Primera looks very funny - a kind of jellyfish in car form. The hood smoothly transitions into the windshield, and the rear glass floats onto the trunk lid (company representatives emphasize that making the tricky trunk lid is a real technological adventure).
Primera looks very funny - a kind of jellyfish in car form. The hood smoothly transitions into the windshield, and the rear glass floats onto the trunk lid (company representatives emphasize that making the tricky trunk lid is a real technological adventure). The outlines of the car are blurred, the silhouette is somewhat shapeless. Some people are looking for a corporate style in sharp edges and sharp transitions, but Nissan went a different route. It’s good that customers understood and accepted this approach. We too will accept, albeit reluctantly. Still, there is something alien, unnatural in such a concept. Although from certain angles the car looks original, futuristic and attractive.
The inside is already better, no less conceptual than the outside, but somehow clearer. Finishing materials are at an average level. There is nothing special to praise, but by and large there is nothing to criticize either. Leather chairs are just what a middle manager needs. Soft and electrically adjustable. It's a little slippery, but how many people will take sharp turns in this vehicle? Only crazy people like us.
But the instrument panel in the center is beautiful. And it’s still topical. Feature number one, no matter what. The instruments are slightly turned towards the driver, their graphics are modest but attractive. They read well and are most likely a source of pride for the car owner. Well, we understand him well - no one offers such tricks in the class.
The front panel is decorated with a large color display, which displays readings from different systems. And also, and this is also a “feature” - a picture from the camera, which is hidden right in the trunk lid above the license plate. Funny thing! Ask your friend to look there and make a face. We promise it will be funny. The scattering of buttons on the end of the center console is arranged very conveniently, comfortably in the palm of your hand. And the algorithm of work is learned quickly, spend five minutes attention on the system, and you and it will be bosom friends. The main functions are duplicated by stylish buttons on the steering wheel.
The variator is another highlight of the Primera. Forget about automatic transmissions, complex robotic manual transmissions and other similar delights of progress - with a CVT, progress can be stopped as unnecessary (we mean peaceful, “civilian” cars). The variator has two operating modes. Let's call the first “natural” - this is a variator as such, by definition. The second is an imitation of an automatic transmission. In the first mode, you press the gas, the speed soars and stays there. Without jumps or twitches, the car picks up speed evenly and a little boringly. The engine constantly howls at maximum speed, which puts a little pressure on the psyche. Therefore, until you are accustomed to this behavior of the engine-gearbox tandem, sometimes turn on the second mode - the smart variator will be armed with six fixed stages and will clearly transmit the engine’s thrust to the drive wheels. However, all this is from the evil one. The most effective is the first mode.
What about the motor? Another clerk in a good-quality, but not expensive, discreet suit, reliably doing his job. 140 forces is enough for moderately dynamic movement in city traffic - you won’t grab the stars from the sky, but you won’t hit your face in the dirt either.
The suspension, obviously, was designed in the hope that the dashing driver would never buy a Primera. By the way, this calculation turned out to be correct. We tumbled into turns at different speeds, this way and that, but, alas, we didn’t get any pleasure. There is information on the steering wheel, but the distinct roll and lack of suspension composure are more clearly perceived. But if you drive calmly, without unnecessary fuss, the car will seem comfortable. Although the energy intensity is still not enough. Especially if you get out of town onto a bumpy dirt path. Even the body asks to urgently stop this mockery - the doors creak in the openings at the most severe bends in the primer. No, hurry back to the city!
Big hopes. Nissan Primera
Any manufacturing company pins certain hopes on each of its new models. Often in this regard, loud and beautiful statements are made - a breakthrough, a revolution, a trendsetter for the next decade.
Any manufacturing company pins certain hopes on each of its new models. Often in this regard, loud and beautiful statements are made - a breakthrough, a revolution, a trendsetter for the next decade... But time is the only truly objective expert here.
About the new one fourth generation, Nissan Primera we already talked about it after its Spanish premiere last December (“Motor” #3, 2002). Then the Nissan people enthusiastically described the magical qualities of the new model, thanks to which it was supposed to successfully compete with competitors in sector D. The main emphasis was on the original design - both the body, where three traditional volumes were fused into one, and the interior with centrally located instruments . A new approach to ergonomics and safety, CVT, LCD monitor, video camera rear view, rain sensor, xenon... Just some kind of supercar.
But there were other opinions. Like, isn’t it too cool? Are Europeans ready to not only appreciate innovative design, but also decide to stand out from the crowd so much? And the rivals in the market are “not from a simple family”, the leaders are Volkswagen Passat, Ford Mondeo, Opel Vectra.
Almost six months after the new Primera appeared on the market, we can say with confidence: the company was not mistaken. Actually, this became clear immediately after the start of sales - queues lined up for the car for months in advance. And in Russia, even before the start of official sales, “gray” Primera appeared. People grabbed any - white, with 1.6-liter engines, in minimum configuration. The excitement subsided only by mid-September. There is no information from the European market yet, but in Russia everything is very good - about two hundred cars per month only through official channels. It turns out that the consumer is missing something extraordinary and even flashy.
Now regarding innovation. The CVT, a new and unknown thing, nevertheless sells well. When promoting the new transmission, the company made the right move - it equips 2-liter engines with only a manual or CVT, and 1.8-liter engines with only an automatic transmission. The people of the “belt drive” were not afraid...
In any case, it was interesting to refresh last year’s impressions of the CVT and try the new Primera to Moscow conditions. Moreover, at the test in Spain there were only pre-production cars...
Yes, Primera is really clearly visible in the herd of cars - it attracts the attention of both neighbors and pedestrians. Only a few are indifferent. And the owners of the same cars nod their heads in a friendly manner.
