Nissan Micra Driving Impression
JOHANNESBURG, Gauteng – Looking for a B-segment hatchback? Well, you’re positively spoilt for choice at the moment. In years gone by, C-segment hatches seemed to be the go-to purchases but that's no longer the case, thanks in part to the continued rise of the crossover. However, smaller offerings, such as Volkswagen's Polo, are seemingly as popular as ever in South Africa. And, in a bid to take advantage of this, Nissan SA has expanded its Micra line-up to accommodate those yearning for a bit more zest and luxury.
The three new variants (featuring Acenta Plus, Tekna and Tekna Plus trim) employ the Renault-Nissan-Mitsubishi Alliance's turbocharged 1,0-litre three-cylinder petrol engine, delivering 84 kW and 180 N.m of torque (with an additional 20 N.m on tap via an overboost feature). Those figures represent fair increases over the 66 kW and 140 N.m offered by the 898 cc unit employed by models lower in the range.
The new engine sends its oomph to the front wheels by means of a six-speed manual gearbox as standard. Demand for an automatic transmission in this segment is increasing and Nissan SA has confirmed it's working on a self-shifting option for this powertrain. In addition, the new derivatives feature sports suspension, lowering the ride height by some 10 mm.
After sampling the flagship model (which will set you back R336 900), I was quite impressed by the number of standard features included. Luxuries such as LED headlamps, keyless entry, a 360-degree parking cameras, leather upholstery, blind-spot monitoring and a Bose Personal sound system work together to create a properly premium small hatch experience.
The Bose sound system is definitely the highlight of the package, thanks to the two "UltraNearField" speakers fitted to the driver’s headrest. That said, it's unfortunate the passenger doesn’t also enjoy this unique feature. While the speaker package is comprehensive, I was a bit disappointed that the delivery of the audio was not quite as refined as that of Bose systems used in, for instance, Mazda’s products (this after a sound test with a FLAC audio file demonstrated a hint of reverb).
In terms of perceived quality, the high-spec Micra's cabin feels right up there with the best in the segment. The texture of the leather and plastics feels premium, and the fit and finish solid. Interestingly, however, the air-conditioning system's minimum temperature setting is a fairly lofty 18 degrees. Not ideal on a scorching day in Johannesburg.
Using the outgoing Renault Clio’s platform as a base, the Micra is still an enjoyable car to pilot, while that new sports suspension and the fairly weighty electrically assisted power steering system add a further degree of excitement. In terms of handling, the small hatch feels refreshingly enthusiastic, thanks in part at least to its set of grippy Bridgestone Turanza tyres. Overall, the vehicle offers an impressive mix of stability and comfort through the suburbia and on highways.
The new 1,0-litre engine, however, doesn't quite match the verve of the chassis (the 88 kW 1,2-litre four-cylinder engine used in the Clio GT-Line launched back in 2017 felt far stronger, for instance). While this latest three-cylinder unit is fairly refined, it struggles somewhat with turbo-lag, forcing the driver to rev the engine harder than is ideal in order to make decent progress. In addition, the hill-start assist function feels unusually intrusive, holding the vehicle in place a fraction longer than it needs to, thus making for a sometimes awkward take-off.
While the B-segment certainly is certainly bustling at the moment, it's interesting to note there aren't many hot hatches playing in this part of the market. Nissan’s MR16DDT turbocharged 1,6-litre engine (used in the fourth-generation Renault Clio RS) would be the perfect powerplant to push the Micra into this performance territory, particularly with a six-speed manual gearbox fitted. Something like this would make a great successor to the 1988 Nissan Micra Super Turbo and put smiles on the faces of enthusiasts. One can only dream...
Regardless of my hot hatch fantasies, I will say this: while the new engine isn't quite as perky as I had hoped, these latest well-equipped additions to the local Micra range serve to broaden the line-up's appeal, offering further choice to the many consumers considering vehicles in this segment. And that's surely only a good thing for buyers...
