The last representative that closes the line of cars in the middle segment of the Nissan Primera is the Nissan Primera P12 model. Reviews from car owners indicate that you shouldn’t expect anything supernatural from the car. Over all three generations, it was unable to demonstrate a high level of aerodynamic and technical properties. Unfortunately, the quality of the ride and safety are also not very pleasing to the owners. However, there is no need to completely reject the car. Among the representatives of its segment, the Nissan Primera P12 model does not occupy the last place, but most likely the “golden mean”, where the price fully corresponds to the quality.
A little history
"Nissan Primera" with the index P12 represents the third generation of this brand. Its mass production began in 2002. This model became the successor. Despite the average performance indicators, the car immediately became popular. However, after 5 years, the demand for it decreased significantly, and manufacturers decided in 2007 to completely stop its production.
Over the years of production, the Nissan Primera P12 was presented in three body types. station wagon and hatchback. However, the latter was not much different from the sedan. Compared to previous generations, the design of this model has become more dynamic and even bold, which appealed to car enthusiasts. In 2004, the company carried out a restyling, which resulted in changes to the interior. In particular, finishing materials were replaced with higher quality ones, the level of comfort was improved and much attention was paid to ergonomics.
Dimensions
In order to have an idea about the Nissan Primera P12 model, it is worth examining its overall dimensions. Since several types of body were produced, of course, their sizes are different. The length varies between 4565-4570 mm. The width is the same for all - 1760 mm. As for the height, this figure is almost the same - 1480 mm. Wheels with a diameter of 16 inches, ground clearance - 150 mm, wheelbase - 2680 mm. These dimensions correspond to all body types.
Exterior
Every car enthusiast pays special attention to the external design of the car. What awaits them in the Nissan Primera P12 model? Let's start from the front. The first thing you want to pay attention to is the radiator grille. It has an original bifurcated shape. From the outside it seems that it is made in such a way as to concentrate attention on the head optics. The headlights, in turn, are quite large, vaguely reminiscent of a drop shape, but with stricter and straighter lines. Three ribs are clearly visible on the hood. Thanks to them, the V-style is visible in the design of the front of the car.
At the rear you can see smooth lines that are clearly visible in the shape of the glass, the trunk door, and the bumper. The rear lights, like the front ones, are quite large in size, stretched from top to bottom.
Nissan Primera P12: engine characteristics
For domestic buyers, the car was equipped with different gasoline engines. But diesel units were intended only for sales in Europe.
Almost all motors have a similar design. The two-liter engine stands out from the crowd. It, unlike others, is equipped with balancing shafts. Motorists consider the 1.6 liter (4 cylinder) power plant to be the highest quality and most reliable, even taking into account its modest (109 “horses”). There is information about the 1.8 liter engine, from which it follows that this unit requires a large amount of oil. Replacing the rings briefly saves the situation, but basically you have to change the entire block. After restyling in 2004, the 2.0 liter engine was significantly modified. Thanks to the fact that the control unit was reprogrammed, the consumption of gasoline and oil decreased significantly.
All the engines described above came complete with automatic and mechanical
In 2001, Nissan introduced the Nissan Primera P12 to the world - the third generation of Primera cars, which replaced the Bluebird model in Europe. The car was assembled on an assembly line from 2002 to 2007, but the design has not lost its modern appearance even today. It’s a pity that production of the model ceased in 2007. It was replaced by the Nissan Bluebird Sylphy.
The reason for this was the dissatisfaction of the Japanese with the build quality of the car produced in the UK. According to the Japanese, the reliability of the model does not meet Japanese standards. The Japanese and Europeans have a mutual dislike for it. The first were criticized for the lack of the vaunted Japanese reliability of cars assembled by Europeans. The latter strongly disliked the appearance, which did not make the new car popular on the sales market.
Primera P12 received moral support from Russian car enthusiasts. In the middle class, the model confidently took a place in the leading three. Demand exceeded expectations. In 6 years, they sold 40,000 cars, and 2003 was marked by leadership in the sales segment. The appearance of a hero on the secondary market prompts us to review the technical condition.
Motors for Nissan Primera P12
Cars equipped with a gasoline engine with a displacement of 1.8 and 1.6 liters have gained popularity among Russians. The share of demand for this category reaches eighty percent. The rest comes from cars with 2-liter engines.
On the secondary market in the European part of Russia there are Primera and other configurations, but this is rather an exception. These are pure Japanese with a 2.5 liter engine operating on the principle of direct injection of the fuel mixture. There are 2-liter configurations with increased power up to 204 hp. With. These engines have modified valve timing and valve stroke. Diesel Europeans with a purely Japanese 2.2 liter engine are rare. or French 1.9.
There are few used diesel Primeras on the market. They require careful analysis, as they are characterized by the intervention of car mechanics during the warranty period. Replace the turbocharger, intercooler or engine. Mostly this is purely Japanese technology.