I liked the station wagon back in Barcelona more sedan. It seems more proportional; I can’t even call it a “barn.” Although blue is not best color For a body of this design, shadows hide a lot. Still, it’s not for nothing that almost all concepts are silver. Primera in general is not a small car (this is the custom recently: the model becomes larger with each generation, gradually “climbing out” of the boundaries of its class), but it seems even larger thanks to the high sides and blurred boundaries of volumes.
Appearances don’t deceive – it’s spacious inside. It is enough to estimate the “depth” of the front panel - to the edge windshield can't reach. There is plenty of space in all directions. From the rear even when fully retracted front seat the legs do not rest against its back. In Spain, I remember, all the cars had a “leather-electric” interior. This station wagon is simpler. The front seats have mechanical adjustments in length, backrest angle and height of the front and rear parts pillows (separately) - rotating “wheels” are responsible for this. Adjustment of the lumbar support is assigned to the lever on the back. Moreover, all of the above adjustments, without exception, are also available on the passenger seat.
The interior is grey-black. The seat upholstery and door inserts are made of suede-like material. Pleasant texture and good frictional qualities. But the plastic is cold and “ringing”. But overall the design and ergonomics are excellent. The interior leaves the impression of a cozy and friendly space.
Despite the unusual – centrally located – arrangement of the devices, they are quite convenient to use. The controls are traditional and in familiar places. The steering column is adjustable in both length and angle. Lighting control is completely entrusted to the left steering column switch. The windshield wipers hang on the right. A single control unit for the air conditioning, stereo system and on-board computer, similar to a computer keyboard, replaces the traditional center console. It is located conveniently, the hand does not hang in the air. Of course, there is no navigation in the Russian version, but there is a rear-view video camera. A useful thing, considering the height of the stern and the length of the station wagon's overhang. But you still can’t do without mirrors. The black and white image on the central monitor (the signal from the video camera is transmitted there) is practically unreadable if what is being observed is not sufficiently lit - for example, it is in the shadows. Even flashlights don't help at night reverse.
Visibility is generally good, despite the thick pillars. It sits high even with the seats down, but the edge of the hood is not visible, which is somewhat annoying at first when parking.
The trunk is large, with a “multiple” bottom: under the floor there is a “trough”, under the “trough” there is profiled foam with tools, under the foam there is a full-size “spare wheel”. The seats fold down simply - tilting the backrest, lifting the cushion and removing the headrest is not required. Separate cargo compartment from the interior there is a removable net with four attachment points.
I must say that the CVT takes some getting used to. Gas to the floor, the 2-liter 140-horsepower engine, after a little thought, reaches 5000 rpm. and it “hangs” there. Meanwhile, the car accelerates quite briskly - until you release the pedal, the speed is still the same, no shifting or throttling. But predicting the intensity and duration of acceleration is not easy at first.
The dynamics are quite enough for confident movement in traffic. But according to the “numbers”, the CVT Primera loses to the “mechanical” one by almost one and a half seconds. I’m studying the “manual” mode – six fixed gears. Shifts are quick both up and down. The engine spins up to maximum speed, then turns on automatically next gear. It’s comfortable to drive “pull”, engine braking when shifting down is effective. In general, you can have fun - but not for long, depending on your mood. Having played enough, I moved the selector to the Drive position and never left it again. When I got a little used to the miracle transmission, I realized that the dynamics of the car were not bad, and the hanging engine speed was no longer annoying, and it was possible to fool around.
In terms of handling, everything is “smooth”. Despite the rather rigid feel of the road, the Primera leans noticeably in corners and nose-dives when braking. Suspension setting is “medium”.
The car is quiet - the engine does not “press”, the road does not tire. Aerodynamic noise stands out and the interior creaks a little. The stereo system plays well, but the “ringing” door trim sings along with it.
The new Primera feels good in Russian conditions. And it seems that she herself was understood and accepted among us. And most likely they will love her - she has everything for this. In a couple of days on the streets of Moscow, I saw Primera about twenty times - mostly sedans. But hatchbacks have already gone on sale.
Main weapon. Nissan Primera
The expression “Japanese design” was once a stigma on the foreheads of Japanese automakers. High quality, reliable machines, modern design, Hi-tech– but there is no face, no “familiarity”.
The expression “Japanese design” was once a stigma on the foreheads of Japanese automakers. High-quality, reliable cars, modern design, advanced technologies - but there is no face, no “family” character. This was especially true for Toyota and Nissan. The Japanese are finally fed up with accusations of stylistic inconsistency. Toyota gave birth to the Yaris style, then it was Nissan’s turn. The first step was the X-Trail, now the new Primera.
The public first saw the appearance of the new Primera back in the fall of 2000 in Paris - there the car appeared as a Nissan Fusion concept. Disguising it as a concept was an easy deception, because by that time the project production car was already a year ready. And sure enough, they soon debuted in Japan new sedan and a station wagon, “designed for those who are one step ahead of their time”...
For creating European versions Primera needed additional time - the car had to be modified to suit local requirements and tastes, since about 80% of all cars assembled at the plant in Sunderland (UK) are supposed to be exported to the continent. And this is about 100 thousand cars per year. The company places a new Primera large hopes, hoping with its help to significantly increase its share in the European sector of the D-class car market (this includes Ford Mondeo, Volkswagen Passat and Opel Vectra).
Primera previous generation with the 1990 model platform was also of European origin and lasted on the assembly line for more than five years (since 1996), although with a thorough restyling in 1999. For all its advantages, the car had a serious drawback - its boring appearance. The same cannot be said about the new Primera. When creating it, the company abandoned its previous “less-is-more” approach. Sayonara...
