2007 Nissan Sentra Expert Review:New Car Test Drive
New Car Test Drive
All-new, larger and more sophisticated.
The all-new 2007 Nissan Sentra is the sixth generation of a car that has been a best-seller around the world. Unlike the first five generations, the '07 Sentra was designed primarily for the needs of North American buyers. That's quite a commitment to the belief that the U.S. is where it's at, for this market.
But we want our small cars big, so the Sentra moves into that territory. Those who want truly small cars have other options: the Nissan Versa, Honda Fit, Toyota Yaris, and all-wheel-drive Suzuki SX4, to name a few.
The Sentra is aimed at Echo Boomers, those kids of Baby Boomers. So if the Sentra is the second car they've owned in their lifetime, it might be a step up in size. Nissan believes that these folks virtually live in their cars, so in designing the new Sentra, they've tried to create a 'mobile backpack.'
The cabin is more spacious, and is finished like a more expensive car, with wonderfully supportive seats in either cloth or rich leather. One thing the Sentra doesn't have, surprisingly, is a fifth door: no hatchback model, only the sedan. But at least the 60/40 rear seats fold flat, opening up the trunk space, creating a large flat cargo area, or a cozy space for two Echo Boomers to sleep.
There's an all-new aluminum 2.0-liter engine, more powerful and fuel efficient than before, to go with the new chassis and body. It's mated to either a wonderful six-speed gearbox, or an optional new CVT, continuously variable transmission. If you like a manual gearbox in a car like this, the six-speed transforms the feel of the Sentra, and it's the way to go; but if you just want to forget the car has a transmission, the CVT is the call.
There are three models of Sentra, the 2.0, 2.0S and 2.0SL. Each uses Nissan's brand new 2.0-liter four-cylinder aluminum engine, making 140 horsepower and 147 pound-feet of torque. The standard transmission in the 2.0 and 2.0S is a sporty six-speed manual, but a new high-tech and fuel-efficient Nissan Xtronic CVT is available for those two models ($800) and this Continuously Variable Transmission comes standard on the 2.0SL.
Standard equipment with the Sentra 2.0 ($14,750) includes cloth seats, air conditioning, halogen headlamps, 15-inch steel wheels, remote manual mirrors, four-way adjustable manual front seats, 60/40 split fold-down rear seats, power windows, power door locks, electric power steering, and AM/FM/CD with four speakers. Cruise control is unavailable. Anti-lock brakes are optional ($250).
The 2.0S adds 16-inch steel wheels, six-way manual driver's seat, power mirrors, remote entry, a six-speaker sound system, illuminated steering wheel audio controls, and vehicle information display. ABS is still optional, and at least Cruise control is available.
The 2.0SL adds leather interior, 16-inch alloy wheels, ABS with brake force distribution, keyless ignition, cruise control, and Bluetooth hands-free phone technology.
For all models, foglamps ($270) and rear deck lid ($210) are optional. A clever original feature called the Divide-n-Hide trunk (a secret space behind the rear seats) is optional with the 2.0S and 2.0SL, as is satellite radio wiring.
Safety equipment is extensive on all models, including dual-stage front airbags, front side airbags, full length curtain airbags, active front seat headrests, and a tire pressure monitoring system. It seems odd that anti-lock brakes aren't standard, and electronic stability control isn't available.
Nissan has brought the Sentra more into the family, with styling from a clean sheet of paper. It looks like a scaled-down Maxima now, with all the right curves, lines, and sculpted shapes. From every angle, it looks like a new Nissan, with its crisp character lines. Special attention has been paid to the grille, front fascia, big trapezoidal halogen headlamps, and steeply raked windshield.
Large door openings make it easy to climb in and out, and a high, distinctive rear deck offers ample trunk space.
The 2007 Sentra is 4 inches higher and 3.2 inches wider than before, and has a wheelbase 5.9 inches longer while only increasing the overall length by 2.3 inches, so there's a lot less of the body hanging over the wheels. This means better balance on the road. And the latest chassis are safer, with crush zones built into less space. Everything about a car is packaged so much more efficiently, today, in the cabin and under the hood. The Sentra is no exception.
You'll make no compromises in looks, comfort, safety or style, to have this inexpensive compact car in your driveway.