Cars with French engines are in a different condition. The owner is not seriously concerned, except for the reaction to the quality of diesel fuel. However, this is not an indicator of the advantage of the French engine. The secret lies in the engine resource - Europe is closer.
Two hundred and fifty thousand kilometers is a feasible distance for a gasoline engine. From time to time it is necessary to adjust the valve clearances using washers, and change the drive chain on the gas distribution mechanism after 130,000 kilometers. When operating the machine at high speeds, replacement will be required more often. The prerequisite is that an unheated engine runs with vibration.
Replacing the chain requires removing the engine, which adds up to a cost of over $1,000. Correction is required, as there is a risk of the engine stopping at high speeds or difficulty starting. The reason for this is a camshaft sensor error.
Practical analysis of 1.8 and 2.0 liter engines. discovered on the first Primera the weakness of the catalytic converter combined with the output manifold. The consequence of the malfunction was damage to the piston group. Automatic control reacts to a malfunction with a delay. The alarm indicator turns on late. During the signal delay, the ceramics of the honeycomb gets inside the cylinder. If such a disaster occurred during the warranty period, then the rings mounted on the outer surfaces of the pistons, catalytic manifolds, and, in advanced cases, the engine were replaced without any problems.
Replacing the catalyst yourself is estimated at $600. It costs 4,000 US dollars to replace the cylinder block for a 2-liter engine. Attachments are not taken into account. Taking a used engine that has worked in Europe and Japan, repair costs will be 1,500 - 2,000 dollars.
A harbinger of future breakdowns is undynamic engine behavior and increased oil consumption. Practice shows that when approaching 60,000 kilometers, in particularly advanced cases, the engine consumes up to one liter of oil per 1,000 kilometers.
The Nissan company took into account the operating shortcomings of the engine and improved performance through new pistons aimed at increasing oil drainage and modernized oil scraper rings. The two-liter engine, in addition, was equipped with control unit firmware that protects the converter. An additional advantage manifested itself in the winter start of the engine - the spark plugs are not filled. The catalytic manifold has also undergone a change - the filler honeycombs are located further than the engine.
After the intervention of Japanese engineers, the operation of air flow sensors became more reliable. Who remembers, in old engines the sensor stopped working before reaching the hundred thousand mark in the engine mileage. Russian car owners replaced the sensors with cheaper ones from the VAZ-2110. If you replace it with a standard sensor, it will cost 1,000 US dollars.
Operation shows that as a result of the engine conversion, shortcomings remained - the rear engine mount. Its service life does not exceed 70,000 kilometers. Replacement cost is $70.
Transmission
Five-speed manual transmission (manual gearbox) works exactly up to a mileage of 100,000 kilometers. This is the threshold for a planned replacement of the friction clutch - $300. Here the manual transmission shaft bearings are humming. It is better to correct the defect by spending $600, since when fixing the bearing, the correction is achieved by sorting out the box, which will cost more.
There are 6-speed manual transmissions on cars with a 2-liter engine or automatic transmission paired with 1.8-liter engines. Reliability corresponds to the Japanese approach, subject to proper care:
- it is necessary to replace the working fluid in the automatic transmission (automatic gearbox) after every 60,000 km;
- For manual transmissions, it is recommended to change the oil every 80,000;
A used car is characterized by unclear gear connections on the manual transmission. Clarity is restored by replacing the bushing in the drive rod. It's inexpensive.
Assessing the condition of the manual transmission, the 5-speed AV709VA is considered the worst example. Increased operating noise and difficult gear shifting are reminders of the first signs of wear.
The CVT on 2-liter cars covers 150,000 kilometers without unnecessary intervention. Next, the worn V-belt requires replacement. Officials correct it for $6,000. By contacting a specialized car service, it is possible to reduce the costs to one thousand.
If the rotation sensors on the drive and driven pulleys fail, the service life of the V-belt will be shorter. One hundred thousand kilometers is the limit of the threat. In this case, the variator operates in emergency mode. The pulley cones move and limit the speed to thirty kilometers per hour.
The situation when sensor failure occurs at increased vehicle speed becomes critical and a jerk in the transmission threatens to break the belt. The risk of the belt breaking also occurs at a reduced speed in cases where the front wheels are blocked when parking on the curb.
If the belt breaks, then Primera doesn't need to be towed, it is better to use a tow truck. Towing threatens to damage the contact surface of the gear and pulleys with parts of the broken belt. Correction costs double or triple. A replaced belt eliminates trouble.
For an accelerated start, the “Japanese” transmission is interfaced with a torque converter, after which, guided by the commands of the control device, the electric motor moves the valve body rod. As a result, the cones move apart or move closer together.