Here's what Stefan Schwartz, chief designer of Nissan's European Studio, said when presenting the Fusion concept in Paris: “Imagine an ordinary, familiar car, but covered in a thick layer of snow. You see how the snow softens, smoothes out the lines, distorts the usual shapes. That's what we tried to do with Fusion. It would seem that there could be something more familiar and ordinary than a sedan. But we have challenged these orthodoxies..." Automotive press the new Primera was presented in December 2001, without waiting for the start serial production. Pre-production samples were rolled out for testing - a sedan and a station wagon, there was no hatchback. They chose a warmer country - Spain. Barcelona, temperature plus fifteen, cloudless sky - you couldn't imagine anything better...
The design of the new Primera is truly extraordinary, although it cannot be called revolutionary. The body is designed in the currently fashionable style - sharp edges formed by the intersection of “regular” surfaces of great curvature. It would seem, what else can you come up with after Ford and Audi? But Nissan designers did a good job. Due to the large angles of inclination of the surfaces of the hood and trunk, the Primera silhouette resembles a pyramid, which is emphasized by the trapezoidal window sill. You can recognize a sedan only by its lights, very similar to a hatchback - edge rear window practically extends to the edge of the trunk. In general, there is something “mini-vanish”, mono-volume about this car. Also, it should be noted, a sign of the times, just look at the Peugeot 307, Honda Civic, Toyota Corolla.
It’s hard to say whether the new Primera is beautiful, but it definitely attracts the eye. I liked the station wagon better: more elegant than the sedan, more dynamic and squat - almost a sports car. Plus cast 17-inch wheels shod with 215 tires. That's where I started.
The inside of the car is no less original than the outside. Bold sweeping lines, extensive surfaces, a “deep” front panel that smoothly turns into the doors. The interior is almost black. The seats, steering wheel and armrests are covered in expensive vinyl with white stitching. It looks rich. But the plastic is hard and loud, so we saved money. All devices are under a common visor and located in the center. Below them is a large full-color liquid crystal display on which data is displayed on-board computer, information about the operation of “music”, ventilation and navigation systems, as well as a picture (black and white) from the rear view camera. Against such a background, the faded yellowish illumination of the instruments somehow gets lost. The control panel for all this, unlike the usual console, is located almost horizontally - your hand rests like on a computer keyboard.
The control scheme is convenient and understandable - the remote control is divided into four zones: audio, navigation, climate control and multifunction buttons. The “main” controls are in place. The seat is fully electric, with lumbar support. The seating position, even when it is lowered all the way, is a bit high (again, like in a minivan). The steering wheel seemed too thin in cross-section, the column is adjustable both in angle (the range is too small) and in length. The steering column switches are made in Japanese: the left controls all the lighting equipment, and the right controls the windshield wipers. The armrest could have been higher.
There is plenty of legroom in the second row, even if the front seats are moved back as far as possible; There is also enough “vertical” space, but the third one is clearly superfluous here.
The trunk lid is unlocked with a separate button on the remote control. Lots of locked drawers. Under the floor there is a removable trough, under it there is a tray for tools, and even lower there is a full-size “spare wheel”. The curtain and mesh are rolled into one removable box. On back side The trunk lids have convenient handles for closing; for some reason they were considered unnecessary in the sedan. All doors close easily and unambiguously.
I got a station wagon with a 2 liter 140-horsepower engine and a six-speed manual transmission. At idle, the engine makes itself known with barely noticeable vibrations on the floor and gearbox lever. The dynamics are as expected, smooth, with a slight pickup after 4000 rpm. “Six-speed” is, of course, cool, but on a station wagon with a 2 liter engine, in my opinion, it is not very appropriate. The transmissions are short, and you have to go through them quite often. Family "barn" for a hot driver...
The selectivity is not bad, although several times I turned on the fourth instead of the sixth. Two liters of engine was enough both in the city and outside it. Fifth gear can “pull” from 50 km/h.
A sedan with a 2-liter engine is practically no different from a station wagon on the move. A car with a 1.8-liter engine is not much inferior to it, however, it will be noisier. This is especially noticeable on the highway - after 150 km/h the decibels are already annoying. And with five-speed gearbox somehow more comfortable.
More interesting is a sedan with a 2 liter engine and a CVT, with the ability to forcefully select one of six fixed gears. IN automatic mode“switching” occurs faster than most automatic transmissions. But in some cases (for example, after gaining the desired speed and then maintaining it), when the “automatic” would move to a higher level, the variator “freezes”. And everything would be fine if at speeds above 4000 the engine did not begin to howl strainedly, asking for mercy. Some are also mixed in extraneous sounds as if the clutch is slipping. However, this can be easily corrected by using the “manual” mode. And, of course, the ratio of speed (dynamics) and engine speed, typical of cars with a CVT, is unusual.
The Primera with a 126-horsepower 2.2-liter turbodiesel is also equipped with a 6-speed gearbox. This is generally incomprehensible - a high-torque diesel engine would have had enough of a 4-speed gearbox. Besides this, I remember two things: noisy and shaking. We can only hope that these are problems only with the pre-production sample. There is also a modification of the car with a 1.6-liter engine, but, to everyone’s joy, it was not included in the test. And in Russia it is unlikely to be popular.
The chassis is without revelations. A little harsh, and roll could be less. The onset of sliding is quite predictable, and therefore easy to combat. The Primera confidently maintains a straight trajectory almost up to the maximum speed. The steering wheel is heavy, you can’t turn it with one finger in a parking lot, but it has decent reactive action at speed. Driving along the mountain serpentines also left quite a pleasant impression.
The brakes are also without surprises - they don’t require getting used to. ABS gives you the opportunity to demonstrate your “driving” skills, and if anything happens, it will help you delicately. The vibration and noise protection of the interior is at a decent level. Aerodynamic noise starts from 120 km/h.
