Climbing in is easy. The Sentra cabin has above-average roominess for
its size class, though good materials and a relatively high level of standard
equipment keep this compact from feeling miserly.
We found the Sentra's front bucket seats to be on par with other compacts
for comfort, and were impressed with the excellent view over the sloping
hood.
The instrument panel is straightforward, with white-on-black gauges
that are easy to read, though we missed the GLE's tachometer. The climate
control dials have a particularly nice feel, and the heating/ventilation/air
conditioning system (HVAC) functions were exemplary.
In back, we found plenty of space for two. There's even room for three,
but like most compacts rated for five passengers, the fifth passenger should
be both small and patient. The source of the Sentra's roominess is Nissan's
new semi-independent beam axle rear suspension.
The trunk lid lifts from the top edge of the bumper, minimizing the
distance groceries and other cargo need to be lifted when loading and unloading.
And like most small cars, the Sentra's rear seatbacks split 60/40 to expand
cargo space.
The Nissan Sentra doesn't pretend to be a performance car, but its steering
and handling responses reflect the company's sporty heritage. It's agile
and competent in avoidance maneuvers, and if pavement-ripping power isn't
a priority it's fun to drive, particularly with the manual transmission.
We liked the Sentra's stability at higher speeds, as well as its predictability
in slippery conditions, all of which inspire confidence. We also appreciated
the car's firm but comfortable ride quality, which enhances the driver's
sense of control while simultaneously ironing out potholes and rough pavement.
An independent strut front suspension with an anti-roll bar provides
precise, controlled handling. Nissan's multi-link beam-axle rear suspension
was designed to provide as much room as possible for rear seat passengers
and cargo. It also allowed Nissan to use a relatively long wheelbase without
lengthening the car, which eliminates long, wasteful front and rear overhangs.
Beyond these packaging considerations, this suspension works well on
the back roads and it offers good high-speed stability.
Keeping noise to a minimum was obviously a priority for the Sentra engineers.
The rigid chassis and the suspension were designed to minimize road noise
and the 1.6-liter engine sounds quieter and more refined than the Dodge
Neon engine.
Nissan's 115-hp engine propels the Sentra from 0 to 60 mph in about
8.5 seconds--not as quick as a Neon, but faster than most of the compact
sedans.
Good low-end torque makes the Sentra responsive around town and in heavy
traffic and prevents it from being a slug with an automatic transmission.
Much of this torque comes from variable valve timing. This technology helps
it squeeze more performance from every droplet of fuel and minimize emissions.
The Sentra meets California's stringent low-emissions vehicle, or LEV,
standard.
Next year we expect to see the addition of a Sentra sports model with
Nissan's 140-hp 2.0-liter engine, the same engine used in the 200SX SE-R
sport coupe.