PERFORMANCE AND HANDLING
The Micra is still offered as before with the DOHC 12v 3 cylinder 1.2 petrol and the SOHC 16v 4 cylinder 1.5 diesel. Since CVT is amongst the other highlights of the new Micra, we shall focus our attention on it too.
Nissan has offered the CVT in the Sunny already, but it is a segment first offering for the Micra since no other hatch on sale currently comes with a Continuously Variable Transmission. Nissan proudly and confidently quashes the popular misconception that automatic transmissions have higher fuel consumption.
Speaking about the advanced CVT technology, Mr. Chikuya Takada, Head of Product Planning stressed on the refinement and fuel efficiency. So confident are Nissan and Takada san about the CVT that the efficiency of a Manual Transmission can be easily challenged and with the `world’s highest` gearing ratio, achieving 19.34 kmpl (Not certified by ARAI) sounds convincing! This claim sounds absolutely fantastic considering a 25 kg weight deficit over the Manual! Nissan has gone to lengths and studied over 1000 acceleration patterns while tweaking the CVT to suit the smaller Micra. So what’s a CVT really and what are its advantages?
In Nissan speak, the CVT skillfully uses the engine’s “best” parts, meaning the electronic brain constantly trying to maintain the engine speed-gearing ratio combination in the optimum range that offers the best of the both worlds in terms of engine responsiveness and fuel efficiency. Obviously there is a clever brain to make the best use of the 77 PS and 104 Nm of torque. The biggest advantage that a CVT holds over a regular automatic or even the 7 speed dual clutch direct shift gearbox is, wide gear ratio and step less transition since it has no cogs!!
The Nissan`s CVT has evolved so much that it can interpret drivers commands through the inputs received at the accelerator pedal and steering inputs alike. While the drive from the picturesque Meenaxi temple to the Vaigai dam, the Micra got good opportunities to stretch it legs. Even at triple digit speeds and with steady throttle inputs the ECU tweaked the CVT ratio such that the engine was merrily spinning around 2500 rpm, impressive!
Slot in the D and starting off, the CVT takes off what feels like an Automatic while the ECU works towards providing best possible ratio depending on the throttle position. Keeping an eye on the tachometer, it’s evident that the CVT seamlessly `upshifts` to a higher ratio at around 2000-2500 rpm again depending on the gradient and throttle inputs, the word seamless finds a special mention in the entire CVT operation throughout. It virtually eliminates rubber band effect acceleration of the Automatics and stays predictive most of the times.
However, petrol heads that we are, we always want that extra punch available and for those reasons Nissan has provided a small `Sport` button on the drive selector lever. The sport mode is also indicated in the dash when active and what it predominantly does is switch to a lower ratio at higher rpm than what’s good for the fuel economy, that’s why Takada san points out to remember and switch it off when not required.
While pottering around town in traffic, the CVT makes driving a child’s play and thoroughly effortless as well as enjoyable. On the open stretches and highways, things turn against it slightly where the engine could have used some more power. From standstill, floor that throttle and the tachometer needle promptly swings upto 5500 rpm and stays put until you lift off before settling to a lower optimum ratio.
To understand how the CVT reacts, we activated the `Sport` mode while cruising steady at 60 kmph and we saw the transmission stepdown without any jerks thereby raising the revs by about 1500 rpm and providing the added zest in acceleration. With a full complement of passengers and twisty uphill sections, the limitations of this three pot motor surfaces where it begs for more power. The 1.2L motor while maintaining a vibe free nature does get vocal at full chat, it recorded 85 db on our flat out acceleration runs and does sound a bit harsh in the upper half of rev range.
The 1.5 diesel on the other hand is a proven performer and does get the job done without complaints or any hiccups. Despite being towards larger side of the engine capacity for a hatchback, the gearing seems to be tuned towards fuel efficiency yet again. The motor develops 64 PS of power at 4000 rpm but 160 NM of torque at a lowly 2000 rpm gives it a good potency.
While driving, the torque kick-in is evident at the said rpm and to keep things merry, the Micra is happiest when the revs are kept above 2000. Coupled with a springy yet light clutch and a light to operate gearbox, the Micra feels happiest on highways.
Driving the diesel engine Micra within the city can get tiresome for the tender wristed at times with the relatively heavy steering wheel. With all that additional weight of the oil-burner on the front wheels, the Micra could have been effortless to drive with some more power assistance dialed in especially at low speeds. Also, the brakes on the Micra seem to have grabby nature on the Diesel variant. The brakes on the test car seemed to be somewhat lacking response for the initial part of the pedal travel and suddenly bit in with some more pressure, this is I believe just a part where one needs to get used to.
Coming back to the CVT, the electric power steering is purely fun to use, so much so that it makes you eager to twirl the wheel at every possible opportunity. What adds to the fun factor is that it gives a good feedback from the front end and is predictable unlike the usual traits associated with electrically assisted wheels. Thus, the CVT makes the city driving an enjoyment rather than a chore! The brakes feel more reassuring and adequate on the CVT as well as the manual Petrol variants, unlike their grabby behavior on the diesel.
The ride quality of the Micras in all engine configurations is well sprung and damped. Minor to medium road imperfections and undulations are not much of a bother. The only bit of bother is when its driven carelessly over larger potholes, where it reacts with a vocal thud. Push it a bit hard around turns and the Micra rolls considerably and is best suited to docile approach around bends, fair enough, as it’s not intended to be a hot hatch.
Next page for Verdict and technical specifications
Not the car, if this would be your only car!
Dealers sell many cars but you would perhaps by one for at least couple of years. My car had a breakdown last night, less than a month of delivery on 31st July 2013. The starter motor got fried with the burning smell, the on-road service recommended the car be towed away.
I am without wheels again and waiting to hear what the damage is like. But imagine the angst of a breakdown of serious kind and the feeling of being let down, when everyone around you advised caution on basis of poor feedback on service.
I would not recommend Nissan Micra CVT.