Visibility. External mirrors are too small. I would also like to observe the edge of the hood - the front dimensions, out of habit, are not felt at all. Even if you rest your head on the ceiling, you still can’t see. Admire the sculpted hood from the outside.
Now about the bells and whistles. First of all, a very useful thing is the navigation system. She will show you everything and even tell you in a pleasant female voice. If you make a mistake in choosing a path, you will find another and lead to your cherished goal. He will warn you in advance about the need to refuel the car and indicate where. If the driver needs to refuel, too. The system will report traffic jams, outside temperature, and impending ice conditions. In short, she will take care of you like her own mother. But not with us. And not because satellites don’t fly above us, but because it shows the way, but we only have directions.
The second “lotion” is “smart” cruise control. Using an infrared sensor, this system determines and maintains the required distance from the vehicle in front within the speed range you specify. Speed and distance are maintained by engine control and, if necessary, brakes. The future of such a miracle of technology on our roads is also vague - the outcome of its fight against Russian rudeness is ambiguous. The system will probably be “brain-eaten” by objects suddenly appearing and disappearing in front of the front bumper. In addition, there is a high probability that someone will “catch up” with you when she gives the command to the brakes to “dig in”.
But the digital rear view camera, which automatically turns on when driving in reverse, is a useful thing everywhere. It is located above rear number and is intended mainly for visually determining the distance to low objects - which are not visible in the mirrors...
It is impossible to say that the Nissan Primera is far ahead of its classmates in terms of technical and dynamic indicators. They are quite high for their class - that’s more correct. And therefore it turns out that extraordinary appearance is the main weapon of the new Primera European market.
Production began in Sunderland on 17 December 2001. First assembled car– a gunmetal-colored sedan – went to Italy. But its potential buyer, like the Russians, will have to wait for March 1 – the official start of sales.
The Nissan Primera is definitely worth buying. I declare with authority as the owner of two Example P-12s (I bought one after the other). What speaks in favor of this solution:
1. You can also buy examples that are under warranty, and Nissan’s warranty is just right - they replace any failed parts and components, including the suspension.
2. Examples ideal ratio prices, quality and quantity of the purchased car. I bought my 2006 Primu in 2008 for 550 thousand rubles. with a mileage of 45,000 km. Equipment 2.0 liters, hatchback, variator with 6 steps with manual switching, leather, electric seats, electric. sunroof, rain sensor, xenon, cruise control, climate control, alarm with volume sensors, el. mirrors, heating, etc., not to mention the rear view camera with a color display - a very useful and necessary thing. What other car (two year old, under warranty) could you get for that kind of money? The answer is none. My classmates will either have no equipment or be much older. And certainly no one will have such a tasty thing as a continuously variable variator (whoever has used it will understand) - indescribable smoothness, efficiency, quick response to the gas pedal.
3. Some reviews talk about fuel consumption, they say it’s high. I don't know what to compare it with. My ex-Example 1.6 had a consumption of 10.9 in Moscow traffic jams at average speed 21 km/h, U 2.0 Examples with a CVT at the same average speed, consumption is 12.3. I repeat once again that this is consumption when driving exclusively in traffic jams (to and from work).
Consumption on the highway with a 2.0 CVT when traveling south was 8.0 liters, and I did not limit myself in speed. I tried to achieve minimal consumption on the highway. At a constant speed of about 90 km/h on a section of 100 km (exiting Moscow along the DON highway), the consumption was 5.9 l/100 km. As for the consumption of operating fluids, I myself have never added anything to my Examples (neither oil, nor brake fluid, nor coolant) - the tightness of all systems is excellent.
4. Inability to drive away compared to Hondas, Passats, Toyotas, Audis. You will sleep peacefully.
5. Stylish car design, not outdated to this day, I especially like the hatchback - rear lights were especially successful.
6. The car is out of production - and this is also a plus. you will ride on latest model))))!!! Plus, many relatively inexpensive spare parts, including non-original ones, have appeared on the market. Lots of used spare parts.
Over the three years of operation, I have never encountered glitches in the radio due to the buttons on the steering wheel (many people point out this drawback). Some reviews mention bad velor. I don’t know, maybe the fabric isn’t very good, but the velor is very beautiful and abrasion-resistant. Leather interior- very good, with perforations, electric seats in 4 planes, although without memory.
I'm tired of bending my fingers - there are many advantages.
Many car enthusiasts are interested in the practical aspects of owning a car:
You can calculate the taxes yourself - it’s not difficult and they are small.
Fuel and operating fluid consumption is indicated above.
The cost of consumables, even among the officials, is low: oil filter- about 350 rubles, air - about 500 rubles, cabin - about 700 rubles, the engine crankcase is very small in volume (for 1.6 - only 2.9 liters), for 2.0 - a little more, the cost of the original pads front - 2600 rub. (1900 rubles for unofficials). The cost of 4 candles is 600 rubles. Just changing the oil in the variator is quite expensive (volume is 8 liters at a price of 560 rubles per liter), but this only happens at TO-60,000, TO-120,000, etc. In addition, about 4.5 liters are actually drained and refilled at the service, and if you pay attention to this, the cost of maintenance will be reduced. So the cost of the most expensive TO-60,000 cost me 11,000 rubles, including the cost Supplies(the same service from unofficials will be cheaper by a couple of thousand). Other maintenance is much cheaper (alternate every other time - 5500 rubles and 8500 rubles - replacement of air is added, cabin filter and brake fluid).
