Nissan Problems

Fans of V8 Supercar racing should be forever grateful to Nissan. Had it not been for Nissan’s awesome Skyline GT-R V8 Supercar racing may not exist. So dominant was the turbocharged four-wheel drive coupe on our race tracks that it forced racing officialdom to change the rules in favour of home-grown V8s to avert the threat that touring car racing could implode.The GT-R was the last, and greatest car built to the old international Group A touring car rules, the rules adopted by Australia for its premier racing series between 1985 and 1992.Group A was brought in to give imported cars a chance to compete in a championship traditionally ruled by Holden and Ford and their V8s. For the first couple of years the formula worked quite well until, first Ford built its turbocharged Sierra, and then Nissan trumped everyone with the GT-R.Aussie race fans, starved of local success, stayed away from race tracks in the knowledge that their favourites had no hope of competing against the mighty Nissans. Even a range of penalties designed to slow the GT-Rs failed to halt their rampaging run through the local championship.It finally took a wholesale change of rules to the now familiar and highly popular V8 Supercars to put an end to the rein of the GT-R.The GT-R remains an awesome supercar and a favourite of local petrol heads who have imported 100s of them under the Specialists and Enthusiasts Vehicles Scheme (SEVS) which allows for the importation of special interest cars like the GT-R that aren’t available for sale here through the big car companies.MODEL WATCHBefore they could go racing Nissan had to import 100 Skyline GT-Rs and sell them on the local market. That requirement was satisfied in 1991 with the one and only batch imported by Nissan, all cars subsequently landed were so-called ‘grey imports’ brought in under the SEVS rules.That first model brought in by Nissan to dominate local racing was the R32, a rather dumpy plain looking two-door coupe. Without the war paint of the factory race cars the R32 didn’t ooze aggression, until of course the right foot was buried in the carpet.Then it would explode into action. A stock standard R32 would thunder to 100 km/h in less than five seconds and dismiss the standing quarter-mile sprint in around 13 seconds.It was fast thanks to its twin turbocharged 2.6-litre straight six cylinder engine that boasted peak power of 205 kW.All R32s had a five-speed manual gearbox which was packed full of tall gearing that gave it good top end performance, but could make it quite hard to get off the line smoothly and quickly.While that made it fast in a straight line it was its sophisticated four-wheel drive system that allowed it to corner as if on rails. The system was designed to send the drive to the rear wheels until the front wheels needed to be brought in to play which was when the computer sent the necessary amount of grunt forward.Four-wheel discs with ABS provided powerful and safe stopping power while subtle four-wheel steering added to its cornering prowess.The R32 is the lightest GT-R built, they gained weight with each new model after that and for some became less appealing as a result.Nissan chose not to import the R33 leaving the way open for importers to fill the niche.The R33 was more aggressive visually with more body add-ons in the form of a rear wing and side skirts. It was also bigger and a little plumper, but the engine had more torque, which made up for the extra weight.It was also marginally slower than its predecessor, but was still able to cut a sub-5.0 second time for the 0-100 km/h sprint, as well as a low-13s quarter-mile time.The five-speed manual gearbox was improved with new synchros, which made shifting nicer.Inside there was more room, particularly for rear seat passengers who would be quite cramped in the R32 and the later R34.With the best ride and roomiest interior the R33 is widely regarded as the most practical GT-R for use as a daily driver, but it lacks the excitement of the R32 or R34 models.The R34 followed in 1999 and until Nissan launches a new generation GT-R remains the ultimate evolution of the performance coupe.Although it’s not immediately obvious the more aggressive looking R34 is smaller, being 75 mm shorter, and yet it is also some 10-20 kg heavier.The awesome twin turbo six was reworked with new camshafts and new turbos with power pegged at 206 kW at 6800 revs and torque at 392 Nm at 4400 revs.A Getrag six-speed gearbox replaced the old five-speed, although performance is similar to the older models.IN THE SHOPThe GT-R is a very fast car, but it’s also heavy, a combo that will take its toll on all areas of the car over time.Brakes and tyres are the obvious things that take a pounding on the GT-R if driven hard, and you have to assume that GT-R’s are driven that way. Check for disc wear and cracking, these can be quite expensive to replace, pads and tyres will wear out quickly if punished.The engine is generally rugged, but needs to be well serviced. Cam belts need to be changed at 80,000 km and must be changed so be sure to look for evidence of that.It’s also worth doing a compression test on the engine, and listening