre Volkswagen Fox and 61mpg from a 1.0-litre Citroen C1.
The Hyundai Amica didn’t seem a notably modern car back in 2000 and seven years have done nothing to broaden its appeal. The bottom line is that there are many better cars around for much the same money. If you are looking for hassle-free, reliable motoring, the Amica has a place, but its high emissions and so-so fuel economy act as demerits to its practicality and ease of use benefits.