CAPE TOWN – Nissan should never have drastically altered the character of the Micra when it replaced the quirky third-generation car (the first offered here) with the dour fourth-gen model. It knows that, which is why this fifth entrant in the Micra lineage reverts to stylish design as its main USP. Gen-four Micra will remain as the Active, targeting the Volkswagen Polo Vivo and refreshed Ford Figo.
The range will consist of an initial three models, tailed by the entry-level Visia and topped by the Acenta Plus. Find out more about the line-up, including pricing and future additions, here and here.
I drove the mid-range Acenta model on the local launch. It's expected to form the bulk of private purchases and costs R257 400, placing it within a few thousand rands of the class-leading new Ford Fiesta 1,0 EcoBoost Trend (R261 900) and Volkswagen Polo 1,0 TSI Comfortline (R264 700). The Micra will have to trade on more than just striking design to best those rivals and capture a healthy slice of the South African small-car market. Let's see how it fares.
That's more like it...
Incorporating Nissan's familiar V-shaped grille as a starting point for a riot of lines that rise and dip before rising again along the flanks, the new Micra is as expressive as the old one was bland. Arrow-shaped LED daytime-running lights are a neat touch, as are the dual-tone 16-inch alloys on the Acenta, while bright body colours such as this orange pictured really make the Micra pop on-road.
It's equally impressive inside, where decent-quality materials abound – the dimpled soft-touch contrast trim across the dash and doors is nicely tactile – and the overall design looks fresh and contemporary. An incorporated seven-inch touchscreen display with Apple CarPlay functionality is easy to use and is supplemented by a comprehensive five-inch TFT display between the otherwise plain-looking instruments.
Space up front is very good and there's loads of headroom, but I could not fit my 1,85-metre frame behind my ideal driving position – there's simply not enough legroom in the second row (not a problem in the Polo, nor in a Suzuki Baleno). Scalp clearance is fine, however.
A spot of French flair under the bonnet
The Micra utilises the Renault Clio 66 kW Turbo's drivetrain, including its five-speed manual transmission. Offering 140 N.m at 2 250 r/min, it feels punchier than the claimed 12,1-second 0-100 km/h time suggests and in-gear acceleration is impressive for the displacement, although not on the level of the Fiesta's class-leading 1,0-litre EcoBoost engine. There's some vibration at low revs, and the 0,9-litre unit can get rowdy, but it's more pleasurable to use than some rivals' outdated 1,4-litre naturally aspirated engines.
Like the Clio with which it shares a platform, the Micra feels light on its feel and sportily sprung, making cut-and-thrust motoring enjoyable. There's a fly in the ointment, however, and it's the calibration of the transmission and clutch. It takes real concentration not to stall the engine at low revs, and shifts from first to second are often accompanied by a clumsy lurch as the clutch bites at an unpredictable point. The ride is also a touch too firm, but not uncomfortable, and the suppression of road and wind noise at speed is average at best.
What you get for your cash
Acentra trim is a bit of an odd one. While auto lights and cruise control are standard, this Micra makes do without leather trim on the steering wheel (a lovely wheel, by the way, when it's wrapped in hide) or electric operation for the rear windows. No model offers climate control, which is prevalent on some rivals, and sound quality through just four audio speakers is feeble.
Counting hugely in its favour, though, are six airbags across the board, as well as traction control. The service plan spans three years/90 000 km, which is par for the course (but better than the Polo's), and the warranty is an impressive six years/150 000 km.
The Micra is a solid addition to the local market. While ultimately not as rounded as the Fiesta or Polo, it does enough to be recommended alongside the Kia Rio and Renault Clio as alternatives to the top two. My choice would still be the Fiesta – its chassis is brilliant, and so is the EcoBoost engine – but for Nissan-philes who haven't had a Micra to get excited about, this fifth generation looks set to reignite their interest.
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