On the first cars, the electric motor fails when it reaches 100,000 km. The pulleys stop working, and as a result, the gear ratio becomes fixed. As a result, the machine changes speed only within the limits of engine speed. The malfunction allows you to drive yourself to a car service center. A stepper electric motor and labor will cost $400. Scheduled replacement is provided after every 60,000 kilometers of travel.
Suspension on Example P12
Pendants on the first Nissan Primera P12 (photo further) were endowed with weak stabilizer struts. Performance was limited to 30,000 km. Starting in 2004, the automaker made changes, increasing the working period by 2 times.
When updating the model, the ball joints at the front were ignored. The work involves a mileage of 50,000 kilometers. The original lever included costs $200. If you make an unforeseen replacement, it will cost $30–40. The work of bearings in hubs and shock absorbers is 2 times more productive. Replacing shock absorbers will cost $250 for the front ones and $120 for the rear ones.
The Scott-Russell arrangement in the rear suspension is solid. Officials replace worn-out silent blocks and ask for $2,000. By contacting a car service, the cost will be $300. The automaker does not provide repairs to the steering mechanism. It is rack and pinion type. Wear of two identical racks or pinions at the output leads to replacement of the mechanism - $1,000.
Steering rods become loose after traveling 100,000 kilometers. The oil seals on the steering shaft leak after 70,000 kilometers. Russian craftsmen are taking on the task of correcting deficiencies by using rubber bands of acceptable size and installing non-model steering rods. Knocking steering wheel control is fixed with a new steering rod spider for $75.
The hydraulic power steering pump ($500) will malfunction if you do not check the fluid level in the reservoir. Sealing tubes and hoses lose elasticity over time, causing the volume of working fluid to decrease. Maintaining the brake system in good condition will require spending on rear calipers. The cost of the original ones is $500 per unit.
The anti-lock braking system (ABS) indicator light is an unpleasant signal. The reason is the wheel sensor. The problem will be fixed for $300. However, the indicator mainly lights up due to faulty electrical wiring.
The Primera body is galvanized in different ways. The evaluation criterion is the galvanizing method. Only 2007 cars were treated with 2-sided galvanizing, with the body completely immersed in zinc electrolyte. This method reliably protects the body. The remaining predecessors were processed partially using the cold galvanizing method - the method of applying a zinc-containing coating to critical areas of the body. When buying a used car, attention is paid to the year of manufacture and the location of hidden cavities and joints.
Humidity is not kind to your car's electronics. The taillights suffer from outdated wiring and circuit boards. Replacing each will cost $100. Difficulties occur with the ignition unit, designed to convert direct current in the machine's electrical network into the high-voltage voltage necessary for the operation of xenon headlights. Without it, the headlight does not work. Not sold separately, only complete with headlight. The price for the set is $800.
The last representative of the Primera family (index “P12” - third generation) rolled off the assembly line in 2007... and to this day this model has no successor. Yes - the Primera does not have outstanding driving performance, powerful charisma (like its luxury classmates), or the “super reliability” of a number of competitors from Japanese manufacturers.
But, at the same time, “Primera” cannot be called an outsider in comparison with its “classmates”. Rather, it is an inexpensive and strong mid-ranger and, among similar cars, undoubtedly the “golden mean”. The main highlight of the model is its extraordinary design, which makes this car original and still modern.
Nissan Primera was produced in 3 body styles: hatchback (five-door), station wagon and sedan. Externally, the hatchback is practically indistinguishable from the sedan and is slightly inferior to the station wagon in terms of luggage compartment volume and practicality.
The history of "Examples" began in 1990. Then the first generation of this model (received the index “P10”) replaced the legendary Bluebird. The receiver was decent; the only obvious drawback was the body, which was not resistant to corrosion.
At the end of 1995 (early 1996 in Europe), the second generation of the car was released - the Primera P11 (known in the USA as the Infiniti G20). The second generation distinguished itself with many sporting achievements on different continents. In 1999, the P11 was subjected to significant restyling.
And in 2002, the third and final generation “Primera P12” was introduced (at the same time, sales of the Infiniti G20 in America ceased). This car was popular for a long time, but in 2007, due to falling demand, its production was discontinued.
If we talk about technical characteristics, the Nissan Primera was equipped only with four-cylinder engines. Gasoline cars had a volume of 2; 1.8 and 1.6 liters (140, 116 and 109 hp), and turbodiesels 2.2 and 1.9 liters (138 and 120 hp, respectively). It was equipped with a standard transmission - a five-speed manual gearbox (a six-speed was installed on the two-liter and turbodiesels). Moreover, an automatic (four-speed) was offered for the 1.8-liter version, and a CVT for the two-liter version.
On the Russian secondary market, dealer cars mainly appear, as well as those vehicles that were imported from European countries before 2009.
The interior of the third generation Primera is quite original. The instruments are located in the center of the front panel. The console has the appearance of a ledge with knobs and keys. The car is very practical. The front seats are very free. The second row is comfortable for two people, but a little cramped for three. Tall people in a sedan will find the ceiling low.