for odd noises that might point to internal wear. Main bearings can be a problem in engines that are abused.A problem gearbox can be hard to pick until it’s to the point that shifting becomes difficult or there are obvious noises coming from it. A replacement clutch is expensive if needed.Look for signs of crash repairs, inconsistent paint quality and variable panel gaps that might suggest panel replacement. Check underneath for rust and damage, and look closely for extra holes that might give away a competition past.Paint on early cars is likely to be fading as the clear top coat wears thin, particularly on the upper surfaces most exposed to the sun.Early R32 models are known to suffer from leaks around the windscreen and rear window. The screen can be expensive to replace because the radio antenna is built into it.IN A CRASHThe GT-R’s best defence is its ability to avoid a crash through its four-wheel drive, ABS and chassis agility, but it’s a fast car and these things can’t always save a poor driver.Airbags were fitted from the R33 model.LOOK FOR• R32 best performer of the lot• uninspiring looks for such a hot car• exhilarating turbo performance• awesome four-wheel drive road holding• signs of being thrashed• bang-for-buck bargainTHE BOTTOM LINEOne of the most awesome performance cars ever built, but be careful of cars that have been thrashed.RATING75/100

Nissan has had a knack of building good cars and disguising them so well few people get to see just how good they are. The A32 Maxima is a perfect example. It was a very good family four-door that went unnoticed by the majority of car buyers.It was a similar case with the Skyline the company previously built in the 1980s. The Skyline had a refined mechanical package that was reassuringly reliable, it was well built, but its hard-edged styling was hard to accept. Those who cared to take a closer look, however, were pleasantly surprised and became ardent fans.The Maxima is a similar case. It had a wonderfully refined mechanical package, was well built, and very reliable. Even better, its lines were much more attractive that its predecessor.Despite the positives it was a car that failed to grab much attention, but like the Skyline those who looked closer found a great car, and also like the Skyline the Maxima is a car worth taking a close look at when considering your next used car.MODEL WATCHThe Maxima first arrived here in 1991 as an imported replacement for the locally built Skyline, which had attracted a loyal following in the years it was on sale despite some early problems with diff noise.While the Skyline was a competitor for the Falcon and Commodore, the Maxima was aimed at those who wanted more and were prepared to pay for it. Unlike the two locally built cars, and the Skyline, the Maxima was front-wheel drive, but it boasted good build quality, was smooth and refined, and very reliable.Like many Nissans the Maxima’s styling was thought to be ultra conservative, and it was quickly given the tag of your “granddad’s” car. Sure it was conservative, as many Japanese cars of the time were, but it’s really being a little unfair to the Maxima, and yourself, if you disregard it on the basis of its looks.The A32 Maxima is now almost 10 years old, but it has held its looks over that time, and still looks good on the road. That’s the upside of conservative styling, it simply doesn’t date as fast as some more edgy styling does.Initially the model choices consisted of the 30J entry level, plus the better equipped 30G and luxury 30GV.The 30J came quite well equipped with air-conditioning, driver’s airbag, central locking, power windows and mirrors, cloth trim, height adjustable steering wheel, power steering and ABS.The 30G came with standard air-con, auto trans, alloys, cruise, driver’s airbag, wood trim, leather steering wheel and gearshift knob, central locking and CD player. The range topping 30GV had all of that plus leather, dual airbags, active suspension, power sunroof and fog lamps.Power for all models was provided by a jewel-like 3.0-litre V6. The silky smooth double overhead cam motor had multipoint fuel-injection and pumped out a competitive 142 kW at 5600 revs, which was more than a match for the local six cylinder family cars.Nissan initially offered a choice of five-speed manual or four-speed auto, both had floor shift, and drove through the front wheels. Auto became standard after 1996.The 30S Touring sedan replaced the 30J in 1996. Features list included standard auto trans, ally wheels, rear spoiler, leather steering wheel and gearshift knob.IN THE SHOPThe news is good for anyone who’s thinking of buying an A32 Maxima, as there is little that seems to go wrong with them in a regular or serious way.Like any car things do break, and they’re always frustrating, but there’s nothing that says there’s a serious problem lurking under that very conservative skin.The engine gives good service, and with a chain driving the camshafts, there’s nothing that needs replacing at regular intervals.The transmission can give trouble, with the various electric solenoids in the ’box the main culprits. You can expect 200,000 km out of a trannie with little