As for dynamics: officially 10.9 s. up to 100 km/h. In reality, this is how it turns out. Moreover, you can accelerate in automatic mode (in positions D and L) and in manual mode. I haven’t tried timing it with a stopwatch, but it feels like the most dynamic mode is L, then in manual mode, and only then in regular mode D. In manual mode, the desire to drive arises very rarely and quickly passes. On the highway, if you need to make a sharp overtake, just press the gas pedal to the floor - in this case, the tachometer needle instantly jumps to 5500 rpm and a further increase in speed occurs at such engine speeds until you release the gas pedal.
And another question that interests many is cross-country ability, ground clearance, etc. And in this matter Primera is at its best: short front overhang unlike many classmates (such as Peugeot 407, Honda Accord), and note that the lower part of the bumper is not parallel to the ground like most cars, but forms an angle in such a way that when parking front bumper passes freely over the curb standard size. I didn’t measure the ground clearance, but it is no less than that of the VAZ-2112 (my previous car) and much greater than that of most competitors such as the Honda Accord and Civic, Ford Focus and Mazda. The lowest point of the body is a strong metal cross-member, which also protects the muffler pipes from breakage.
I will be objective - I will dwell on the disadvantages:
The owners of Example are right - it creaks. But... everything is in your hands - it can be eliminated and does not affect the speed))))
The 1.6 manual transmission is not particularly reliable - there is such a thing - probably the only case when an automatic is more reliable than a manual.
Weakness of the suspension - maybe it’s like driving - I’ve had 2 in three years of operation. Examples: replacement of 1 front shock absorber under warranty (it’s my own fault - on high speed caught a hole, being also loaded) + 1 steering tip. I think that this is not important, especially since unofficial repairs are inexpensive.
My window regulator also broke. driver's door- the glass came unstuck from the frame - it was fixed under warranty, and there was a freon leak from the air conditioner - also under warranty.
Noise insulation is not up to par - this is a common complaint about non-premium class cars. Again, this can be eliminated either by additional noise insulation or by increasing the volume of the radio...
No mp-3 in standard radio- a real jamb, which is quite expensive to fix, of course, if you are not satisfied with the FM modulator.
The sedan has a very narrow opening between the trunk and the passenger compartment (about 75 cm). I remember that I never managed to bring a door block from the market). The hatchback does not have this drawback - its trunk is much more functional and spacious, plus a wiper with washer on the rear window...
The first generation Nissan Primera was introduced in February 1990. Less than a year later, the manufacturer released an all-wheel drive modification. The first generation car was produced in sedan, station wagon and hatchback bodies. In 1993, the range of car engines was updated. Nissan Primera rolled off the assembly line in mid-1996 new series, intended for European car enthusiasts. About 600 innovations were used in the design of the car. In the spring of 1997, the GT modification was born, equipped with a 150-horsepower engine. The new generation Nissan Primera entered production in the fall of 1999 at a plant in Sunderland, UK. The design of the car was developed by the English designer Dale Gotsel. The model was offered in four trim levels: Comfort, Sport, Lux and Elegance. In December 2001, the Sunderland plant began Nissan release Primera new generations in station wagon and sedan bodies. In the summer of 2002, the line of bodies was replenished with a five-door hatchback created for the European market. The car became the most revolutionary new product in the entire history of the automaker. The model was equipped with the already well-known 1.6-liter QG16 engine, developing power up to 109 Horse power. In addition, the car was equipped with a 116-horsepower QG engine, a 140-horsepower QR20 unit and a 126-horsepower YD22 turbodiesel.
Technical characteristics of Nissan Primera
sedan
- width 1,760mm
- length 4,567mm
- height 1,482mm
- ground clearance 168mm
- seats 5
| Engine | Name | Price | Fuel | Drive unit | Consumption | Up to a hundred |
|---|---|---|---|---|---|---|
| 1.6MT (109 hp) | comfort | AI-95 | Front | 6 / 9,3 | 12.6 s | |
| 1.8MT (116 hp) | comfort | AI-95 | Front | 6,1 / 9,6 | 11.9 s | |
| 1.8 AT (116 hp) | comfort | AI-95 | Front | 6,6 / 10,4 | 13.6 s | |
| 2.0MT (140 hp) | comfort | AI-95 | Front | 6,7 / 11,7 | 9.6 s | |
| 2.0 CVT (140 hp) | elegance | AI-95 | Front | 7 / 11,9 | 13.6 s |
hatchback
Average car
- width 1,760mm
- length 4,567mm
- height 1,482mm
- ground clearance 168mm
- seats 5
| Engine | Name | Price | Fuel | Drive unit | Consumption | Up to a hundred |
|---|---|---|---|---|---|---|
| 1.6MT (109 hp) | comfort | AI-95 | Front | 6 / 9,3 | 12.6 s | |
| 1.8MT (116 hp) | elegance | AI-95 | Front | 6,1 / 9,6 | 11.9 s | |
| 1.8 AT (116 hp) | comfort | AI-95 | Front | 6,6 / 10,4 | 13.6 s | |
| 2.0 CVT (140 hp) | elegance | AI-95 | Front | 7 / 11,9 | 13.6 s |
station wagon
Average car
- width 1,760mm
- length 4 675mm
- height 1,480mm
- ground clearance 168mm
- seats 5
Test drives Nissan Primera
All test drives
Secondary market November 24, 2007 Strong middle peasants (Honda Accord, Mazda 6, Nissan Primera, Toyota Avensis)
Cars from the Land of the Rising Sun are traditionally famous high quality and reliability. This may well become the main criterion for choosing a car. And if it is purchased for a family of three or four people, then it makes sense to pay attention to models of the European size segment “D”, which we often call “family”. They are also relatively inexpensive, spacious and not too burdensome to operate. Our review includes the seventh generation Honda Accord, Mazda 6 and Nissan Primera, produced since 2002, as well as the second generation Toyota Avensis, which first rolled off the assembly line in 2003. We will mainly talk about sedans, which are more often than other modifications found on the secondary Russian market. All cars had front-wheel drive, only the Mazda station wagon was equipped with all-wheel drive transmission with manual and automatic transmissions. Nissan can also be equipped with a CVT. The engines are mostly four-cylinder, only the Accord and Mazda 6 for the American market have a V6.