The Primera P12 body has a durable galvanic coating, making it not susceptible to corrosion.
Electrical equipment is not flawless. The car does not start well at temperatures of -20° C and below. The problem can be resolved by reprogramming the engine control unit (on cars before 2003).
There is a tendency for xenon headlights, under which a block including “xenon” (ignition unit) is installed, to burn out - under the influence of condensation that appears in the optics parts, the electronics periodically fail. You can't find it in spare parts - you have to replace the entire headlight.
When it was still available in Nissan dealerships, three levels of equipment were offered: Comfort, Elegance, Tecna.
- The basic Comfort version has two airbags, power accessories (heated mirrors, electric front window lifts), an audio system, climate control, a multifunction steering wheel and a computer.
- The Elegance adds side airbags, cruise control, a rain sensor, and alloy wheels.
- The Tecna version is the flagship version, which initially had a CD changer, xenon headlights and a sensor that monitors tire pressure.
In European countries, the car was sold in Tecna, Acenta and Visia trim levels. The set of equipment was close to the Russian level of equipment, with the exception that there were six airbags as standard.
We have many petrol modifications of the Primera, but the turbodiesel Nissan Primera is a rarity, delivered from Europe via “gray” routes.
The design of gasoline engines is very similar, only the two-liter version has balancer shafts. The timing belt is driven by a metal chain with a service life of up to two hundred and fifty thousand kilometers. But when replacing it, you have to remove the entire engine, as a result of which the cost of repairs increases noticeably.
The most reliable, with a modest volume of 1.6 liters, is the basic “four”, providing a power of 109 hp.
The 1.8-liter engine consumes oil excessively (replacing the rings helps a little, but after about twenty thousand kilometers everything returns to the previous state of affairs - oil consumption increases). Sometimes it is necessary to replace the entire block with the crankshaft and pistons (cars that are no longer under warranty have undergone similar repairs).
The two-liter engine also suffered from gluttony, but it was cured on post-restyling cars by reprogramming the control unit and using a catalyst with larger honeycombs.
All Primera modifications are susceptible to failure of the third engine mount (perhaps this is a design flaw).
The automatic transmission and variator in the “Example” work without failure. But the “mechanics” repeatedly present surprises - the reason for this is defects in the bearing installed on the secondary shaft (if noise appears in the bearing, it must be changed immediately, if this is not done, the bearing will jam and the only solution will be to buy a new box, the cost is unlikely to please the owner of the car ).
Having an aggressive appearance, the Nissan Primera is not one of the dynamic cars. Its handling is far from perfect, and the car cannot boast of a smooth ride. The Primera is a “classic vehicle” - quite reliable and modern for its age, but without much sparkle and without glaring discomfort.
The chassis is designed traditionally - MacPherson struts in front, a conventional beam (semi-independent) in the rear.
For this car, the optimal choice would be a two-liter engine. However, if you have chosen the Primera 2.0, equipped with a CVT, a test drive is advisable (the smoothness of operation is exceptional, but whether you will like its certain “thoughtfulness” during acceleration is a question).
The suspension is durable. Many of its elements can withstand the required average lifespan. The front brake pads last from 25,000 to 35,000 kilometers. The rear brake pads last one and a half times longer. Front stabilizer bars usually wear out after 35,000 - 60,000 kilometers. Shock absorbers will last about 100,000 kilometers without replacement, and possibly more.
In any case, the Nissan Primera will be a good purchase for any person who wants to stand out from the crowd, but does not have the opportunity to pay serious money. The quality, running costs and reliability of this car are the golden mean: extravagant and inexpensive.
In 1989, the Japanese concern Nissan introduced a new model - the Nissan Primera. 12 years later, the third generation Nissan Primera premiered. Assembly took place in Japan and the UK. In 2004, restyling was carried out. Nissan Primera P 12 was produced until 2007.
Nissan Primera P12 is a front-wheel drive D class car in sedan, liftback (hatchback), and station wagon body styles. Japan also produced all-wheel drive vehicles for the domestic market. The model is equipped with both left and right-hand drive options.
The configuration included gasoline engines of 1.6 liters, 1.8 liters, 2 liters, 2.5 liters, diesel engines of 1.9 liters (turbodiesel), 2.2 liters. with 5 (6) speed manual transmission and 4-speed variator.
The third generation of the Nissan Primera mid-size car was introduced in 2001. At that time, the exterior and interior were extremely futuristic. But even now Primera has not lost its relevance and looks quite fresh.
Body types:
- sedan;
- a hatchback, which is more correctly called a liftback - it has a separate, albeit short, “tail” at the rear;
- station wagon with a sloping fifth door. Doesn't look like a utilitarian "shed" at all.