trouble, but try to find a car with a service record as these will be more reliable in the long run than a car that has been neglected.The heater core can also be a source of trouble over the long term, if it fails it will dump its load into the passenger compartment and may drown the car’s computer, which is handily located below the core.It’s a nuisance if it happens, and costly if the ECU is damaged, but it’s not enough to dismiss the Maxima as this is one great car.LOOK FOR• conservative styling won’t stand out in a crowd• plenty of zip• silky smooth quad-cam V6• impeccable reliability• check for service record• high level of equipmentTHE BOTTOM LINEConservative styling can be boring, but well balanced chassis, smooth V6, and great reliability make the Maxima a very attractive used car.RATING85/100

There are four-wheel drives and there are four-wheel drives. There are those that spend their time doing the rounds in town, while looking like they could go bush if need be, and there are those that are made to do their time deep in the mulga, but get bogged down in the ’burbs.Two vehicles fit into the latter category, no argument, Toyota’s LandCruiser and Nissan’s Patrol. They’re the two heavyweights that slug it out for the bush bragging rights.The LandCruiser had a head start. It was here first, won an enviable reputation on the Snowy Mountains project in the 1950s, built on it on mining and construction sites in the most remote parts of the country in the years since, but the Patrol has plenty of fans as well.Both are serious four-wheel drive wagons, capable of plunging deep in the bush or towing a heavy load. They’re heavy-duty workhorses, at their best on the job.The GU Patrol replaced the popular GQ in 1997. Coming after the GQ, a rough and tough four-wheel drive wagon that had a big following, the GU had some big tyre tracks to follow.The Patrol follows common practice in this class of off-roader with a wagon body perched atop a separate chassis, which is considered the best way of tackling the toughest of conditions a vehicle of this type might encounter.That not only makes it tough, it also makes heavy. The heaviest model the in the range, the 4.2-litre turbo diesel, weighs in at a fraction over 2.4 tonnes, which has an affect on performance, fuel consumption, handling and braking.A separate chassis also has the affect of raising the cabin quite high off the ground, which makes it a bit of a climb to get in to. It also cuts down on the interior space, and the Patrol is surprisingly tight inside given its overall size.Nissan offered a choice of one petrol and three diesel engines. The petrol engine was a 4.5-litre single overhead camshaft fuel-injected six-cylinder unit that had a chain driven camshaft and put out 145 kW.Performance with the petrol engine was good considering the massive hulk it was trying to move, and the fuel consumption was acceptable for the same reasons.The diesel choices were a 2.8-litre single overhead camshaft turbo diesel six-cylinder engine producing 95 kW, a 4.2-litre overhead valve delivering 91 kW, and a 4.2-litre overhead valve turbo diesel pumping out 114 kW.The 2.8-litre turbo diesel was replaced by a 116 kW 3.0-litre in 2000 in the GU II update, and with that came plenty of trouble.Performance of the diesels wasn’t as punchy, but the low down grunt they delivered was welcome along with the fuel consumption savings.There was also a choice of a five-speed manual gearbox or a four-speed auto trans.Drive was through all wheels, with a choice of two-wheel drive for the highway and dual-range four-wheel drive for off-road use. Front hubs were manual locking on the entry level DX model, but the others had auto hubs so you could switch from two-wheel drive to four-wheel drive high range on the move.Buyers could choose between three models. The DX five-seater kicked off the action with steel wheels, power steering, vinyl trim and floor mats, basic sound, limited-slip diff, manual hubs.The popular seven-seater ST also had side steps, wheel arch flares, more civilised cloth trim, carpets, central locking, power windows and mirrors, cruise, console, better sound, CD player and map lamps.Atop the range was the Ti, the burger with the lot, which added alloy wheels, auto air-con, remote central locking, ABS, superior sound, leather trim, power driver’s seat, and two-tone paint.While the Patrol is generally a rough and rugged vehicle with few faults, there is a cloud hanging over the 3.0-litre turbo diesel. The problem generally manifests itself in the form of melted pistons, but the most likely explanation is that it’s caused by a piston oiling/cooling problem.Not all engines are affected, those most likely to succumb to the problem seem to be those doing a lot of highway cruising.Nissan have increased the oil fill, and played with alignment of the nozzles that spray oil on the pistons for cooling and lubrication purposes, but there seems to be no consistent fix for the problem.It’s important to keep an eye on the oil level in all engines, but particularly so in the 3.0-litre turbo diesel.Apart from the 3.0-litre turbo diesel engines woes the Patrol is generally a tough and rugged