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2007 Nissan Sentra Road Test

Raising Expectations in the Compact Class

Its been a long time coming, but even after the first few minutes in Nissans new Sentra I knew that the wait had been worth it. Designed to fight it out amongst Civics and Corollas, the Sentra appeared up to the task from the get-go. But just the same, I wasnt about to make any final decisions until Id given it a full-course shakedown.

Initially I was disappointed that my test car came with an automatic. Not that the hi-tech CVT gearbox wasnt everything that I could have asked for if Id wanted an automatic, but being that I dont have to endure rush hour traffic each morning and evening I had my heart set on trying out the new six-speed manual. After all, there are a number of cars in the Sentras compact class that incorporate continuously variable transmissions to optimize fuel economy without sacrificing

The Sentra: just after its full-course shakedown. (Photo: Trevor Hofmann, American Auto Press)

performance, but this little Nissan is the only car in its class to offer the extra forward gear in base mode. I satiated myself with the knowledge that Id probably get a chance to try the new manual out another time, and resolved to concentrate on what Nissan had given me instead.

For many people CVTs are difficult to get used to, unless, of course, they were raised on snowmobiles and ATVs. Its a relatively simple technology, at least on paper, although not every automaker seems to get it right. While dubbed Xtronic in Nissan-speak,

It might look like an ordinary autobox from the outside, but the Sentras CVT is far from average. (Photo: Trevor Hofmann, American Auto Press)

the unit is made by Jatco, the same supplier that builds the CVT in the Murano, as well as CVTs for many other cars sold by competing producers, but thats where the similarities end. Somehow Nissan is able to make its Jatco-sourced CVTs work better when mated to its engines than any other manufacturer Ive tried that uses the same supplier. Its snappy at takeoff if coaxed or, if you prefer, quite smooth during casual acceleration, and then it maintains the engines optimal rev range when the throttle is pushed to the limit, or, once again, will gently ease the car up to legal speeds if youre trying to conserve fuel.

On the subject of paying

Free-revving 2.0L four makes the Sentra fun to drive. (Photo: Trevor Hofmann, American Auto Press)

for and using less foreign oil, the CVT-equipped Sentra only sips away at its regular unleaded, resulting in an EPA rating of 29 mpg in the city and 36 on the highway. Yeah, thats a pretty astonishing rating, even better in fact than the six-speed manual-equipped Sentra that uses 28 mpg in the city and 34 on the highway. Hmmm... theres more to like about this CVT than I initially figured. Speaking of more to like, theres a little button for dropping down a "gear" attached to the shift lever, simulating a defeated "overdrive" if clicked, which will keep the revs up high if needed. I wouldnt go so far to say that its useful for holding the revs through corners, as its geared too tall for this purpose, but once in a while

Overall a nice interior with loads of upscale options. (Photo: Trevor Hofmann, American Auto Press)

I found it handy around town when wanting to pick up the pace.

The Sentras 2.0-liter four is quite capable of picking up the pace, by the way, with 140-horsepower at 5,100 rpm and a maximum of 147 lb-ft of torque at 4,800 rpm. OK, thats not as much power as some of its competitors, but theres more torque on hand which is especially useful if the engines mated to the CVT or if the car is fully laden with family and gear. Whats more, somehow the Sentras 140 horsepower feels quicker than some other cars 150+. This has to do with a fairly light curb weight, despite its full dose of standard and optional features.
My tester came equipped with more than the standard car, so instead of a four-speaker, single-disc CD audio system it had a premium six-speaker unit with RDS and speed sensitive volume control, not to mention hands-free Bluetooth connectivity. Nissan also replaced the

The switchgear trickles down from more expensive Nissan models and the leather-wrapped steering wheel is really nicely done. (Photo: Trevor Hofmann, American Auto Press)

205/60R15 rubber wrapped in 15-inch steel wheels with 16-inch alloy rims on 205/55R16s. The front disc brakes and rear drums featured the optional ABS with electronic brake force distribution, a feature you can get on any trim level for only $250. All Sentras get dual front airbags, side-curtain airbags and side thorax airbags for front occupants, plus a number of other safety and security features that are almost always standard on cars these days, like a panic alarm, engine immobilizer and LATCH restraints for child safety seats.

Base customers can also add body-color side moldings for $140, floor and trunks mats for $160, and a rear spoiler to give it that sporty SE-R look, for $210. Oh, and dont forget about splash guards, for an extra $130.


My car was a 2.0S, so it featured all of the aforementioned goodies and more, including cruise control, cloth door trim to match the richer cloth seats, powered and heated exterior mirrors, and standard ABS brakes, just to name

It handles curvy mountain roads well. (Photo: Trevor Hofmann, American Auto Press)

a few items from a long list. Nissan went a step further and added its Luxury Package that included steering wheel mounted audio controls to match the upgraded stereo, a trip computer, a leather-wrapped steering wheel that felt truly European in design and function, and a trunk organizer system with a cargo net.

Mine wasnt top of the line, mind you, as its seats were covered in cloth and not leather and it didnt have the Rockford Fosgate audio system with six-disc, MP3 capability plus two extra speakers, but I sat in one so equipped at the Detroit auto show last year and was duly impressed. It feels like a little luxury car, not only due to the leather, but also because of the high quality plastics, metal-like accents and upscale switchgear available on lesser models.

My 2.0S tester seemed almost as luxurious as the Detroit show car when I drove it around town and then up the mountainside for a little top-speed and handling test. While nicely outfitted, it should be said that this isnt a sport sedan. If feels too comfortable for that, thanks to a wonderfully compliant suspension and very supportive seats.

A deserving rest for a very nice little car. (Photo: Trevor Hofmann, American Auto Press)

Yet it holds to curves fairly well, understeering predictably at its limit and generally feeling light and tossable. The suspension is fully independent up front and only partially so in the rear, but I had to push it quite hard to make it nervous, so I think that it will prove more than effective for everyday use. Likewise the steering is light and about as communicative as anyone should expect in this class, making it ideal for city use. On the highway, mind you, it tracks very well even at high-speed.

Actually, I was surprised at how eager the little Sentra was to go, go, go all the time. I really had to keep it in check, as I found myself speeding when I normally wouldnt. Yes, I have to admit that its a fun little car even with the automatic. So, does this mean Im sold on the CVT? Hmmm... I think Id like to try one with a six-speed manual first. As for the Sentra on the whole, its very good. Nissan fans wont be sorry that the Japanese brand took a little longer than normal to bring it to market, and my guess is that a number of shoppers who might otherwise have purchased something else will find themselves driving home in this car, if they give it a chance.

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