Places of production:
- Kyushu, Japan;
- Sunderland, Tyne and Wear, UK. The quality of the English assembly is generally lower, but not critical.
Weaknesses of Nissan Primera (P12) 2001-2007 release
The operation of the car on all continents of the globe in different natural conditions, the organization of the car’s assembly revealed the following disadvantages of Nissan Examples produced in 2001-2007:
- Engine
- Valve train chain.
- Piston rings.
- Catalyst.
- Transmission
- Manual transmission airbags.
- Crunching in the manual transmission.
- Variable speed drive.
- Suspension
Front:
- Stabilizer struts, bushings.
- Steering rack.
Rear:
- Stabilizer's pole.
- Weak springs.
It should be noted that cars from 2001-2002. production were equipped with timing chains that did not meet the requirements for the level of loads to be carried. The material used in the timing chains does not provide reliable strength and resistance to loads.
A disease appeared - the chain stretched and required replacement at 170 thousand km. mileage from the declared resource of 300 thousand km.
Piston rings.
The fact was revealed that for gasoline engines 1.6, 1.8, 2l. Between 2002 and 2003, poor quality piston rings were installed. The rings wear out quickly, which leads to increased oil consumption. In case of increased consumption, you should pay attention to the condition of the piston rings. A late response to this problem may result in a major engine overhaul.
Catalyst.
In engines 1.6 and 1.8 liters. Often there is a problem with the catalyst. Rapid wear of the catalyst mesh leads to its delamination. Particles enter the combustion chamber. Seizures appear on the cylinders. Result: additional oil consumption.
- It is important to resolve this problem in a timely manner.
- Advice, check the condition of the catalyst as soon as possible.
- As experts note, by replacing the catalyst every 70 thousand km, this problem can be completely eradicated.
Oil leaking from the valve cover.
With the advent of the 3rd generation Nissan Primera models, the Nissan concern began to assemble engines with a plastic valve cover in 2001. Thus, the tightness of the over-valve space began to be ensured by the seals of the spark plug wells, glued to the cover body and covered with special plates.
- The big disadvantage of this design is the increased likelihood of a seal failure, when oil can penetrate inside the spark plug well.
- Manifested by loss of engine power, poor starting, engine failure (troit).
- In this case, the valve cover must be replaced. It is not possible to replace individual seals.
Manual transmission airbags.
Nissan Primera 2001-2007 production can be found on the secondary market with mileage on European roads, roads of the Russian Federation and Japan. Despite the specifics and features of vehicle operation, unpleasant vibration may periodically occur in the steering wheel or in the vehicle interior. You should definitely check the manual transmission airbags. As a rule, their resource is designed for 100 thousand km.
“Crunching” of a manual transmission when shifting
Some owners are guilty of using a five- or six-speed (depending on the specific engine and market) “mechanics” - over time, it begins to “crunch” when switching. One of the reasons is oil overflow. You need exactly three liters of it, but often when replacing it, they “don’t be greedy” and stuff it up to five. However, synchronizers are also subject to severe wear, especially if handled carelessly.
Gentle variator
Right-hand drive Japanese cars were equipped with a conventional automatic transmission with a torque converter. And on British-assembled cars they installed a V-belt CVT variator. Its design is quite successful, although in general such boxes are considered less reliable. You just need to remember that the variator does not like “racing” - it quickly overheats, and the cabin begins to smell of “fried” ATF oil. By the way, bad service can also “sentence” the box much faster than planned - it is very sensitive to such “treatment.”
Front suspension stabilizer struts and bushings.
Operation of the 3rd generation Nissan Primera in conditions of poor-quality road surfaces leads to increased loads on the front struts and front suspension stabilizer bushings. Violation in work is manifested by the presence of tapping. Therefore, experts recommend replacing every 30 thousand km. The node itself is very reliable. However, on the front, you often have to change the anthers (even original ones, not to mention replacements) - they tear.
Steering rack.
In a used Nissan Primera P12, special attention should be paid to the steering rack. It requires constant monitoring of tightening. One of the design flaws on this model. In particular, the oil seals (top and side) are “snotty”. A rack after a major overhaul is the norm on such a car, even if it is only two or three years old. But the operation itself is not burdensome for the owner from a financial point of view.
If it fails, it cannot be repaired.
Rear suspension stabilizer links.
The car is equipped with racks from Almera (class C), and Primera 12 is presented in class D. The racks cannot withstand constant loads. Anthers with bumpers break. Sagging springs do not provide protection against impacts to the body. The result is the appearance of cracks in the rear of the body.
Weak springs.
Despite the average suspension stiffness, the 3rd generation Example model is equipped with weak rear springs. Their subsidence creates the problem of absorbing impact energy in the suspension. Thus, the impacts fall on the body of the car itself.
The main disadvantages of the 3rd generation Nissan Primera
- The dashboard is located in the center.
