Advice on buying the best.
What it lacked in charm the fourth-generation Micra made up for in reliability and ease of use. Chris Randall turns the spotlight on the K13.
The Nissan Micra first appeared in the UK in 1983. By the time it turned 30, more than six million had been made. That first model, the K10, was a neatly-styled and capable small car, but with each new generation the looks got funkier, the dynamics got better, and city car rivals faced a tougher challenge. Which brings us to the fourthgeneration model, the K13, which sat on Nissan’s V-platform (Versatile).
Unveiled at the 2010 Geneva Motor Show by the now-embattled Carlos Ghosn, it was a rather different take on the theme and one that left some Micra devotees and the motoring press a little underwhelmed. Many considered it a backward step, especially in the style department, and the blame lay in the fact that this was to be a global car. Destined to be sold in 56 countries, the generic looks compromised its appeal and it would struggle to repeat the success of previous models.
Neither was it to be built in Sunderland (the last Micra left there on July 16, 2010). Instead it would roll out of factories in Thailand, Mexico, China and, for UK models, Nissan’s Chennai plant in India. That it was launched at the same time as the innovative Juke and LEAF probably didn’t help matters.
But enough of the negativity. The K13 still makes for an affordable and reliable urban runabout, so let’s see what else it has to offer.
EQUIPMENT
In keeping with the aim of simple, fussfree motoring, just three trim levels were on offer at launch. At £8995, Visia was the entry level, with buyers getting six airbags, electric front windows and steel wheels. There was no air-conditioning, though. For that, you’d need the £10,595 Acenta, which also added 15-inch alloys and cruise control. For maximum kit there was the Tekna. Costing another £1500, it featured a panoramic glass roof, electrically-adjustable folding mirrors, rear parking sensors, automatic headlights/wipers and the Parking Space Measurement (PSM) system. The last of these was a clever innovation that used the parking sensors to assess the size of a parking space and tell the driver via a dashboard display whether the car would fit; Amateur, Normal and Expert settings allowed for varying levels of manoeuvring skill.
The Kuro and Shiro (black and white in Japanese) special editions of December 2011 were based on the Acenta, cost £11,550, and featured special paint and trim, the PSM system, heated front seats and climate control.
Another notable limited edition – the Elle – is outlined on page 51, but October 2012 saw Nissan slash prices to boost slightly lacklustre sales. The range now spanned £7995-£11,545 and brought more kit along with a new Acenta Connect trim featuring a touchscreen sat-nav.
Prices rose again for summer 2013’s substantial makeover, which revised the exterior styling and interior, the latter getting a revised centre console and an infotainment system with a 5.8-inch touchscreen, more kit and personalisation options, along with new tricot mesh or suede-effect seat fabrics.
Finally, N-TEC trim from August 2015 meant lots of standard kit, including 16-inch alloys, privacy glass and Nissan Connect with Google Send-to-car tech that allowed routes checked on a tablet or PC at home to be sent to the car.
TRANSMISSION
Like the engines, the choice of transmission couldn’t have been simpler. A five-speed manual unit was specified as standard, but for an extra £1000 buyers could opt for an Xtronic CVT automatic.
While there has been the odd grumble about noisy manual gearboxes these seem to be isolated cases. It’s a slick-shifting unit and the well-spaced ratios make the best of the modest power outputs on offer. There is one issue, though, and that relates to the clutch. Tales of premature failure are common and, while the cause isn’t clear, it would be wise to ensure it feels healthy on the test-drive. Any hint of judder, slippage or a high biting point should be treated with caution. Having it replaced at a Nissan dealer could cost upwards of £700, although a good-quality clutch kit can be sourced for around a third of this if you fancy tackling the job yourself.
As for the CVT gearbox, it’s easy enough to use and makes for an even simpler driving experience, although it has a notable impact on economy and doesn’t do much for refinement or performance. Repairs or replacement can be pricey and a session with a Nissan dealer’s diagnostic equipment will be needed if you suspect problems, so unless just two pedals is vital we’d stick with the manual.
