Nissan Pulsar ST-L sedan 2013 review

It might only be seven years since the small car market had a Pulsar among its contenders, but it feels like longer. 

The little-Nissan-that-could slid out of the local range after almost 30 years here, in favour of the oddly-named Tiida, which was supposed to replace it but never pulled it off - not even with the cougar-esque Kim Cattrall salaciously spruiking the new breed.

At its peak it sold 13,756 (in 2007), but by 2009 it had dropped to 10,059 - less than a quarter of the Corolla's sales. It nearly halved the following year to 5491 (in 2010) but last year managed only 3059 sales - even the Patrol outsold it.

Explore the 2013 Nissan Pulsar range

• Nissan Pulsar 2013 review
• Nissan Pulsar auto sedan 2013 review
• Nissan Pulsar sedan 2013 review
• Nissan Pulsar sedan and hatch 2013 review
• Nissan Pulsar ST manual and Ti 2013 review
• Nissan Pulsar Ti sedan 2013 review
• Nissan Pulsar ST-L sedan 2013 review
• Nissan Pulsar Ti 2013 review
• Nissan Pulsar ST-S and SSS 2013 review
• Nissan Pulsar hatch 2013 review
• Nissan Pulsar SSS hatch 2013 review
• Nissan Pulsar SSS manual and auto 2013 review
• Nissan Pulsar Ti auto 2013 review: snapshot
• Nissan Pulsar SSS manual 2013 review
• Nissan Pulsar SSS 2013 review

The Pulsar name recognition was strong enough to warrant its return and we're back in its mid-spec ST-L sedan.

Value

The mid-spec ST-L ask $23,650 for the manual or ups the ask to $25,900 for the CVT model.

For that you get room for five rumps in decent comfort, bootspace for the associated cargo, air conditioning (but not climate control), a USB/auxiliary-equipped six-speaker sound system, Bluetooth (for the phone only), a leather-wrapped tilt-and-reach adjustable steering wheel with phone, cruise and audio controls, 16in alloy wheels, power windows, what Nissan calls "premium" cloth trim, LED maplights and a trip computer.

Technology

The 1.8-litre engine is nothing spectacular when it comes to new technology, sporting variable valve timing on both sides of the spark.

The continuously-variable transmission offers some clever bits to smooth out the take-off and engine rev changes to help keep the journey serene, but the fundamentals aren't new.

It promises better fuel economy over the manual - 6.7 versus 7.2 for the six-speed manual - but it still feels like driving a manual car with a slipping clutch that puts some off.

Design

There's more than a bit of the bigger Altima as well as the old Maxima in the Pulsar so pundits will pick the Nissan heritage and with nameplate recognition that tops 70 per cent, the Pulsar has much in its favour.

It's inoffensive to look at - after the Tiida's tilt at the worst-dressed title it would want to be - and the styling hides its roomy interior, just don't let the rear lip spoiler goad you into believing the S of ST-L stands for sport.

Even at 190cm I can get into a comfortable driving position and venture to the backseat without fear of crushed lower limbs, with only limited headroom a concern in the back. Cabin width on the Thai-built machine would limit it to four full-sized adults but it would be of no concern for space.

Performing the duties of a family hack, the Pulsar performs well enough, with more than enough bootspace to swallow the school and sports bags easily as well as accommodate the rugrats in the back seat.

Cargo capacity is good despite the presence of a full-size spare - 510 litres is considerable in the large car class where Commodore sedan makes do with 496 litres and no standard spare, but neither the Pulsar or the Commodore can do splitfold rear seats? There's only a ski-hatch but no more, why?

Safety

While ANCAP are yet to smack the new Pulsar into anything - or vice versa - it has the staple amount of safety gear. Dual front, side and curtain airbags, four-wheel disc brakes with anti-lock, brakeforce distribution and emergency brake assistance systems, stability and traction control.

All occupants get lap-sash belts and there are LED running lights on the front and LED tail lights, but you'll have to ante up for the top-spec Ti sedan to get a rear camera or reversing sensors - gear that would be worthwhile given the high rump.

Driving

Having just driven the new Corolla in CVT form, the Nissan's similar transmission felt like it hooked up quicker and flared a little less under load than the Toyota, however there was odd small jerk or shudder - not enough to be bothersome but something perhaps that needed attention.

The drivetrain is no neck-snapper - again, they've left plenty of room for the SSS to wow crowds when it arrives - but it does the job at a reasonable pace without too much (normal CVT flaring aside) fuss until well up the rev range.

The CVT gets a Sport mode as well as the lower-gear L option via the selector, but no more choices for the driver beyond that. The engineering boffins have left plenty of scope for the SSS - the steering in the ST-L is feather light and an easy twirl around town, with a useful turning circle too, but anyone wanting details from the front wheels is going to have to wait for the sports hatch.

Ride quality is something of a selling point - there's not masses of body roll in corners when pressing on either - but the seat comfort and suspension are admirable. So is the refinement when it comes to cabin and engine noise, or the absence of it, at least until the revs are heading towards the redline; but the new sedan feels solid and has a quality feel to the interior.

Verdict

To quote the Eagles, there's a peaceful, easy feeling to the new Pulsar and that's just what many want in this segment - fuss-free from A to B.