- Hard and rigid plastics cause vibration in the front glove compartment and center console area.
- There is no adjustment of the steering wheel for reach.
- The original radio does not read MP3 discs.
- The short front armrest does not provide driver comfort.
- The engine compartment is very tightly packed - it is difficult to get to individual components and assemblies.
- Weak paintwork. Rear arches. The bottom of the rear of the car.
- Sedan. Rear trunk: awkward loading platform.
- Low level of sound insulation of arches.
- Rearview visibility through the mirrors is limited.
Conclusion.
The 3rd generation Nissan Primera model undoubtedly left its individual mark on the history of the automotive industry. The car's bold and unforgettable design and technical characteristics appealed to many millions of car enthusiasts.
Today, when choosing a used 3rd generation Nissan Primera model, you should understand that the reliability of your car can only be increased through personal desire. Carry out a full diagnosis, eliminate breakdowns, and properly operate your personal vehicle.
P.S: Dear car owners, we ask you very much, if you have identified frequent breakdowns of any units or parts of this car model, please report them in the comments below.
Was last modified: April 3, 2019 by Administrator
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4 messages per article “ Weaknesses and disadvantages of Nissan Primera 3rd generation with mileage”
- Valentine
Insufficient thickness of the paint coating; the paint layer on the Examples is thin. Of course, there is a layer of zinc everywhere and it reliably protects the metal, but getting a chip is as easy as shelling pears.
Particular attention should be paid to a used vehicle that was used in Moscow, where toxic reagents are poured onto the roads in huge quantities - often because of this it is necessary to repaint or even change the thresholds even on cars that have not been in an accident at all. The rear wheel arches are extremely susceptible to corrosion - this is a disease of Examples. Therefore, it is not worth saving on additional processing. - Igor
Many owners complain about so-called “crickets”. The fact is that the top of the panel is made of soft material. But everything below the conventional “belt” line is from much cheaper stuff. Over time, after 20 thousand kilometers, or even earlier, squeaks begin to be heard from everywhere - and this is very annoying. Identifying a specific location is almost impossible. In this case, there is only one way out: to carry out a complete disassembly and glue everything with special materials, of which there are a great many on sale.
The silver paint in the interior wears off quickly. The buttons on the steering wheel are made of chrome-look plastic. Over time, the inscriptions on it are erased, and then the paint. Approximately the same applies to the gear lever, on which a similar lining is installed. In addition, there are fleecy inserts on the doors. The signs of wear on them are clearly visible. - Vladimir
In general, my 2007 examples don’t have many weak points. This is a fairly reliable and at the same time original-looking car for those who don’t rush to stop at traffic lights.
I advise you to choose very carefully, paying special attention to the steering. - Michael
We bought a 2007 example in 2012. Since then there have been no problems with the car. Only a couple of years ago the CV joint was changed and the steering rack was repaired. There's no buzzing about the salon. No noise. Noise insulation, yes, there are errors... but the price of the car is not high. Chips have appeared. Rust does not take. Even after several years. Dear bumper! Sooooo strong! The trunk is the coolest thing! Holds_EVERYTHING! Super car! It's a pity that production was discontinued.
The Nissan Primera in the P12 body, which appeared at the end of 2001, surprised everyone. No one expected such a bold design from the conservative Nissan. Moreover, Primera differed from all other cars not only outside, but also inside. However, is it worth buying this “spaceship” in used condition?
We can talk about the design of the Nissan Primera for a very long time. Now everyone is more or less accustomed to the unusual appearance of this model, but remember the beginning of the century. The first Primera, which appeared on our roads in the spring of 2002, was perceived as guests from the future. If Jennifer Lopez had appeared naked on the streets of the capital then, even she would have aroused less interest among Russians. According to the drivers of these cars, so much attention was focused on them that it became simply impossible to drive without tinted windows. But if five years ago this car was perceived as something from another world, now you can no longer look at the Primera with your eyes bulging in surprise. And it turns out that not everyone likes the appearance of the Primera. Moreover, often we are talking about a complete rejection of the model. This isn't good news for a used car seller - the Primera's design seriously limits the pool of potential buyers.
And the Primera is also extremely unusual inside. There are no instruments in front of the driver’s eyes, all buttons and control knobs are moved to the “mushroom” in the center of the console, there is even a computer keyboard similar to it. And if we add to this a monitor and a rear view camera, which was already included in the basic configuration? All this makes a strong impression, especially on an untrained driver who has previously driven some inexpensive cars and never even dreamed of such “bells and whistles.” Despite the abundance of electronics, there are very few complaints about the latter. Only sometimes, due to bad contacts or frayed wires, can something start to malfunction. However, many drivers, accustomed to the ideal quality of the “Japanese”, are sometimes very dissatisfied with minor faults. The overall build quality of the interior is also decent, although sometimes there are creaks in the car that are unworthy of a model of this class.
