- Doors and Seats
4 doors, 5 seats
- Engine
1.8i, 4 cyl.
- Engine Power
90kW, 163Nm
- Fuel
Petrol (91) 7.9L/100KM
- Manufacturer
FWD
- Transmission
Auto
- Warranty
NA
- Ancap Safety
NA
All the fruit … but past its best
The good: The best-equipped Japanese car under $20,000. Confident, secure handling. Comfortable, compliant ride. Stylish, bright interior with efficient control layout. Powerful brakes. Excellent highway fuel economy.
The bad: The 1.8 lacks torque in the lower half of its rev range, and refinement in the top half. It's a poor match with the four-speed auto. No ABS option or lap-sash belt/head restraints in back seat. Tight back seat space and access. Steering lacks feel and precision. No extendable boot.
The verdict: Looks like a good deal? Just wait till you drive it.
The results: 2.5 stars (out of 5).
Nissan once laboured under the impression that buyers were prepared to pay a premium for its badge. A new Nissan release was usually accompanied by a hopeful spiel from the marketing department to this effect, and an ambitious price list which had the press reptiles shaking their heads in disbelief.
This delusory thinking didn't sell many cars, so radical change - in personnel and approach - was necessary.
In 1996, with the launch of the $19,990 Pulsar deal, Nissan became the value-for-money Japanese car company, a tactic which turned its fortunes around.
The previous 1.6-litre Pulsar LX base model was well built and a better-than-average drive. When Nissan dropped the ante to $19,990, then threw in air-conditioning, remote central locking, a CD player, driver's airbag, alloy wheels, a spoiler and even, at one point, 12 months' comprehensive insurance, the market knew it was on to a good thing. The Pulsar became the country's best selling Japanese import and mid-size sedan.
The realists who these days set Nissan prices have stuck with the "it's the deal that counts" strategy for the new N16 Pulsar. Two variants come in under $20,000 - a 1.6-litre LX manual at $19,390 and the 1.8 ST for another $600.
The Pulsar remains the best equipped Japanese car at the $20,000 end of the class, though the Koreans - Hyundai's Lantra and Daewoo's Nubira - are more generous again. LX and ST Pulsars include driver's airbag, air-con, CD player, power mirrors, remote central locking with boot release and panic alarm buttons on the keytag - and a long overdue engine immobiliser.
The 1.8-litre Q, at $21,590, adds alloy wheels and extra body coloured garnishing, while the $23,590 Ti has a passenger's airbag and anti-lock brakes.
At this stage there are no N16 hatchback or SSS models; a hatch is due in 2001.
The new Pulsar rides on the same wheelbase as the previous model, but the body is larger and stronger. The three-box shape of old has been softened, with curves replacing creases, while the high tail, low bonnet profile is stylish but still relatively conservative.
There's still lots of hard plastic inside among other evidence of cost cutting (no vanity mirrors or rattleproof soft inserts on oddment storage bins, for example) but fit and finish quality has improved.
Replacing the superseded Pulsar's sludge grey colour scheme is a lighter two-tone treatment with the dash flowing elegantly across the cabin and down to the centre console. Higher quality materials are also used on the seats and door trims.
The domed roofline and larger glass area create a brighter, more spacious feel to the cabin, and headroom has been significantly increased.
The driver has sufficient leg room and a softly padded but rather flat seat. Height adjusters are provided for the seat and steering wheel, vision is clear around the car (though you can't see the bonnet) and the driving position presents no problems.
The control layout is simple, efficient Japan Inc, and plenty of oddment storage is provided. Audio quality from the four-speaker system is pretty awful.
Despite the new Pulsar's larger dimensions, back seat space is still tight and access for taller passengers is restricted. You have to squeeze your feet and knees into the car, the steeply angled backrest provides little support and such basic safety items as head restraints and a centre lap-sash belt are absent. Rear seat occupants also sit under glass, which will be no fun in summer.
The boot is quite large. Two shopping bag hooks are provided, but no folding rear seat back for extending capacity.
The 1.8-litre four delivers class average performance - the 0-100km/h sprint takes 11.9 seconds - but it struggles for drivability and refinement when hooked up to the four-speed automatic.
Peak torque occurs at high revs; variable valve timing is used to compensate for this, but third and fourth gear performance in the lower half of the rev range is sluggish.
Quick acceleration for overtaking or merging requires the auto to find at least 4,000rpm, which usually means second. This shift sequence (and shift quality generally) isn't particularly smooth; when the transmission kicks the 1.8 into high-rev mode it also becomes loud and coarse. Hunting between third and fourth gears can be avoided by using the fourth gear lockout button.
In less demanding circumstances, such as highway cruising, the 1.8 is acceptably smooth and quiet and returns excellent fuel economy, however the 1.8 automatic Astra Drive sampled alongside the Pulsar was appreciably more refined, tractable and responsive at lower speeds. The same applies to the Mazda 323 Protege drivetrain.
The Pulsar has always been an above-average handler; the new model's suspension, though softened, is still secure and vice free. Stability is fine on rough roads, and the brakes are powerful and progressive. There is no ABS option on LX, ST or Q models.
The steering gives precious little road feel, is quite vague in the straight ahead position and unresponsive when turning into corners. You're constantly trimming the wheel to keep the Pulsar pointed in the desired direction.
Greater suspension compliance has produced a more comfortable ride. The previous model was quite firm; the new car is relatively supple and forgiving on poor surfaces, while road-induced noise has also been reduced.
The new Pulsar's specifications and standard feature list look great on paper, but on the road it is no threat to the likes of Holden's Astra and the 323 Protege.
The Pulsar's lack of drivetrain refinement and flexibility is surprising from an outfit which usually gets this engineering right. Tight rear space and the omission of important safety equipment are other compromises which can be avoided by looking elsewhere in the class.
Vital signs
Engine: 1.8-litre 16-valve fuel-injected four-cylinder.
Power: 92kW at 5,600rpm (above average).
Performance: 0-100km/h in 11.9 seconds (average).
Brakes: Disc/drum (good, but no ABS option).
Economy: 6.5 litres/100km highway (excellent); city 10.8 (average).
Prices: Recommended retail - LX 1.6 $19,390; ST 1.8 $19,990; Q 1.8 $21,590; Ti 1.8 $23,590. Street price - $1,000 off.
Main options: Four-speed automatic $1,800.
Warranty: Three years/100,000 km/roadside assistance (average).
Residual value: 59 percent after three years (previous model Plus sedan; average).
Safety rating: Not yet tested.
Alternatives:
Daewoo Nubira - $19,000
Ford Laser GLXi - $22,930
Holden Astra City - $19,740
Honda Civic CLi - $24,950
Kia Shuma - $18,700
Mazda 323 Protege - $23,325
Mitsubishi Lancer GLXi - $22,130
Proton Persona XLI - $18,290
Subaru Impreza LX - $21,800
Toyota Corolla Ascent - $19,152