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Nissan Micra review: diesel version tested

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Nissan Micra review: diesel version tested | Top Gear

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New Micra is quite good. Honest. We drive the diesel in the UK

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Nissan Micra review: diesel version tested

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Which Nissan Micra is this? The 1.5-litre diesel, which, until Nissan decides to give their new hatchback an engine with more than 100bhp (quickly, please), is the fastest Micra you can buy. It has the same 89bhp as the 0.9-litre turbo petrol most will quite rightly go for, but there’s more torque. 162lb ft versus just 103lb ft, so despite the extra 60kg, it’s 0.3secs quicker to 62mph (11.9secs). Feels it, too. The gearbox is a five-speed manual borrowed from Renault, like the engine. Nissan claims 88.3mpg and 85g/km of CO2.

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Nissan Micra review: diesel version tested

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New Micra is quite good. Honest. We drive the diesel in the UK

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Nissan Micra review: diesel version tested

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New Micra is quite good. Honest. We drive the diesel in the UK

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New Micra is quite good. Honest. We drive the diesel in the UK

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Which Nissan Micra is this? The 1.5-litre diesel

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until Nissan decides to give their new hatchback an engine with more than 100bhp (quickly

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is the fastest Micra you can buy. It has the same 89bhp as the 0.9-litre turbo petrol most will quite rightly go for

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but there’s more torque. 162lb ft versus just 103lb ft

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it’s 0.3secs quicker to 62mph (11.9secs). Feels it

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too. The gearbox is a five-speed manual borrowed from Renault

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like the engine. Nissan claims 88.3mpg and 85g/km of CO2. The new Micra’s quite good

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right? Indeed. “Micra” has become a bit of a byword for “cheap tat” – mostly because some older ones were just that – but this one changes things. It may be based on a (very) heavily revised version of the ‘V’ platform as used by the outgoing Micra

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but you’d never know. That was a ‘world car’ built to satisfy the needs and demands of not just Europe

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South America and so-on. This one’s specifically designed for Europe

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78mm wider and 55mm lower. More stylish and better equipped

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with tech from the Qashqai. While the outgoing car competed with Sanderos and the like

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Polos and Clios. And the price has risen accordingly

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795. And how’s the diesel? Refined and punchy enough (for its size)

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but our money would still go on the turbo petrol. You feel the extra weight over the nose (not as much here as elsewhere in the segment

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so while the diesel Micra still handles well

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it’s not quite as light-footed as the petrol. Doesn’t ride quite as well

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either. The only real reason to go diesel is if you’re doing most of your driving on motorways

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you shouldn’t be buying a supermini anyway. Extra torque is welcome

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but because the gearing’s still really long

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having to downshift through one or two gears up hills or as you pull into the outside lane is as common here as it is in the petrol. What about the rest of it? Same as the petrol Micra

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which is pretty good. A well thought-out interior

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good tech and many safety features. Couple of irritations

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mind. Even top-spec cars only get electric windows in the front

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and if you specify built-in nav (or are forced into it by getting a high-trim)

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you lose Apple CarPlay – which is standard only on the mid-grade Acenta. The gear-lever is too long of throw

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and while there’s much adjustment in the seat and wheel

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the clutch pedal is set too high. And there’s no foot-rest. For more on the new Micra

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New Micra is quite good. Honest. We drive the diesel in the UK

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Which Nissan Micra is this?

The 1.5-litre diesel, which, until Nissan decides to give their new hatchback an engine with more than 100bhp (quickly, please), is the fastest Micra you can buy.

It has the same 89bhp as the 0.9-litre turbo petrol most will quite rightly go for, but there’s more torque. 162lb ft versus just 103lb ft, so despite the extra 60kg, it’s 0.3secs quicker to 62mph (11.9secs). Feels it, too. The gearbox is a five-speed manual borrowed from Renault, like the engine. Nissan claims 88.3mpg and 85g/km of CO2.

The new Micra’s quite good, right?