But if the reliability of electronics is more or less in order, then there are complaints about ergonomics. Perhaps the Nissan Primera can be called one of the few Japanese cars where something inside the driver can irritate. Most of the complaints relate to the computer being too abstruse. Playing with him is, of course, very interesting. However, after a couple of weeks of operation, it will become clear that to switch the radio station or adjust the temperature of the air conditioner, you need to press the buttons several times, while looking at the central display (by the way, in sunny weather it sometimes glares). The owners of Primera assure that there is nothing complicated about it, and you get used to the computer quickly. Perhaps they are right. Moreover, the Nissan people have their main trump card - you still won’t see so many unusual and interesting interiors, especially if we talk about the world of second-hand stores. And you won’t find a rear view camera in a car for this money (except on models imported from Japan). This camera is damn convenient to use - it not only makes parking safer and easier, but also creates the feeling that you are sitting in a really cool modern car.
Most of the cars presented on the secondary market were originally sold in Russia. Primera is also sometimes brought from Europe and Japan, and often they are even cheaper than “Russian” ones (this Primera was not sold in the USA). However, in many cases, cheap cars from Europe have some problems or very high mileage. Therefore, experts assure that the more preferable option is still a Primera with Russian registration, which has been constantly serviced by a dealer and has a service book. Most often on sale you can find a sedan body with a not very convenient trunk, which looks like a hatchback. More practical hatches are also found, but station wagons are very rare. It’s a pity, because the versatile Primera looks interesting, and its cargo-carrying capabilities are simply excellent.
The Primera P12 sold in Russia was equipped with three gasoline engines. The simplest cars have a 1.6-liter engine that produces 109 hp. The number of “horses” seems to be decent, but the main drawback of such a unit is its low torque. But if you have an insatiable desire to save money, and besides, the car will only be used in the city, then you can take the 1.6-liter Primera. Although it is foolish to count on decent dynamics. In addition, the service life of the 1.6 liter engine. the smallest, which also must not be forgotten.
Primera 1.8 looks much nicer. It doesn’t have too many “horses” hidden under the hood (only 116), but it is much more convenient to drive such a car. The car already responds noticeably better to pressing the gas pedal, acceleration is much more confident. Well, the most luxurious Primera intended for Europe and Russia were equipped with a 2.0-liter unit that produced 140 hp.
If you love right-hand drive, then Japan can bring you not only cars with a 1.8 liter engine. (125 hp) and 2.0 l. (150 hp), but also with a 2.5-liter unit (170 hp) and even a “charged” Primera with a 2.0 liter engine. 204 hp True, experts recommend abandoning the “hottest” car. Firstly, it costs a decent amount, and secondly, the 204-horsepower engine, due to its high boost, is less reliable. And we can also say that in Japan they sold not only front-wheel drive, but also all-wheel drive Primera.
Primera diesels were in demand only in Europe. From the Old World you can drive a car with a 1.9- or 2.2-liter diesel engine. The first produces 120 hp, and the second 126 hp. or 139 hp These cars have a modern fuel supply system that does not digest our diesel fuel in the best way. Although if you bring yourself a “three-year-old” with a diesel engine from Europe (it’s better to take a 2.2-liter engine) with a mileage of up to 100 thousand km, then you will drive for at least several years and only enjoy the low fuel consumption and decent torque, which makes driving a car very comfortable.
Gasoline engines can simply upset their owners very much. Despite the vaunted Japanese quality, engines can break down even before 100 thousand km! Many people don’t believe this, but the fact remains that on a decent number of cars, without any explanation, the engine began to consume oil. If the driver was “lucky” and the engine wore out during the warranty period, then in this case the repair was carried out free of charge. But when the “capital” was required at the end of the warranty, the entire financial burden fell on the owner of the car. By the way, if your Primera is still under warranty, then never do a “re-run” between maintenance. There are many cases where the dealer refused to repair or change the engine because the car had driven an extra 100 km.
Troubles with the engine are not isolated. This is a real problem. 1.6 liter engines are most at risk. and 1.8 hp As for the 2.0 liter engine, it can also break. But this is not due to wear of the cylinder-piston group, but due to the catalyst. On cars made before the spring of 2004, it can collapse, causing small particles of the inside of the catalyst to fall directly into the cylinders, causing irreparable harm to the engine. Therefore, when purchasing a car from 2002-2004, be sure to ask the specialists to look at the catalyst. If it is still old, then let them replace it with a new one.
Spark plugs sometimes last 50 thousand km, although they usually need to be changed every 30 thousand km. Now Nissan services by default install more expensive platinum spark plugs, which in theory should last longer. However, experience shows that their resource is the same as that of “ordinary” ones. Another every 45 thousand km. (that is, at the third maintenance), the technicians advise flushing the throttle valve block. This is done rather for preventive purposes, since there is not much difference in the behavior of the engine before and after cleaning. If you buy a 2002-2003 car, check the radiator. By now it may be dying, and a new one costs about $500. Although such an element is normal money.
