1998 Nissan Almera 2.0L Petrol · S735 BVO

The Almeras reliability was its virtue and its corrosion its vice: CarPeeps DfT and MOT analysis counts only about 8,600 licensed at mid-2026 and records a 55.7% initial MOT pass rate in 2025, 16.6 points under the UK average, with the models remaining cars mostly early-2000s examples. The RACs used guide adds the other half of the story: not much goes wrong, but parts are not cheap, quoting around £135 for a clutch assembly, £390 for a full exhaust, £325 for an alternator and £185 for a starter motor. That combination - a rusting, low-value car with mid-range parts prices - means structural rot is what ends these, and cheap repairs are rarely worth doing.

On 1.4 GA14DE and 1.6 GA16DE 16v petrol engines, the optical distributor sensor or crank angle position sensor suffers from internal thermal degradation. As engine bay temperatures rise during traffic driving, internal electronic pick-up coils fail, cutting the ignition signal to the ECU. The engine cuts out without warning and will crank vigorously without firing until allowed to cool down for 20 to 30 minutes, mimicking the symptoms of late-model recall R/2001/154.

Almera models fitted with rear disc brakes (standard on SRi and GTi, and optional on higher grades) use cast-iron calipers with integrated mechanical handbrake mechanisms. British road salt and water penetrate the rubber dust boots around the handbrake operating levers, causing internal corrosion and lever seizure. The handbrake fails to hold the vehicle on steep inclines, or binds continuously against the rear brake discs, causing overheating, pad crystallisation, and failure at annual UK MOT tests.