vehicle that gives good service over the long term.That said the manual gearbox can have problems with fifth gear spline and hub.It’s important to check for a service record, particularly if the vehicle has spent time off road.It’s also important to check under the vehicle for damage sustained off road, like bashed suspension and chassis components, brackets, exhaust etc.On the exterior look for scratches and scrapes from trackside bushes during of road excursions.Consider carefully before buying a Patrol that’s clearly been off road as there are plenty that haven’t spent much time off the black top and they are a better choice.It’s good to have mass on your side in a crash so the Patrol will provide protection if you hit a smaller vehicle when it will inflict considerable damage on the other car.The separate chassis construction, however, doesn’t perform as well in a crash situation as does a mono-construction body, which crumples in a more controlled way and absorbs the crash energy better.In a crash where the Patrol hits a larger, more solid object then occupants are likely to suffer greater injuries than if they were in a regular passenger car.It’s also worth remembering that because of its mass the Patrol takes longer to react, to the steering or brakes, in an emergency situation.All models except the DX had a driver’s airbag from the beginning, the DX joined the club in 2000 with the GU II update. The Ti had dual airbags.Ed Niemiec owns a 2000 GU II Patrol with the new 3.0-litre turbo diesel, and says it’s the best car he’s ever owned. He uses it in his work as a quantity surveyor with a need for high ground clearance and room to carry gear. It has now done 125,000 km, and apart from normal servicing, he has replaced the tyres and front disc pads. The fuel consumption has always been between 11 and 12 L/100 km. It has never missed a beat, he says, and sits on the highway like a dream. His only complaint is that he had to modify the suspension to handle the loads he has to carry.Nissan replaced the pistons and rings in Rex Rickard’s Patrol at 28,500 km, after which it suffered intermittent power loss and poor fuel consumption. Nissan has since replaced the air flow sensor, the injector pump, injectors, and the computer, and now say they can do no more. A lack of response to his phone calls has added to his frustration with his dealer and with Nissan.Colin Lockyer has a 2000 3.0-litre diesel Patrol, which he says is great, but he knows of five others that have melted piston number five at around 100,000 km and is concerned his, which has done 98,000 km, might suffer the same fate.• Avoid the GU II 3.0-litre turbo diesel engine• Reliable apart from 3.0-litre turbo diesel engine• Serious offroader at its best in the bush• Bulk makes it less responsive in an emergency situation• Poor fuel consumption• Small cabin for its overall sizeTough truck best suited to serious offroad use or heavy towing, but really unsuitable for every day use around town. Don’t touch the 3.0-litre turbo diesel GU II.

We talk about the big three, Holden, Ford and Mitsubishi, in the traditional segment for big family cars, but there was once another player trying to break in. That company was Nissan, when it was manufacturing cars locally, and the model was the Skyline.The 1980s were interesting, and tough times for local car makers, all of whom were either struggling to stay afloat or scrambling to restructure their businesses to face a future of increased competition as the Labor government of the day moved to remove the tariffs that protected the local carmakers from imports.In an environment in which the government recognised that there were too many carmakers in the relatively small Australian market, and encouraged companies to join forces and produce common models, Holden and Nissan climbed into bed.Holden also found itself in a hole, with a six-cylinder engine that had long passed its use-by date, and insufficient funds to develop the new engines it desperately needed to be competitive.The answer to Holden’s problem came in the form of Nissan’s 3.0-litre SOHC six-cylinder engine, which was shoe -horned into the VL Commodore. It was a well-proven engine in its homeland, but when installed in the Commodore it had a number of problems, all related to the Holden installation.In the R31 Skyline it was a gem. The Skyline should really have won over more buyers than it did, it was a good car that was well engineered and built, but was let down by its very conservative styling.Ultimately the company that fell by the wayside, at least in terms of local production, was Nissan, which quit local manufacture and turned importer.The R31 Skyline was aimed at the buyer of the traditional Australian family car. It was of a similar size to the Commodore of the day, with accommodation for five adults, powered by a six-cylinder engine, and drive through the rear wheels. There was a choice of sedan or wagon.It was squarish in shape, with sharp lines carving out a rather harsh outline when its main rivals were heading down a softer styling path.If it wasn’t the best looking car on the market, it made up for it with a solid mechanical package