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The Nissan Pulsar is a proven "stayer" in the small car market. Even when Ford's once-dominant Laser fell from grace, the Pulsar held on to serve a large buyer group with reliable, practical and affordable small car motoring. The newly released N16 Pulsar follows this tradition - except it isn't quite so small these days...
The new Pulsar sedan (we're still waiting for the hatch) rides on the same 2535mm wheelbase as its N15 predecessor - but it's kept on growing 150mm longer, 5mm wider and 50mm taller. This compounding model expansion means that the new vehicle is nearly the same size as the European market Primera - which is meant to be one category larger... Being all-new from the ground up, it's not surprising that the big-bodied N16 model displays contemporary styling. Drawing from European design cues, it flaunts a relatively low bonnet line, high boot lid and a chunky curved-in wasteline. The only exception to the car's Euro appearance is its fussy chrome grille - which is decidedly Japanese. In addition to the basic Pulsar lines, our test vehicle also carried the optional LX Sports Pack, which includes a subtle body kit, rear spoiler and 14-inch alloy wheels. It's all very inoffensive and unlikely to go out of fashion too quickly.
The LX model - as seen here - is the base Pulsar. Its advertising campaign trumpets a driver's airbag, air conditioning, power colour-coded mirrors, 4 speaker CD/tuner, central locking, keyless entry and engine immobilisation - all for a RRP of $19,990. LX options are limited to the Sports body kit, spoiler, alloy wheels, roof racks and a towbar (rated at up to 1000kg). J-u-s-t managing to scrape in under 20 grand, the new sedan is up against tough competition - the Ford Laser LXi 1.6, Holden Astra City 1.8, Hyundai Elantra GL 1.8, Mazda 323 Protege 1.6, Mitsubishi Lancer GLi 1.8, Suzuki Baleno GLX 1.6 and Toyota Corolla Ascent 1.8. Up-spec versions of the Pulsar sedan are also available - the ST, Q and Ti (which sells for up to around $27,000).
The LX is the only Pulsar that comes with a 1.6 litre DOHC 16-valve engine - all other models in the line-up receive a more powerful 1.8 engine (based on the same QG-series design). However, even the base 1.6 motor features multi-point fuel injection, direct-fire ignition and Valve Timing Control (VTC) - which is aimed at improving low-to-mid range rpm torque. Indeed, the VTC system works well, delivering an even spread of torque at all revs. Under full throttle, up to 140Nm of torque is available at 4400 rpm, while 83kW is attained at 6000 rpm. The motor does sound thrashy at anything over 5000 though.
This level of output gives the 5-speed manual LX sedan enough acceleration to reach 100 km/h in around 12 seconds - which we found perfectly adequate for any normal driving condition. It's quite a frugal beastie too, drawing only around 8.5 litres for every 100km during our test. The engine's 9.5:1 compression ratio allows the 50-litre tank to be filled with everyday regular unleaded fuel - however, we did hear detonation under some high load, low rpm conditions.
An automatic transmission is a $1900 option on all Pulsar models, though our test car was equipped with the standard 5-speed manual. Teamed with featherweight clutch pedal, the manual 'box is easy to stir - though the shift feels a bit rubbery.
Despite being the base model, the LX never feels under equipped. The only time you realise you're aboard a cheaper model is when you have to wind the windows... The standard list of equipment includes an adjustable steering wheel (with airbag), driver's seat height adjustment, power steering, air conditioning, central locking, electric mirrors and cloth trim.
Nissan's reputation for dark and drab interiors is certainly not evident in N16. The new Pulsar carries contrasting two-tone trim combined with an interesting T-shaped centrepiece that flows from the dashboard into the centre console. Inside this central column you'll find the standard CD/tuner unit. Playing through four speakers, its sound quality is perfectly adequate and music can be played quite loudly before distortion creeps in. Just below the stereo head unit is the Pulsar's heater and air controls, which are a breeze to interpret and operate. Then - at the base of the column - there is a single DIN-sized storage tray and a slide-out dual cup holder. Other storage facilities found throughout the cabin are the glove box, insets on the dashboard and below the ashtray, map pockets plus a stowage tray alongside each front seat.
