The Nissan Sentra is a terrific car and we love the sporty SE-R and Spec V models. Sentra 1.8 and 1.8 S models run smoothly and quietly. They feel stable at high speeds, and wind and tire noise are low. The 1.8-liter engine turns a relatively calm 4500 rpm at 100 mph. At the legal limit of 70 mph, the 1.8-liter engine turns just 3100 rpm in fifth gear when equipped with the five-speed manual. With the automatic it revs even lower at this speed. The EPA rates the Sentra 1.8 and 1.8 S at 28/35 mpg city/highway with an automatic transmission, and 28/36 with a five-speed manual. For longer life with less maintenance, the Sentra engine uses a timing chain instead of a cheaper, but quieter, timing belt. You don't notice the extra noise generated by the timing chain, however.
The 1.8-liter engine in the GXE and XE races easily to its 6500 rpm redline, but it was designed to deliver its power relatively low in the rev range, where most Americans shift. (Torque peaks at 129 pounds-feet at a low 2400 rpm.) Most U.S. buyers opt for the automatic transmission. Low-rpm torque and carefully mapped gearing allow 1.8-liter automatic models to accelerate quickly from intersections, yet cruise the highway in a relaxed manner. Big motor mounts isolate the engine, deadening noise and vibration.
The 2.5-liter engine that comes in the 2.5 S, SE-R, and Spec V delivers lots of power. Throttle response is immediate, and strong torque makes for strong acceleration performance. Based on the architecture of Nissan's V6 engines, the SE-R's 2.5-liter inline-4 features variable valve timing, silent-chain cam drive and a compact balance system to reduce vibration. The power band is very linear. The automatic transmission in the 2.5 S and SE-R works well with the 2.5-liter engine.
The Spec V adds to the fun with even more power and it sounds really cool with the low-restriction exhaust. Weighing in at 2,708 pounds, the Spec V weighs only 15.5 pounds per horsepower, compared to 16.4 for the standard SE-R. Nissan claims the Spec V will squirt from 0 to 60 mph in less than 7 seconds. The Spec V's six-speed manual shifter tends to be notchy. Fifth gear can be almost hard to find. Fortunately, the gearbox isn't nearly as balky in second, third, and fourth, which is where this car is the most fun to drive.
Handling is even more impressive with the sports suspensions found on the SE-R and Spec V. We instantly felt comfortable in them, feeling like we could drive them right to the limit the first time we climbed in. It's easy to rotate the SE-R in corners using the throttle, making it a lot of fun to drive. Tossable is the word that comes to mind. The rack-and-pinion steering provides quick and direct control. Handling is aided by larger front and rear stabilizer bars and front suspension tower bracing. The high-performance tires offer good grip in the dry. We've noticed inconsistent grip in the wet, however, requiring care when driving aggressively in the rain. Overall, the Sentra feels a little bigger than some of the other compacts, including the Mazda Protege.
Spec V builds upon the SE-R's handling capabilities, with tighter shock tuning and spring rates 15 percent stiffer in front, 16 percent stiffer in back. High-performance 215/45ZR17 tires on special 17-inch wheels complete the suspension package and give Sentra a tough, sport-compact look.
Big disc brakes slow the SE-R quickly. Whether we were lapping Laguna Seca Raceway or blasting along the cliffs on Pacific Coast Highway, we found the brakes easy to modulate. The SE-R's front rotors measure a full 11 inches, larger than in many so-called sporting machines. A four-channel, four-sensor anti-lock braking system is also available. For 2004, a high-performance Brembo Brake Package is offered on the SE-R Spec V model. The exclusive package includes gold-painted Brembo four-piston front calipers, 12-inch Brembo vented front discs, and 10.9-inch rear discs.
Thanks to its torque-sensitive limited-slip differential, the Spec V is much more fun on an autocross course or a twisting mountain road than it is in a straight quarter-mile. This special differential allows the front wheels to rotate at different rates without slipping, greatly reducing understeer in hard cornering. This lets the driver get back on the power much sooner, and improves the Spec V's balance when accelerating out corners.
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