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Comparison test
May 10, 2007 European approach(Citroen C5, Ford Mondeo, Mazda 6, Nissan Primera, Opel Vectra, Skoda Octavia) Our market offers many different middle-class hatchbacks. Among them you can choose to your taste both a modest “workhorse” and a high-speed model with powerful motor V6. But we must take into account the specifics Russian market: Dealers do not always have “family” hatchbacks in stock. In some cases, you will have to order a car.
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“Family cars” (Citroen C5, Mazda 6, Nissan Primera, Opel Vectra, Peugeot 407 SW, Renault Laguna, Saab 9-3 Sport Combi, Skoda Octavia, Toyota Avensis, Volkswagen Passat) 
Comparison test
The mentality of Russian car buyers is gradually approaching the European one. Judge for yourself: in recent years, the demand for compact models Class "B" cars, the most popular cars in the Old World, have grown exponentially, and for some of them there is a months-long waiting list. The same picture is observed in the golf segment. But with middle-class cars in the West, an interesting trend can be seen: almost half of them are bought with a station wagon body. In our country, sedans are still more popular, but the share of station wagons is gradually growing. After all, they fully correspond to the concept of a “family” car.
Strong middle peasants (Honda Accord, Mitsubishi Galant, Nissan Primera, Toyota Avensis)
Secondary market According to statistics, Russians with average incomes often choose cars in the European “D” size segment, which are usually called “family cars”. They are relatively inexpensive, spacious, and easy to maintain and repair. A Japanese models They are also famous for their reliability.. Today we will talk about the sixth generation of the Honda Accord (1998-2003), the Mitsubishi Galant, discontinued in 2003, the Nissan Primera (1999-2003) and the first generation “Toyota Avensis” (1998-2003). We will mainly talk about sedans, which are more often than other modifications found on our secondary market. All vehicles are front-wheel drive, with manual or automatic transmissions. Engines are mainly 4-cylinder. Only the Accord and Galant, which are presented to buyers as cars with a sporty character, had a V6 in their arsenal.
(sedan) 
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The Primera had sedan and hatchback versions. In addition, a station wagon was sold in Europe Japanese made, but it was an analogue model and differed from the sedan and hatchback in design. Cars for the European market were equipped with 1.6 (90 hp) and 2.0 (115 or 150 hp) gasoline engines, as well as two-liter diesels. Transmissions are five-speed manual or four-speed automatic.
The Nissan Primera for the Japanese market was equipped with 1.8 and 2.0 liter petrol engines, also local market There was a version with all-wheel drive transmission.
| Version | Engine model | engine's type | Volume, cm3 | Power, l. With.Note | |
| Primera 1.6 | GA16DS | R4, petrol | 1597 | 90 | 1990-1993, Europe |
| Primera 1.6 | GA16DE | R4, petrol | 1597 | 90 | 1993-1997, Europe |
| Primera 1.8 | SR18Di | R4, petrol | 1838 | 110 | 1990-1992, Japan |
| Primera 1.8 | SR18DE | R4, petrol | 1838 | 125 | 1992-1995, Japan |
| Primera 2.0 | SR20Di | R4, petrol | 1998 | 115 | 1990-1993, Europe |
| Primera 2.0 | SR20DE | R4, petrol | 1998 | 115 | 1993-1997, Europe |
| Primera 2.0 | SR20DE | R4, petrol | 1998 | 150 | 1990-1996, Europe, Japan |
| Primera 2.0 TD | CD20 | R4, diesel | 1974 | 75 | 1990-1997, Europe |
2nd generation (P11), 1995–2002
The second generation “Examples” entered the Japanese market in 1995; the model appeared in Europe in 1996. The car, as before, was produced at factories in the UK and Japan, in model range there were versions with sedan, hatchback and station wagon bodies, and on American market the car was sold under a luxury brand.
The second generation Nissan Primera was built entirely new platform, cars for the European market were equipped with 1.6 and 2.0 petrol engines, as well as a two-liter turbodiesel. The Japanese version was equipped with 1.8 and 2.0 liter engines, the most powerful of which developed 190 hp. With.
Transmissions are five-speed manual or four-speed automatic, and in Japan, as before, a version with an all-wheel drive transmission was available.
In 1999, the model was restyled, as a result of which the Nissan Primera received an updated design and modernized power units. A 1.8-liter engine appeared in Europe, and a CVT began to be offered for two-liter cars (the CVT became available on the Japanese market back in 1997).
Sales of the second generation model in Japan continued until 2000, and in the European market until 2002.