RUNNING GEAR
You could hardly expect a modestly-priced supermini to be at the cutting edge of chassis technology. Instead, the Micra treads a well-worn path with a suspension set-up comprising struts at the front and a torsion beam at the rear. It’s an arrangement that provides a competent blend of ride and handling ability, and there’s little to concern the used buyer.
A life spent tackling urban speed bumps and potholes can take its toll on bushes and anti-roll bar droplinks, so listen out for clunks and rattles, although parts are cheap and easy to replace.
It’s the same story with the brakes, which are more than up to the task. Once again, replacement parts are cheap if you’re renewing pads and discs on a DIY basis.
Nissan equipped the Micra with electrically-assisted steering and, bar the odd report of problems, it provides the driver with a suitably light helm and an impressively tight turning circle. That it’s pretty-much devoid of feel and feedback might not matter to many potential buyers,
although it’s worth pointing out that rivals have proved that it’s not necessary for small cars to lack dynamic sparkle.
Last, it’s worth a check that pennypinching owners haven’t resorted to the cheapest of budget tyres and watch for kerb-damaged alloy rims.
BODY & ELECTRICS
It was perhaps inevitable that a car intended for so many markets would end up being compromised, and that’s arguably the case when it comes to the styling. Looks are subjective, of course, but while the K13 is neat and inoffensive, it’s rather a shame the design didn’t move the game on from its more interesting predecessors.
The five-door body was claimed to be lighter than before at 915kg, as well as lower and longer with an increased wheelbase, and the result was plenty of space for passengers and luggage. Boot space was 265-1132 litres – larger than that of some rivals – so this is a practical choice.
The Micra was awarded a four-star safety rating by EURONCAP. That’s in line with other cars in its class, and although not over-endowed with safety tech you still get six airbags, seat belt pretensioners, and ESP as standard.
There are no bodywork issues to report, other than a need to check for the usual dents and scuffs. More notable was the facelift of 2013, an attempt to inject some pizzazz into the styling that brought alterations to the bonnet, wings, and front bumper, along with the ‘V grille’ featured on other Nissan models. Along with redesigned headlamps, there were now LED light units at the rear.
The cabin design was freshened up at the same time. While there wasn’t a great deal wrong with the original layout, it did feel a bit plasticky and low-rent. Trim rattles can prove an annoyance, but the seat fabrics ultimately prove hardwearing albeit lacking in tactile appeal – post-2013 models feel a bit plusher inside – and there are too any examples for sale to get lumbered with anything shabby.
As for the electrics, there’s no reason to think it shouldn’t all be in working order. Given that trim levels have little effect on values, it’s worth plumping for a well-specced model.
Really, the only thing worth checking is the Nissan Connect infotainment system where fitted – there can be the odd irritating glitch, so ensure it functions as it should.
WHAT GOES WRONG
In a nutshell, very little where the engines are concerned. Perhaps that’s no real surprise given Nissan’s reputation for reliability – it certainly bolsters the Micra’s case for hassle-free ownership.
Service intervals for the pair of Pure Drive units were 12,500 miles or one year. As the earliest cars are fast approaching their tenth birthday, it’s worth checking that routine maintenance hasn’t been ignored. With no cambelt to worry about, a record of regular oil and filter changes will ensure the timing chain remains healthy, while even franchised dealers only charge around £200 for a service so there’s little reason to skimp. That said, there’s nothing complicated under the bonnet, so maintenance is well within the scope of a competent DIY mechanic.
All of the usual service items are inexpensive and are easy to source from the online parts suppliers. If the car you’re looking at has been maintained this way then it’s worth checking that the spark plugs have been changed on time – they need renewing at 37,500 miles and accessing them means removing the inlet manifold, although it’s not a difficult job.