Nissan's SSS initials go all the
way back to the 1960s, when the Datsun 1600 SSS set itself apart from
run-of-the-mill Datsuns with twin carburettors, independent suspension
and a throaty exhaust.
The three letters are applied this time on a turbocharged variant of the Sylphy.
Exteriorly, there are a few subtle hints that convey the normally
sedate Sylphy's newfound verve. These include a discreet rear spoiler,
dual tailpipes, side skirtings and new 17-inch alloys.
Inside, the car is fitted with a touchscreen monitor that lets you
have easy access to a variety of functions, including navigation and a
reverse camera.
It looks good too, with a digital representation of the analogue station tuner of years gone by.
Like many Nissans today, the Sylphy SSS offers keyless access and
ignition. Dual-zone climate control, with rear vents, is also standard
issue. It also comes with automatic folding wing mirrors.
The biggest difference lies beneath the bonnet, where a 1,618cc
turbocharged engine lurks. The same unit as the one found in the Nissan
Juke, it makes the Sylphy worthy of its SSS label.
It produces 190bhp and 240Nm of torque, allowing the car to hit 100kmh in 8.4 seconds and a top speed of 205kmh.
This makes the SSS the fastest of all Sylphys, including the
discontinued 2-litre variant that the model made its debut with in
2006. That car clocked a 10.7-second century sprint, while the current
1.8-litre variant does the dash in 11.4 seconds.
To reflect the car's beefiness, the Nissan is fitted with vehicle
dynamic control, which intervenes should the driver be a little carried
away in a tight corner.
At the wheel, the turbo Sylphy certainly feels zippy. The engine
works well with a continuously variable transmission to deliver lively
acceleration at take-off as well as in mid-stream.
The usual CVT whine seems well managed and the car comes across as
friendly to the ears as it is to the right foot. But it is not as
scintillating as you would expect a car with 190bhp and 240Nm to be.
Perhaps it has to do with its additional heft. While a curb weight
of 1,360kg is comparable to European cars of its size, the SSS is 155kg
heavier than the normally aspirated 1.6-litre Sylphy.
That is equivalent to having two adults onboard.
Hence, the car is 26 per cent thirstier than the non-turbo 1.6. But at 7.8 litres/ 100km, it is by no means a guzzler.
In any case, the heightened responsiveness from the forced induction engine is well worth it.
There are, however, a couple of things that dilute the enjoyment of the more athletic car.
One, its rather choppy ride. Two, its loose ratio steering wheel,
which requires you to twirl endlessly to park and even more when you
need to execute three- point turns.
The choppy ride can be mitigated by reducing tyre pressure (at the
expense of fuel economy), but you will have to live with the loose
ratio steering wheel.
Lastly, the car still looks pretty tame despite its "sporty" accompaniment.
And in the presence of progressive designs such as the Toyota Corolla Altis and Mazda3, the Sylphy appears a tad dated too.
It might have to do with the maroon paintwork on the test car. As a car colour, maroon is definitely yesterday.
That aside, the Sylphy SSS still offers the one thing that it has
always excelled in: roominess - in the second row and in the boot.
And with its new lively drivetrain, you can ferry five and their luggage on a holiday to Kuala Lumpur and back in good time.
Who needs the HSR (high-speed rail) when you have an SSS?