and build quality the others could only dream about at the time.For power it relied on the RB30E 3.0-litre single overhead cam six. It had two valves per cylinder, and with fuel injection it punched out 114 kW and 247 Nm, which gave it some decent get up and go when needed.There was the choice of a Jatco four-speed auto trans, or a five-speed manual ’box, and drive was through the rear wheels. Later models had a Nissan four-speed auto.The base model was the GX, which came standard with an adjustable steering wheel, cloth trim, power mirrors, power rack and pinion steering, and two-speaker radio cassette sound. In addition the GXE had power mirrors, a remote boot release and four-speaker sound.The sporty Silhouette had a limited-slip diff, alloy wheels, air-con, sports seats, rear spoiler, and a trip computer.It was the Ti that topped the range, and it boasted standard air-con, alloys, cruise, central locking, cloth trim, metallic paint, power mirrors and windows, four-speaker radio cassette sound, and a trip computer.There were two minor updates, a Series II in 1987, and the Series III in 1988, which saw the introduction of the Executive auto.The Skyline is now getting on and many are racking up some quite high mileages so it’s important to shop around, and be very careful in checking cars under consideration. That said, the Skyline is a very reliable car and would suit anyone on a low budget who wants reliable and comfortable transport.Body wise the Skyline has few problems, but it’s worth looking carefully around the windscreen, and open the front doors to inspect around the upper door hinges. Check the boot for signs of water leaks. The paint, particularly the metallic colours, is prone to fading on the upper surfaces.Mechanically the engine is very reliable, but the valve lifters can become noisy at high mileage. They are usually noisiest on cold starts, but are more annoying than anything.Same goes for the diff, which is renowned for developing a howl. Nissan replaced many early on, but there are some still out there that howl like a banshee. If you can put up with the noise, they won’t be a problem, if not find a second hand replacement that should cost no more than $250 from a wrecker.The auto transmissions are generally smooth and stand up well, but can be expensive to fix. Look for harshness shifting from first to second, and flaring when shifting between second and third on cars with 200,000 and more kays on the clock.Although the build quality was good the Skyline’s body hardware is beginning to suffers the ravages of time. Look for brittle plastic trim parts and worn door locks etc.Denise Wythe enjoyed 13 years and 300,000 km of trouble free motoring in his 1987 Skyline. The only complaint was a leaking boot, the result of problem fitting the rear lamps, which would let water in. The steering rack and some noisy shockers were replaced along the way.Tony Jarvis has owned his 1989 GXE for about three years, and says he loves it. Apart from a few minor complaints, he says the Skyline is very reliable and has never let him down. It’s powerful enough and the steering is not overly light, but has good road feel.Maurie French owns a 1988 Skyline wagon with 187,000 km on the odometer and he just loves it. He says the diff and lifters are noisy, and he has blown a number of power steering hoses, but it is a joy to drive.Sixty-year-old John Kidd drives an ’88 wagon and his wife runs an ’88 TI sedan. He says the engine is very reliable and doesn’t generally use oil even with high mileage, but the hydraulic lifters are prone to rattling on cold start, the diff can be noisy, the door locks can fail, and the plastic fittings get brittle with age.Chris Webb has a 1989 Series 3 Executive sedan auto, which he bought second hand in 1997 with 198,000 km on it. It now has 339,000 km, and has been extremely reliable, which he attributes to religious servicing. He says it is very smooth and quite powerful.Don McLean took delivery of his brand new Skyline TI in 1990. It has only done 122,000 km, and has been very reliable. He says its ride and road holding are excellent, but the brakes can be cause for concern. It doesn’t use oil.Steven Weymouth owns a 1987 Series 2 Silhouette manual that has covered 275,000 km, which he says is a fantastic example of Nissan’s efforts to enter the six-cylinder family sized car market in the late ’80s. He says it is a great car to drive, and the only real problem he has experienced is noisy lifters on cold starts.Michael Hente’s 1989 Skyline Series Executive auto has done 248,000 km, and is still going strong. He says the engine is very smooth and strong, and the handling and drivability are excellent. The headroom is good, it’s reliable, has a large boot, good visibility, excellent turning circle, comfortable seats, and the best rear lights on an Australian car.• smooth, powerful engine six-cylinder engine• annoying diff whine• lifter rattle on cold starts• avoid clunky auto transmission• good solid body construction• solid reliable car• great for novice drivers with a modest budgetSmooth, comfortable and very reliable car, which would make a good first car for beginner drivers.