Nissan Primera engine table
| Version | Engine model | engine's type | Volume, cm3 | Power, l. With.Note | |
| Primera 1.6 | GA16DE | R4, petrol | 1597 | 90 / 99 | 1996-2000, Europe |
| Primera 1.6 | QG16DE | R4, petrol | 1597 | 106 | 2000-2002, Europe |
| Primera 1.8 | SR18DE | R4, petrol | 1838 | 125 | 1995-1998, Japan |
| Primera 1.8 | QG18DE | R4, petrol | 1769 | 113 | 1999-2002, Europe |
| Primera 1.8 | QG18DE | R4, petrol | 1769 | 125 | 1998-2000, Japan |
| Primera 1.8 | QG18DD | R4, petrol | 1769 | 130 | 1998-2000, Japan |
| Primera 2.0 | SR20DE | R4, petrol | 1998 | 115 / 131 / 140 | 1996-2002, Europe |
| Primera 2.0 | SR20DE | R4, petrol | 1998 | 150 | 1995-2000, Europe, Japan |
| Primera 2.0 | SR20VE | R4, petrol | 1998 | 190 | 1997-2000, Japan |
| Primera 2.0 TD | CD20T | R4, diesel, turbo | 1974 | 90 | 1996-2002, Europe |
3rd generation (P12), 2001–2007
The third generation Nissan Primera debuted in Japan in 2001, and in 2002 the model appeared in Europe. The car received a completely new original design of the body and interior with instruments in the center of the front panel, the range of bodies remained the same - sedan, hatchback (not sold on the Japanese market) and station wagon.
Cars for Europe were equipped with petrol engines 1.6 (109 hp), 1.8 (116 hp) and 2.0 (140 hp), as well as turbodiesels with a volume of 1.9 and 2.2 liters (116–139 strength). Depending on the modification, buyers were offered cars with a manual transmission, a four-speed automatic transmission or a CVT. In Russia, the model was officially offered with gasoline engines, and a small batch of cars with 2.2-liter diesel engines was also delivered to the country.
“Examples” for the Japanese market were equipped with the same 1.8- and 2.0-liter gasoline engines (125–204 hp), as well as a new 2.5-liter engine with direct injection power 170 hp With. Local buyers have traditionally had the opportunity to purchase cars with all-wheel drive.
In Japan, sales of the model ended in 2005, it was replaced by a second-generation sedan, and in the European market, the Nissan Primera lasted until 2007, but due to low demand, the car did not have a successor.
Nissan Primera engine table
| Version | Engine model | engine's type | Volume, cm3 | Power, l. With.Note | |
| Primera 1.6 | QG16DE | R4, petrol | 1597 | 109 | 2002-2007, Europe |
| Primera 1.8 | QG18DE | R4, petrol | 1769 | 116 | 2002-2007, Europe |
| Primera 1.8 | QG18DE | R4, petrol | 1769 | 125 | 2002-2005, Japan |
| Primera 2.0 | QR20DE | R4, petrol | 1998 | 140 | 2002-2007, Europe |
| Primera 2.0 | QR20DE | R4, petrol | 1998 | 150 | 2001-2005, Japan |
| Primera 2.0 | SR20VE | R4, petrol | 1998 | 204 | 2001-2003, Japan |
| Primera 2.5 | QR25DE | R4, petrol | 2488 | 170 | 2001-2005, Japan |
| Primera 1.9 dCi | Renault F9Q | R4, diesel, turbo | 1870 | 116 / 120 | 2002-2007, Europe |
| Primera 2.2 dCi | YD22DDT | R4, diesel, turbo | 2184 | 126 / 139 | 2002-2007, Europe |
The first model Nissan car Motorists saw the Primera in 1990, which replaced the previously popular Bluebird. The same year became significant for the car, as it became a prize-winner of the “Car of the Year” automobile competition, which is held annually in Europe. This achievement is still the highest for this brand. The Nissan Premiere is available in two body types: hatchback or sedan.
Somewhat later, namely in the fall of 1990, a model of this brand with all-wheel drive saw the light of day. The first generation Primera had a P10 body, and the W10 body was intended for the station wagon. There was a big difference between the cars, despite the use of the same power units, similar interiors, and other factors. The station wagon was produced until 1998 in Japan, and the P10 was produced on the islands of Foggy Albion.
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The main difference between these models is the suspension design. For a sedan, a three-link front suspension is installed, while for station wagons, MacPherson struts and a dependent beam are used. The rear beam is practically “eternal”, but the car’s handling is noticeably worse. The rigidity of the multi-link suspension provides high comfort when driving a sedan or hatchback. It is these qualities that are highly valued by the owners of this brand, as evidenced by numerous reviews from drivers.
In the photo there is a Nissan Primera car in the third generation:
What engines were installed on cars of different years of production?
In the first Nissan generation Primera was produced until 1997. In the markets of many European countries, cars were supplied with engines that ran on both gasoline and diesel fuel. The first had a working volume of 1.6 or 2.0 liters, and a diesel engine of 2000 cm 3.
First generation Nissan Primera engines:
| Car | engine's type | Motor | Working volume in l | Power indicators, hp | Notes |
|---|---|---|---|---|---|
| Primera 1.6 | R4, gasoline | GA16DS | 1.6 | 90 | 1990-1993 Europe |
| Primera 1.6 | R4, gasoline | Ga16DE | 1.6 | 90 | 1993-1997 Europe |
| Primera 1.8 | R4, gasoline | SR18Di | 1.8 | 110 | 1990-1992, Japan |
| Primera 1.8 | R4, gasoline | SR18DE | 1.8 | 125 | 1992-1995, Japan |
| Primera 2.0 | R4, gasoline | SR20Di | 2 | 115 | 1990-1993, Europe |
| Primera 2.0 | R4, gasoline | SR20DE | 2 | 115 | 1993-1997, Europe |
| Primera 2.0 | R4, gasoline | SR20DE | 2 | 150 | 1990-1996, Europe, Japan |
| Primera 2.0 TD | R4, diesel | CD20 | 1.9 | 75 | 1990-1997, Europe |
The gearbox could be manual or automatic. The first has five stages, and for automatic machines there are only four.
The second generation (P11) was produced from 1995 to 2002, and the car appeared in Europe in 1996. Production, as before, was organized in countries such as Japan and Great Britain. The buyer could purchase vehicle with sedan, hatchback or station wagon bodies, and in Japan you could buy a car with all-wheel drive. The kit included manual five-speed or four-speed automatic boxes. At the car market in Japan, you could buy a car with all-wheel drive.