Nissan is marketing the Sentra toward those so-called Echo Boomers and their alleged non-stop lifestyle. There's an upcoming funny commercial featuring a rumpled Echo Boomer who makes a documentary of himself living 24/7 in his Sentra. So what does the Sentra have that will appeal to a life like that? One thing, for example, is a locking glovebox deep enough to hold a laptop computer. There's also an integrated removable CD holder on the headliner above the driver's sun visor; cupholders that are adjustable for 20-ounce bottles, 32-ounce mega cups, or cellphones and DVDs; and pockets with see-through netting on the backs of the front seats for passengers' cellphones and iPods.
With 97.4 cubic feet of cabin space, the '07 Sentra has more room than the Mazda3, Honda Civic, Toyota Corolla, and Chevy Cobalt, in that order. In trunk volume, the Cobalt makes up for it, with 13.9 cubic feet, compared to the Sentra's 13.1; but the Sentra has something simple but clever, in its optional (2.0S and 2.0SL) 'Divide-N-Hide' trunk. The trunk is so deep that it can accept a false folding back, creating a secret space about 20 inches wide, just behind the rear seat.
We spent time in both a bare-bones Sentra 2.0 with cloth seats, and the fully equipped 2.0SL with leather. We loved the supportive feel of the cloth seats; they embrace your back like a good hug, and are neither too firm nor too soft. The leather is plush for a compact car.
The four-speaker sound system in the 2.0 was okay, and the six-speaker Rockford Fosgate audio system with in-dash 6-disc CD system in the 2.0SL was great.
The longer wheelbase with shorter overhangs results in more legroom for the rear seat passengers. When there's no one back there, the 60/40 split rear seat drops flat, to open up the space into the trunk. There's no problem fitting a bicycle (or maybe two) back there, through the trunk; two friendly Echo Boomers could even sleep back there.
But the new instrument panel might be the nicest aspect of the interior. Again, very stylish, and functional too. The instruments are sharp, the controls easy to operate, and the center stack features a strong-looking shift lever rising out at a 45-degree angle. The trim around it all is a handsome flat silver.
The new engine brings the 2007 Nissan Sentra into the world of high-tech inline fours, with its aluminum block and head, continuously variable valve timing, and electronic fuel injection. It makes 140 horsepower (same as the '06 Honda Civic, 14 hp more than the Toyota Corolla and 10 hp less than the Mazda3), but it's been designed to produce strong torque; with 147 pound-feet, it beats those others. In fact, 132 pound-feet are available at 2400 rpm, down low where you want it. Torque is important because it's needed for acceleration at lower rpm.
Our Sentra 2.0 zoomed up freeway on-ramps, and felt like it belonged in the fast lane. The flow of traffic in northern California was more than 80 mph, and the Sentra ran 90 with ease. The engine wasn't loud and didn't feel strained at that pace, although under full-throttle acceleration it was a bit noisy from 5000 rpm up to its redline of 6500.
The Sentra is EPA rated at 29 city and 36 highway miles per gallon, with the new CVT transmission, as in our test model. This is the third generation of that transmission, and the technology improves in leaps. The main benefit with a CVT is less internal friction, for better gas mileage. With only two ranges, high and low, it's smoother because there's less shifting, although the sound is odd, like the car is winding up. And the surge when you floor it is pretty aggressive. The 2007 Nissan Altima has a manual mode for the CVT transmission, turning it into a six-speed; but the Sentra, alas, does not.
The suspension is a new independent configuration in front, with a torsion beam in the rear, a compact design with separate shocks and coil springs that allows more room for the trunk that's above it. It's firm in a quality kind of way, yet never harsh or uncomfortable. It feels rugged and inspires confidence, out there in the cruel world of potholes.
The brakes feel even better. Vented 11-inch discs in front and drums in rear. It's unfortunate that ABS isn't standard except in the 2.0 SL, especially considering all the other standard safety equipment; but at least the option is only $250. We recommend it because the anti-lock brakes allow you to brake and steer at the same time in a panic stop.
The Sentra uses electric power steering, as opposed to hydraulic. It's speed-sensitive, which means the feel is lighter when parking and heavier out on the freeway, as it should be.
The word that applies to every aspect of the all-new 2007 Sentra is solid. Nissan has nailed this one, from a design standpoint. It's got a new engine, chassis, styling and interior, all of which are excellent and will keep the Sentra near the top of its competitive class of well-built cars. For the price, the Sentra is a great value.
NewCarTestDrive.com correspondent Sam Moses filed this report from San Francisco.
Nissan Sentra 2.0 ($14,750); 2.0S ($15,650); 2.0SL ($18,400).
Options As Tested
Continuously Variable Transmission ($800).
Nissan Sentra 2.0 ($14,750).
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