The SSS badge is a proud one that dates back to the 1960s when Datsun, as it was then known, applied it to its sporty sedans.Cars like the Bluebird SSS were standout tearaways back then, and the most recent SSS, the N15 Pulsar, was a similar standout in its time. The Pulsar SSS was the performance leader in its class.The N14 model that preceded the 1995 N15 was popular with young buyers who wanted the day-to-day practicality of a hatch without giving away anything in the way of performance and handling. The SSS was the answer to their prayers.The N15 Pulsar was an all-new, fifth-generation, model released in 1995. It was longer and wider than its popular predecessor, with a longer wheelbase, which resulted in more leg and shoulder room from front and rear seat passengers.Bigger, and better, the Pulsar was yet another Japanese car that could best be described as bland when it came to its looks.Round, and a little dumpy, the N15 sedan was pleasant if not overly attractive, but the SSS wagon-styled five-door hatch took some time to get used to.It was hard to know whether it should be called a hatch or a wagon, because it more closely resembled a wagon than anything else. One of the more cynical motor noters of the time described it as a “transvestite bread van”.Quirky looks aside the SSS was a serious small sporting hatch with a handy power-to-weight ratio of 10.87 kg/kW in its base form, which was the key to its zippy performance.Power came from Nissan’s SR20DE 2.0-litre double overhead camshaft four-cylinder engine that boasted four valves per cylinder and fuel injection. At its peak it put out 105 kW at 6400 revs and 179 Nm at 4000 revs.That was enough to have the SSS racing to 100 km/h in a little over eight seconds. It would account for the standing 400-metre sprint in about 16.5 seconds, and reach a top speed in excess of 180 km/h. It was indeed a hot hatch.All of that power was transmitted to the front wheels through a slick shifting five-speed manual gearbox. There was also the option of a four-speed auto, but quite why anyone would want one in a hot hatch like the SSS escapes me.The Pulsar’s suspension was a mix of MacPherson Strut at the front and a multilink beam at the back. There were coil springs and anti-roll bars at both ends. Handling was sharp and precise.The steering was rack and pinion with power assistance, and the brakes were discs all round with ABS standard.The sporty picture was finished off with attractive alloy wheels, which came standard with the SSS.Inside there were vibrant new colours for the cloth trim, along with a raft of neat standard features, including a premium four-speaker sound system with CD player, air-conditioning, sports seats, and power windows.A minor Series II update freshened it in 1998 and that can be identified by a revised mesh grille with the Nissan badge fitted to a centre vertical bar.There’s not much that goes wrong with the N15 SSS. The body remains tight with the result that there are few squeaks and rattles, the interior trim wears well, and the plastics are good quality that don’t fall apart.Mechanically the 2.0-litre motor is a gem and gives little trouble. Jerry Newman of Nissan specialists, the Cheltenham Service Centre, says the cam timing chain can rattle if the car hasn’t been serviced regularly and according to Nissan’s recommendations. Timing chain rattle can also develop at high mileage, but the noise is more a nuisance than a sign of impending doom.Newman also says it’s important to use the Nissan recommended 7.5/50W oil or an equivalent, as heavier oils can tend to clog the engine internals and lead to damage.The drivelines are generally trouble free, but be sure to check the CV joint boots that can crack and split. Let go they can lead to more expensive failure of the drive shafts.Dominic Sequeira owns a 1998 N15 Series 2 Pulsar SSS with 75,000 km on the odometer. It’s comfortable for daily driving, has plenty of grunt and is just the right size to weave in between gaps in traffic. He has had no problems with it, but says it can be thirsty if driven hard and it prefers premium unleaded.Glen (surname withheld) owns a 1999 SSS manual 2.0-litre Pulsar hatch, which he says has been totally reliable. It is economical and has excellent performance around town and responds well to mild revving to give a nice ‘kick in the back’ for an engine of its size and age.Kay Hamer-Finn’s 1999 SSS has done 90,000 km without the need for any major work. As president of the Nissan Datsun Sports Owners Club, Kay regularly competes in club events, and says her SSS has stood up well, it still has the original clutch, and there have been no engine problems to date.David Sporle says the N15 was a good car, but not great. It was where the cost cutting measures started to show, with Nissan deleting things like fully adjustable seats, leather around the gear stick, and other small touches that made the previous Pulsar feel like a $30,000-plus car.Ian Bock bought his Nissan Pulsar SSS new in 1999. It now has done 113,000 km and has been very reliable, although he was disappointed that the front discs needed replacing at 63,000 km. It returns an average of 9.73 L/100 km.• quirky wagon like styling• larger size means roomier interior• sizzling performance• safe handling• impeccable reliability• timing chain rattle