There was a restyling of this brand, which was carried out in 1996. The modernization affected not only the car’s engines, but also its appearance. Engines with a displacement of two liters began to be equipped with a variator instead of a traditional gearbox. Sales of cars produced by the second generation in Japan continued until the end of 2000, and in European countries somewhat longer, until 2002.
Power units for Nissan Primera released in the second generation
| Car | engine's type | Motor | Working volume in l | Power indicators, hp | Notes |
|---|---|---|---|---|---|
| Primera 1.6 | R4, gasoline | GA16DE | 1.6 | 90/99 | 1996-2000, Europe |
| Primera 1.6 | R4, gasoline | QG16DE | 1.6 | 106 | 2000-2002, Europe |
| Primera 1.8 | R4, gasoline | SR18DE | 1.8 | 125 | 1995-1998, Japan |
| Primera 1.8 | R4, gasoline | QG18DE | 1.8 | 113 | 1999-2002, Europe |
| Primera 1.8 | R4, gasoline | QG18DE | 1.8 | 125 | 1998-2000, Japan |
| Primera 1.8 | R4, gasoline | QG18DD | 1.8 | 130 | 1998-2000, Japan |
| Primera 2.0 | R4, gasoline | SR20DE | 2 | 115/131/140 | 1996-2002, Europe |
| Primera 2.0 | R4, gasoline | SR20DE | 2 | 150 | 1995-2000, Europe, Japan |
| Primera 2.0 | R4, gasoline | SR20VE | 2 | 190 | 1997-2000, Japan |
| Primera 2.0 TD | R4, diesel, turbo | CD20T | 1.9 | 90 | 1996-2002, Europe |
Nissan Primera produced since 2001
For the third generation of Nissan in Japan, 2001 became significant, and the next year, 2002, motorists in European countries could see it. Big changes subjected to appearance auto and interior decoration body The power units were used to run on gasoline and turbodiesel, and the transmission used mechanical, automatic transmission, as well as CVT systems. Vehicles with engines running on gasoline, as well as a number of 2.2 liter diesel engines, were officially supplied to the regions of the Russian Federation. 
Engines of the third generation Nissan Premiere:
| The model of car | Engine | Motor modification | Working volume in l | Power indicators, hp | Notes |
|---|---|---|---|---|---|
| Premiere 1.6 | QG16DE | R4, petrol | 1.6 | 109 | 2002-2007, Europe |
| Premiere 1.8 | QG18DE | R4, petrol | 1.8 | 116 | 2002-2007, Europe |
| Premiere 1.8 | QG18DE | R4, petrol | 1.8 | 125 | 2002-2005, Japan |
| Premiere 2.0 | QR20DE | R4, petrol | 2 | 140 | 2002-2007, Europe |
| Premiere 2.0 | QR20DE | R4, petrol | 2 | 150 | 2001-2005, Japan |
| Premiere 2.0 | SR20VE | R4, petrol | 2 | 204 | 2001-2003, Japan |
| Premiere 2.5 | OR25DE | R4, petrol | 2.5 | 170 | 2001-2005, Japan |
| Premiere 1.9dci | Renault F9Q | R4, diesel, turbo | 1.9 | 116/120 | 2002-2007, Europe |
| Premiere 2.2 dci | YD22DDT | R4, diesel, turbo | 2.2 | 126/139 | 2002-2007, Europe |
Which motors are most popular?
It should be noted that manufacturers equip cars with a wide variety of power units. These can be either gasoline or diesel engines. Among gasoline engines, noteworthy is a 1.6-liter engine with multipoint injection or a two-liter mono-injector. Many Nissan Primera P11 cars drive on the roads with the SR20DE engine.
The second generation Nissan Primera P11 consumes from 8.6 to 12.1 liters of fuel with a range of 100 km on city streets. On country roads, consumption is less, it will be 5.6-6.8 liters per hundred kilometers. Fuel consumption largely depends on the driving style of the car, its operating conditions, technical condition car. Oil consumption begins to increase as mileage increases. 
Which engine is better
Many potential buyers of this car model are faced with this choice. Before choosing a specific motor, you should consider some factors:
- Operating conditions of the vehicle.
- Driving style.
- Estimated annual vehicle mileage.
- Fuel used.
- The type of transmission installed on the vehicle.
- Other factors.
For those owners who do not plan to use the car with a full load in the future and travel at high speeds, an engine with a displacement of 1600 cm 3 is suitable. Fuel consumption will also not be too high; 109 horses will provide such owners with the necessary comfort.
The best option may be to install an engine with a displacement of 1.8 liters, the power of which is 116 hp. An increase in engine displacement made it possible to improve the power and dynamic performance of the car. Best performance reach when a manual gearbox is paired with this engine. An automatic machine will require more than powerful engine. Two liters, which is about 140 horses, is perfect for such a transmission. Ideally, a CVT will be used in tandem with this engine.
The hydromechanical automatic machine can without special problems last more than 200 thousand km. The variator of these cars is very sensitive to bad roads and aggressive driving style. Diesel power units on automotive market RF and CIS countries are rare. They showed themselves to be very good both in terms of reliability and efficiency. They run on domestic diesel fuel without any problems. The belt in the timing mechanism drive works for the 100 thousand kilometers it is supposed to run, and the roller in the tension mechanism is twice as long.
In conclusion, it can be noted that when purchasing a Nissan Primera owner receives a profitable purchase of goods in terms of price-quality ratio. The costs of maintaining and maintaining this car will not be very burdensome for a family with a modest budget.
