Holden Cruze SRi-V v Nissan Pulsar SSS 2013 Comparison

Not so much:
>> Small wheel/tyre package diminishes dynamics
>> Undersized fuel tank
>> Not enough differentiation from lesser models

We all get the performance hatch formula by now. Take a ‘cooking’ model, add a spiced-up engine, a twist of chassis dynamism and a generous helping of standard equipment and you have a dish which should please buyers and bean-counters alike.

Of course, there is a mix and match of quantities – depending on which manufacturer is blending the recipe. Some are served piping hot and expensive; others, like our protagonists hereabouts, are delivered warm but value-packed.

Holden’s latest Cruze SRi-V now packs a 1.6-litre turbo-petrol four and is listed at $26,490 (plus on-road costs) with the six-speed manual or $28,690 with the six-speed automatic as tested. This is an impressive $3100 cheaper than the previous 1.4-litre model in auto form and exactly $1000 less than Nissan’s reborn Pulsar SSS in six-speed manual. Opt for the CVT ‘self-shifter’ and SSS becomes $32,290. Immediately, Cruze makes a solid value proposition – but can it deliver as a driver’s car the way a warm hatch should?

In contrast the Pulsar SSS delivers 140kW at 5600rpm and 240Nm from a low 2000rpm. This is coupled to a six-speed manual in the car tested.

Although close on paper, in reality these engines feel poles apart. The SSS is instantly eager and responsive from low revs, building acceleration smoothly with a meaty surge from its torque peak to 4000rpm. It then revs out keenly, though it’s not really necessary with all that torque on tap lower down.

This is one ‘hot’ engine, though it’s let down somewhat by a gearshift which is a little long-limbed, lacking the pinpoint aggression of something like Renault’s outgoing Clio RS 200. Not that it matters too much; you can drive around most suburban areas in fourth gear with the Nissan.

Jump into the Cruze, and the initial step-off is impressive, belying its 189kg kerb weight disadvantage versus the SSS (1493kg against 1304kg). As the engine moves through its rev range, however, the Cruze seems to surge and stutter, almost as if the ECU is reserving torque to be released in segments. Interestingly this stilted delivery is not solely the preserve of the auto; a manual car previously sampled had a similar tendency.

In its favour the auto gearbox did allow a wide range of control in manual mode, holding onto selected gears without forcing a kickdown. Shifting was smooth and rapid.

A look at the VBOX-assessed performance figures (conducted in wet conditions) tends to bear out the subjective assessment, with the Cruze getting away better than the Pulsar (thanks mostly to a lack of traction in the SSS) before the Nissan surges ahead:

On-test fuel consumption also fell the Nissan’s way. The SSS returned 9.0L/100km versus the Holden’s 11.9L/100km – although the Nissan’s 52-litre tank somewhat negates this. The Cruze has 60 litres capacity.

The Holden, like the Nissan, utilises electric steering and it proved to be immediately responsive but overly light, returning little discernible information from the tyres no matter how much steering input was demanded.

Into a lumpy-surfaced, downhill braking zone, the Cruze displayed good body control, taking the bumps in its stride

Yet the Cruze SRi-V also rides well and the grip generated from its meaty 235/45R 18 Bridgestone RE050As is impressive with little understeer evident. Body roll is negligible and there’s no fear of breaking traction and little trace of torque steer, even on-throttle over bumps.

In short, the Holden is an efficient, safe way to make progress, but there is little ‘involvement’ on-hand for the driver. A benign rear end and lack of throttle adjustability sees it falling short in the entertainment stakes.

Cornering the Pulsar SSS, the differences are obvious, each bombarding you for attention. Firstly, the steering is slower to react but feels more natural once the car is settled. This settling takes longer than in the Cruze, as the Nissan tends to roll noticeably onto its outside front corner before meaningful direction change occurs.

Grip levels feel lower here, largely due to the SSS giving away 30mm in tread width and running less performance-oriented Continental PremiumContact 2s in 205/50R 17 section.

If anything the SSS rides smooth roads better than the already-impressive Cruze. However, when you introduce it to more broken road surfaces, a lack of comparative body control is revealed.

Into a bumpy braking zone, the Pulsar is slower to return the wheel to the surface and you can feel it clawing for traction as the anti-lock braking system intervenes.

On corner exit, where full throttle is possible, this same lack of body control, narrower tyres and more low-down torque contrive to spin up the inside-front wheel unless you are tentative with the throttle application.

And that’s where the key difference lies – the Pulsar may be less composed and grippy, but for those who enjoy interactivity, it is preferable. The accelerator can be used to adjust the cornering line and you can more completely feel what is going on at the contact points.

Where the Cruze scores a big advantage is in its braking. Both run four-wheel discs but the Cruze’s pedal feel is better right from the top of its travel. Indeed, the Holden inspires more braking confidence than the Nissan which feels under-braked given its performance potential. Again, the VBOX data fleshes this out:

Braking performance (60-0km/h, wet conditions)
Cruze SRi-V: 2.0sec, 16.3m
Pulsar SSS: 2.6sec, 21.8m

Cruze SRi-V is generously equipped, with highlights including six airbags, keyless entry/go, Bluetooth capable six-speaker stereo with voice recognition (for the ‘MyLink’ control unit) and rear-vision camera. There's also heated front leather seats, climate control and those showy 18-inch alloys. Curiously, it does without sat-nav.

The rather bulbous body of the Pulsar SSS makes the 17-inch alloys look small, but it does get sat-nav to go with its reversing camera, even if it’s on a smaller screen than that found in the Cruze.

The SSS also employs six airbags and sports keyless entry/go, six-speaker stereo with Bluetooth, dual-zone climate control (with vents to rear) and partial leather pews.

In terms of practicality, the choice depends on personal preference. The Cruze has a larger boot with 413 litres capacity, the Pulsar only 310 litres. Both house a space-saver spare under the floor, and utilise a 60/40 split-fold for the rear seats.

The Nissan gets back at the Holden with a more spacious, comfortable interior. Headroom is comparable and both cars have good foot room, but the Pulsar offers more rear knee-room and cabin width for rear passengers. The rear seats also have more cushioning in the Pulsar.

There’s more switchgear in the Cruze but it is better laid-out. In contrast important items like the starter button and mirror adjustment switches are hard to locate in the Pulsar (being hidden from view by the steering wheel upon initial acquaintance). Bluetooth systems in both cars are thankfully easy to operate.

Both vehicles are well finished overall but the Cruze does have the edge in under-bonnet presentation. The SSS loses out with exposed tape and flexible, flimsy plastics in the engine bay.

Looking at the respective service plans, the SRi-V gains more points with its nine-month/15,000km service intervals against the six-month/10,000km of the SSS. Both come with the standard three-year/100,000km warranty.

Nissan capped-price servicing offers six years (or 12 services) for the Pulsar with the first (at six months) costing $246.15. Holden offers three years (four services) for the Cruze, the cap set at only $185.00.

HOME STRETCH
Offered the choice of contenders to take home, our decision is instant: Pulsar SSS.

The Nissan’s combination of cracking engine, amenable ride, chassis engagement, standard equipment and interior space makes it superior to the Cruze in both the practical and performance sense.

Cruze claws back ground with its more sophisticated styling (inside and out) and higher outright grip. It also beats SSS on price and fit/finish, but the bottom line is relatively simple: the Pulsar is a lot more fun for a little more money.