Our OpinionWe Like:Neat styling, good build quality We Don't Like:Average performance, average refinement levels
Nissan has opted to give its new Pulsar the mini-Max treatment - viewed from the front, it could be mistaken for a Maxima that has shrunk in the wash. It features essentially the same grille and headlight treatment as its larger sibling and even its overall proportions are remarkably similar. The Pulsar is the first Nissan to be sold in Australia built on the MS platform that has spawned several new models internationally. It shares its floor, engines, transmission, steering, suspension and braking system with the European Almera hatch and Tino people mover. Only a sedan variant has been launched here initially, with the hatchback not expected to surface until 2001. This should not prove too big a handicap for Nissan, as the sedan variant has accounted for about 80 percent of Pulsar sales in recent times. Four specification levels are offered: LX, ST, Q and the up-spec Ti. The Pulsar has grown in every dimension: it is 150mm longer, 5mm wider and 50mm higher than its predecessor. Incredibly, the Pulsar is now bigger than the Nissan Primera - which in Europe is classed as a larger car. The wheelbase remains unchanged yet interior space is greater thanks to a wider cabin. In relation to Australian models, the Pulsar is bigger than the Toyota Corolla in several dimensions as well as shading Holden Vectra in some measurements. Under the bonnet, the new Pulsar features either a 1.6 or 1.8-litre fuel-injected engine. Both units are equipped with double-overhead camshafts, 16 valves and micro-finished rotating components, which help cut frictional losses. All except the base model use the 1.8-litre powerplant, which produces 92kW at 5600rpm and 161Nm of torque at 4400rpm. The smaller engine is good for 83 kW and 140 Nm; both motors deliver less power than their predecessors. Nissan has equipped both engines with variable valve timing in a bid to provide better response across the rev range. Despite impressive on-paper credentials, the bigger Pulsars have proved to be disappointing performers on the road, yet the base-line LX is an all-round nicer car. Although it is less powerful, pulls the same gearing and is a scant 20 kg lighter, it feels a nippier performer. New Pulsars are generally about 100kg more than their predecessors. Refinement levels are reasonable, but by no means class leading. A surprising amount of wind noise makes its presence felt at cruising speeds although tyre roar noticeable on more expensive models when traversing coarse bitumen is thankfully absent. Ride quality is acceptable, but the torsion-beam rear axle can be found wanting over corrugations, on low-maintenance roads and suburban speed humps. The chassis delivers capable handling, but it must be said the Holden Astra feels tauter and more agile. Pulsar's braking power is beyond reproach, although the extra peace of mind engendered by ABS would be a boon; although it's standard on the top-drawer Ti model, ABS isn't even an option on the other three Pulsars. The vertical-vaned chrome grille is flanked by large, complex surface headlamps that offer up to 50 per cent better illumination. Pulsar's flanks are more rounded than before, while its higher bootline gives the car a slightly more wedge-like profile. The overall look is attractive and the improved aesthetics are matched by a more upmarket interior. Facing the driver is a neat, thoughtfully laid-out dashboard featuring high quality plastic finishes but marred by an ill-fitting tray on top of the dash. The seats are comfortable and generously bolstered at the side to locate and support rather than grip in a vice. Rear seat space is exemplary for the class with adequate head and legroom, even for relatively tall occupants. It is also easier to enter and exit the car, since the seat base height is higher than the previous model, making it easier to swing out the legs. There is an assortment of cubbyholes and compartments in which to store odds and ends and the sunglass-holder built into the dashboard is a clever touch. The new Pulsar's longer overhangs help increase boot space to 380 litres, about 23 litres (or six per cent) more than before. However, the lack of a split/fold rear seat is a surprising omission. Nissan is at pains to point out the new Pulsar offers superior crash protection thanks to a body shell 30 per cent stiffer than its predecessor. A new front-end structural design uses hexagonal tubing to dissipate crash energy through the frame, while side impact loads are transmitted across the floor via strengthening beams. In addition, the roof and B-pillars are reinforced to provide better impact protection. Even the baseline Pulsar comes well equipped, with a driver airbag, CD player, air-conditioning, remote central locking with immobiliser, power mirrors and power steering and driver's seat height adjustment common to all models. Automatic transmission is the only factory option; cruise control is not available. Overall, the Pulsar is a reasonably competent package that does most things well, although it does not excel in any facet. The LX is arguably a nicer car to drive and slips in below the $20,000 barrier. The new model's more spacious cabin adds to its practicality but the accompanying increase in bulk has taken some of the pep out of the formerly sprightly Pulsar. |
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