Indeed. “Micra” has become a bit of a byword for “cheap tat” – mostly because some older ones were just that – but this one changes things. It may be based on a (very) heavily revised version of the ‘V’ platform as used by the outgoing Micra, but you’d never know. That was a ‘world car’ built to satisfy the needs and demands of not just Europe, but Asia, South America and so-on. This one’s specifically designed for Europe, so it’s 174mm longer, 78mm wider and 55mm lower.

More stylish and better equipped, too, with tech from the Qashqai. While the outgoing car competed with Sanderos and the like, this one aims for Fiestas, Polos and Clios. And the price has risen accordingly, from £7,995 to £13,795.

And how’s the diesel?

Refined and punchy enough (for its size), but our money would still go on the turbo petrol. You feel the extra weight over the nose (not as much here as elsewhere in the segment, admittedly), so while the diesel Micra still handles well, it’s not quite as light-footed as the petrol. Doesn’t ride quite as well, either.

The only real reason to go diesel is if you’re doing most of your driving on motorways, though we’d argue if that’s the case, you shouldn’t be buying a supermini anyway. Extra torque is welcome, but because the gearing’s still really long, having to downshift through one or two gears up hills or as you pull into the outside lane is as common here as it is in the petrol.

What about the rest of it?

Same as the petrol Micra, which is pretty good. A well thought-out interior, decent material quality, good tech and many safety features. Couple of irritations, mind. Even top-spec cars only get electric windows in the front, and if you specify built-in nav (or are forced into it by getting a high-trim), you lose Apple CarPlay – which is standard only on the mid-grade Acenta. The gear-lever is too long of throw, and while there’s much adjustment in the seat and wheel, the clutch pedal is set too high. And there’s no foot-rest. For more on the new Micra, check out our full review.

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Which Nissan Micra is this?

The 1.5-litre diesel, which, until Nissan decides to give their new hatchback an engine with more than 100bhp (quickly, please), is the fastest Micra you can buy.

It has the same 89bhp as the 0.9-litre turbo petrol most will quite rightly go for, but there’s more torque. 162lb ft versus just 103lb ft, so despite the extra 60kg, it’s 0.3secs quicker to 62mph (11.9secs). Feels it, too. The gearbox is a five-speed manual borrowed from Renault, like the engine. Nissan claims 88.3mpg and 85g/km of CO2.

The new Micra’s quite good, right?

Indeed. “Micra” has become a bit of a byword for “cheap tat” – mostly because some older ones were just that – but this one changes things. It may be based on a (very) heavily revised version of the ‘V’ platform as used by the outgoing Micra, but you’d never know. That was a ‘world car’ built to satisfy the needs and demands of not just Europe, but Asia, South America and so-on. This one’s specifically designed for Europe, so it’s 174mm longer, 78mm wider and 55mm lower.

More stylish and better equipped, too, with tech from the Qashqai. While the outgoing car competed with Sanderos and the like, this one aims for Fiestas, Polos and Clios. And the price has risen accordingly, from £7,995 to £13,795.

And how’s the diesel?

Refined and punchy enough (for its size), but our money would still go on the turbo petrol. You feel the extra weight over the nose (not as much here as elsewhere in the segment, admittedly), so while the diesel Micra still handles well, it’s not quite as light-footed as the petrol. Doesn’t ride quite as well, either.

The only real reason to go diesel is if you’re doing most of your driving on motorways, though we’d argue if that’s the case, you shouldn’t be buying a supermini anyway. Extra torque is welcome, but because the gearing’s still really long, having to downshift through one or two gears up hills or as you pull into the outside lane is as common here as it is in the petrol.

What about the rest of it?

Same as the petrol Micra, which is pretty good. A well thought-out interior, decent material quality, good tech and many safety features. Couple of irritations, mind. Even top-spec cars only get electric windows in the front, and if you specify built-in nav (or are forced into it by getting a high-trim), you lose Apple CarPlay – which is standard only on the mid-grade Acenta. The gear-lever is too long of throw, and while there’s much adjustment in the seat and wheel, the clutch pedal is set too high. And there’s no foot-rest. For more on the new Micra, check out our full review.