Unlike a close rival roving the highly competitive compact sedan segment, Nissan Sentra's most recent redesign created good will rather than good grief for its respective parent. Indeed, maybe Nissan learned a thing or two from its Asian rival's uncharacteristic miscues.
Honda's usually reliable Civic compact ran straight into a quagmire with its 2012 re-do when a too plastic-like interior collided with a sparse list of standard equipment. It's as if Honda set the Way-Back Machine to 1984 when such bargain-basement thinking was part of just about every automaker's small-car business plan. To Honda's credit, the automaker refused to wait four or five years until the next official redesign, opting instead to add higher-quality interior materials and revamped equipment list in 2013. In the small sedan segment, delayed entry interrupts graduation into a brand's higher profit-margined products.
The front-wheel-drive Sentra bypassed comedic brouhaha with a well-executed redo (soft-touch top dashboard and armrests included) combining better fuel mileage (an impressive 13 percent higher than 2012) and roomy, quiet interior quarters. Nissan debuted Sentra in the 1982 model year with the all-new 2013 iteration representing a seventh generation.
Gen. seven arrives with one body style choice: a four-door sedan. Some segment rivals, including Civic, add a two-door variant. With its last major redesign taking place in 2007, Sentra was in line for an overhaul, especially since a bevy of new or updated competitors have entered this burgeoning market, including the Chevrolet Cruze. Not that Sentra was a slouch, but in side-to-side comparisons, age lines were beginning to show.
Overall length is 2.3 inches longer, yet it tips the scale 150-pounds lighter. Wheelbase (distance between front and rear axle) stretches by .06 inches. Low-volume, specialty trims (SE-R, SE-R Spec V) go on an indefinite hiatus. While Nissan markets Sentra as a compact, the EPA classifies it closer to a mid-size thanks to stretched dimensions, noticeable especially when rear leg room is scrutinized.
The standard push-button start button has a unique orange glow right of the tilt-and-telescope steering column. For the first time Sentra offers dual climate zone functions in its top SL trim. The regtangualr climate control station below the optional dash navigation system offers a system of unique, tactile push plates to monitor fan speed, direction and temperatures.
One all-new engine powers all trims. Nissan opts for a 1.8-liter four cylinder cranking out 130 horses requiring regular, 87-octane petrol to top the 13.2-gallon tank. This engine posts 10 fewer horsepower than the outgoing 2.0-liter, but the tradeoff is increased gas mileage, one of the segment's highest for a naturally-aspirated engine. Those desiring pure performance should need to shop elsewhere, but this 1.8 certainly is adequate for the fuel-conscious sort tempted by compact sedans. A few rivals offer two or sometimes three, four-cylinder engine options, including the Chevrolet Cruze (including a turbo variant and an intriguing clean diesel variant in 2014).
Just about every model come standard with Nissan's advanced, next-generation ' Xtronic' continuously variable transmission (CVT). Only the base S offers a standard six-speed manual in addition to available CVT. Nissan's advanced CVT effortlessly and automatically cycles through an infinite range of forward gear ratios rather than searcing for five or six planetary gears. As with a traditional six-speed automatic, drivers have no foot clutch to push. All this results in smooth, seamless acceleration, although the transmission does labor with the car traveling uphill. Nissan's been designing CVTs longer than just about anyone and has this technology well configured.
While the engine selection remains a no-brainer, a whopping six trim levels require some pre-thinking; base S, SV, SR and top-line SL star the thought process rolling. In addition to these four, two high-mileage variants reaching 40 miles per gallon highway estimates are available: FE + S and FE + SV. Rear spoilers and underbody aero deflects add one mpg highway to the otherwise class impressive 30 mpg city and 39 mpg highway.
Sentra offers no gas-electric hybrid or pure electric variant since Nissan's well-touted all-electric Leaf is part of the company portfolio. Nissan's Smyrna, Tennessee plant (near Nashville) adds Leaf production in 2013. Nissan's other U.S. assembly plant in Canton, Mississippi now produces Sentra along with a plant in Aguascalientes, Mexico.
Base models offer a decent array of standard content. Starting price for a base S with manual transmission is a respectable $15,990; add $600 for CVT. Nissan supplied a top-line SL edition with a $19,760 starting price. The sole factory option was a $650 5.8-inch color touchscreen with navigation. After adding in $170 floor mats and $790 destination charge, the bottom line ended at a respectable $21,370.
Relatively few option selections make the transaction process less taxing. Both the aforementioned in-dash navigation package and a $1,200 moon roof/upgraded speaker package are available in SV, SR and SL. Leather-appointed seats (heated in front) are a $1,030 extra in SL while SV and SR both offer $1,000 Driver Packages with USB-iPod ports, leather-wrapped steering wheel and shift knobs and Satellite radio.
Exterior styling continues with a conservative bent; resisting more sporty nuances found in compacts such as the all-new 2013 Dodge Dart (built in nearby Belvedere, IL) or Hyundai's recently redesigned Elantra. Side windows are longer than most in this segment, many of which have squeezed to a narrower nuance. A bold new (and significantly larger) trapezoid-style front grille reflects a family cue from other recently redesigned Nissans, including the mid-size Altima. Our top-line SL included vertical chrome strips inside. A single exhaust pipe comes standard in all trims. LED-accented Tail lights sport a boomerang style wrapping to side fenders while front housing resembles of a cat's eye design. Chrome, strap-like door handles come standard in all models.
Kudos for a thoughtful, tactile strategy for the driver-door-located power window and lock functions. It's a small, simple nuance, pointing to larger driver-focused strategy. Slightly curved power controls are larger in size for the front windows compared to the rear pair directly rearward. By providing extra depth, fingers also have a better opportunity for a firm grip. Power lock toggle buttons directly ahead have an almost braille-like texture detailing locking from unlocking. Power side-view mirror controls are found on the left-side of the dash, next to the trunk release button.
The flat, backlit instrument panel includes two circular analog gauges at the edges with smaller quarter gauges (fuel, temp.) between and towards the top with a digital message center below. USB and iPod ports are located in the center arm rest bin. The single-door glove box includes a shelf, dividing the region into two levels. Side doors included suede-like material accents. The smallish in-dash touch screen is bright, relatively intuitive and easy to maneuver.
At 37.4 inches, rear legroom is better than the all-new 2013 entry-luxury Cadillac ATS. Three adults could fit in a pinch, but for ultimate comfort, stick with two. Headroom is plentiful. A 60/40-split backrest (available in all trim levels) folds down to a spacious 15.1 cubic foot trunk, 2.0 cubic feet greater than 2012.
At a glance:
2013 Nissan SentraPrice as tested: $21,370
Engine: 1.8-liter, four cylinder
Horsepower: 130
City/Highway fuel estimates: 30 city/ 39 highway
Transmission: CVT
Length: 182.1 inches
Wheelbase: 106.3 inches
Overall Height: 58.9 inches
Curb weight: 1,702 pounds
Assembly: Canton, Mississippi