The Primera had a surprisingly wide variety of transmissions. Cars with a 1.6-liter engine were equipped with a conventional 5-speed manual transmission. With a 1.8 liter engine. could be a manual transmission or a 4-speed automatic transmission. But the 2.0-liter cars already had a 6-speed manual transmission or a CVT, which included six “virtual” speeds - you can switch them manually if you wish! Moreover, the latter type of transmission is quite common (another thing is that not too many 2.0-liter Primera were sold). As for diesel cars from Europe, they had a 6-speed manual transmission.
The most problematic was the usual 5-speed manual transmission. For some reason, on 3-5 year old cars sometimes the bearings wear out and need to be replaced urgently (with work this will cost about $700), otherwise the gearbox will require a complete overhaul. Moreover, some services offer to completely replace the gearbox, which costs about $3,000. The average driver's clutch lasts about 120 thousand km, and replacing the entire set is within the bounds of decency - $450 with labor. As for the CVT and automatic transmission, they are quite strong, but in Russia they are still afraid of CVTs. Moreover, there were several cases when this transmission broke down. If such a tragedy occurs, then do not listen to the mechanic at the service station, who will assure you that you need to buy a new variator. Firstly, you can look for them at “showdowns”, and secondly, in Russia there are already craftsmen who repair such boxes. But in any case, the price will be about $2,000.
The Nissan Primera's suspension is tuned more for comfort than for handling. But at the same time, this “Japanese” does not demonstrate any miracles of smooth running - in principle, it is no better, but no worse than most of its competitors. But the reliability of the chassis is surprising. We have all long been accustomed to the fact that the suspension of Japanese cars works for 100-150 thousand km without any breakdowns, then requiring only minor repairs. However, Primera spoiled the image of the “Japanese”. After all, this model’s ball joints, which come complete with levers for $250, break on average every 30-50 thousand km. depending on driving style. The service life of the steering arms is approximately the same (about $100 including labor), and the front/rear stabilizer struts are no stronger. And if you buy a car with a mileage of about 100-120 thousand km, then be prepared for the possible replacement of shock absorbers and wheel bearings. In general, the chassis turned out to be not too strong for a Japanese model - previous versions of the Primera were much stronger.
The latest generation Nissan Primera is all about design. The car still looks very unusual, not only from the outside, but also from the inside. In addition, you won’t find a rear view camera in a car of this class anywhere else (cars imported from Japan don’t count). However, not everything is so smooth with the reliability of the Nissan Primera. Problems can be caused by the engine, gearbox, and the suspension was also not ideal. Therefore, if you are a fan of the design of the Nissan Primera, then check the car with special care before purchasing. Well, if you consider the appearance of this model controversial, then there is no need to buy this used car at all. Moreover, Primera costs no less than its competitors.
The Nissan Primera model has a very rich history. The ancestor of the Primera is the Datsun Bluebird, which was shown back in 1958. At that time, this was a modern model, which for the first time in Japan had a brake booster. However, when the Japanese decided to conquer the European market in the 80s, they realized that for the Old World it was necessary to create models adapted to the requirements of local buyers. Therefore, in 1984, a Nissan branch was opened in England, which began developing a new class “D” car according to the European classification. The result of the division's activities was presented in 1990, when the first Primera appeared in the P10 body (it was sold, by the way, not only in Europe, but also in Japan). The Nissan Primera P10 was produced as a sedan, 5-door hatchback and station wagon. True, the latest model was intended mainly only for Japan.
The second generation Nissan Primera was shown in 1996 (P11 body). From a technical point of view, the new car was not too different from the old one, although its body and interior were different. In 1999, the Nissan Primera underwent a major modernization (internal body designation for restyled cars is P11-144). Often such cars are called the third generation of Primera, but in fact this is not entirely true. Under the hood of the Primera P11-144, 1.6 liter gasoline engines were installed. (99 hp), 1.8 l. (114 hp) and 2.0 l. (140 hp), as well as a 2.0 liter diesel engine. (90 hp). Specialists remember this car primarily for the fact that it was the first in the “D” class to receive a stepless variator.
Well, in 2002, the Japanese showed a car that everyone initially mistook for another concept car. It was a Primera in the P12 body, which created a real sensation. The base engine was a 1.6-liter unit (109 hp). In addition, the car was equipped with 1.8 liter gasoline engines. (116 hp or 125 hp for the Japanese market), 2.0 l. (140 hp or 150 hp), 2.5 l. (170 hp) and 2.0 l. (204 hp). The last two engines were intended exclusively for Japan. There were two diesel engines: 1.9 liters. (120 hp) and 2.2 l. (126 hp or 139 hp).