All of the "touch zones" of the Pulsar have a quality feel. The steering wheel is grippy, the stalk controls have positive operation and the seats offer good support in all areas. Instrumentation is pretty much as you'd expect in a car of this sort - a 6500 rpm red-lined tacho, speedometer, odometer/trip meter plus fuel and temperature gauges.
The Pulsar offers plenty of interior space in almost every direction. A 197cm tall driver enjoys around 8cm of headroom, ample legroom and plenty of shoulder space. The same person in the rear seat has around 5cm headroom - though knee room is j-u-s-t adequate and foot space is poor. If you're tall and relegated to sitting in the back, it's quite likely you'll have to adopt the knees-out position - which eats into the middle seat passenger's space. Yes, the Pulsar can accept a third passenger in the rear bench seat (making it a 5-seater), but the centre cushion is uncomfortably high and hard. A simple lap-sash seatbelt holds the centre rear seat passenger in place.
Working further rearward, the Pulsar's boot is both deep and wide, giving 430 litres of useable cargo space. Beneath the chipboard false floor hides a full sized spare wheel and there're even two handy hooks up under the rear shelf that let you suspend shopping bags. It sure beats having the week's groceries slide around loose in the boot the whole way home...
With the N16's all-new body design have come many engineering improvements. Compared to the superseded N15, the new model boasts a significant 30 percent increase in body rigidity. This is said to improve ride quality and handling, and reduce NVH. Poised on MacPherson struts and a multi-link beam axle rear, the front-wheel-drive Pulsar rides quite firmly and is very well damped. There is also very little in-cabin vibration - largely thanks to four-point engine mounting. Chassis balance is generally good, with mild understeer appearing only if you're heavy handed with the steering. Backing off the throttle sharply mid-corner won't send the tail into a slide - not during the relatively dry test conditions, anyway. Straight-line stability - at all legal speed limits - is exceptional.
Steering the Pulsar is a power-assisted rack and pinion arrangement that offers good weight and reasonable turn-in - despite the standard 175/70-series Bridgestone tyres. Nissan have also retained a tight 9.2 metre turning circle, which is sure to please people stepping out of an older, small Pulsar. Slowing the 1180kg N16 are front discs (which have gone up from the N15's 257mm down to 233mm diameter) and drum brakes at the rear. Braking performance is strong and consistent - despite those old-tech drums... Note that ABS comes fitted to only the top-line Ti Pulsar.
Another benefit afforded by the new N16 shell is its improved safety. New crumple and protection zones give improved passenger safety over all previous models. Visibility, however, is not a strong point. The car's relatively thick A, B and C pillars make some close-quarter manoeuvres and blind spot checking difficult. The Sports option rear spoiler also encroaches on the critical vision area. From a safety point of view, more consideration has gone into the Complex Surface Reflector headlights, long wiper arms, large electrically-operated exterior mirrors and the Ti models's seatbelt pre-tensioners. Protecting the car itself is an engine immobiliser and keyless entry (in other words, remote central locking).
As you've probably guessed, the N16 Pulsar LX is a very capable and practical vehicle. It doesn't set the world on fire in any department, but it is an exceptionally good all-round package. Its pumped-up size also makes it extremely flexible. At a pinch, we'd suggest that a new Pulsar LX could even be suited to a small family (though a 1.8 litre model would probably be better in this application). As you'd expect from Nissan, the Pulsar is manufactured to a very high overall standard - however, the fitment of our test vehicle's optional Sports kit was nowhere near on par with the rest of the vehicle. The cutout for the tailpipe was so ragged, it looked like an air-grinder wielding workshop apprentice had tackled it... This aside, don't think that the Pulsar is a cheap and nasty car. Indeed, reliability shouldn't be an issue - especially given the 3 year/100,000km warranty - and its future resale value should be about as good as any other car in its class.
The Pulsar LX sedan is practical and safe buying.
www.nissan.com.au
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