Nissan Sentra GXE
I learned to drive in a Nissan Sentra barely four years ago, which
may at least partially explain my affection for it. For all of its
sensible-shoes looks, it was nimble, quick, and was a lot of fun to
drive, something that shocked me during my first lesson.
The 1998 Sentra is decidedly sleeker than the old car, and about
four inches have been added to its wheelbase. But I'm not sure if I
like the new look as much&emdash;it's another generic Jerry Hirshberg
lump that looks more like a dumpling than anything else. I
appreciated the honesty of the old car's econoboxiness; with its
eggcrate grille and non-functional scoops in the front bumper, the
new car seems to be trying to be something it isn't.
Though the look's changed, the basic fun factor is still very much
in evidence. The new car still handles very nicely, with little body
roll and very sharp steering. The brakes&emdash;my bright-green
tester had the optional $950 four-channel ABS and rear
discs&emdash;were strong, though at low speeds the pedal had a
snatchy-grabby action that made the car difficult to finesse around
parking lots.
The 1.6-litre, 115-horsepower engine has plenty of power around
town and on the highway&emdash;it can, however, be buzzy at high
revs. The shifter feels great, the gear ratios are well-spaced and
the clutch is light and easy. A tachometer, unfortunately, is
optional, even on the top-level GXE.
Even with its edges having been rounded off, the Sentra is still a
very upright car, which pays dividends in both headroom and
visibility; it's easy to see all corners of the car through the big
windows, and you can dash in and out of traffic with confidence. (The
mirrors are also huge, a big plus.)
Inside, the Sentra is roomy and pretty well-appointed; though the
gray plastics and gray fabric of my test car were drab, they were of
very good quality. The dash is curved gently, and it's positioned
low, for an airy feel; the seats are excellent. All of the controls
are well-placed and made of good textured plastic, though the
defroster and cruise control switches had lights too dim to be seen
in daylight. There's a decent amount of room in back, and the rear
seats split and fold 60/40.
The only cheap touch is a windshield-wiper stalk that feels
thinner and less substantial than a chopstick&emdash;hopefully, an
anomaly: my tester was a prototype car not up to final production
standards.
$14,498 buys you a base model Sentra with all of the same running
(but not stopping) gear as the $18,568 GXE I drove, but you'll have
to do without power steering or a radio. The happiest compromise
seems to me to be the $15,098 XE, which has a host of useful
features, such as a rear stabilizer bar, larger tires, and remote
trunk and fuel-lid releases, for a negligible $500 price increase. A
$1100 "value package" adds air conditioning and four-speaker cassette
stereo.
It's a lot of car for the money, though it won't excite you with a
lot of surface excitement&emdash;its goodness is hidden within that
dumpling shape, and it may be a disappointment for those looking for
luxury features or high-zoot styling.
But one test spin&emdash;or several driving lessons&emdash;are
enough to demonstrate how good the stuff is underneath. The Sentra's
a ball to drive, and for that, I'm willing to forgive all sorts of
superficial sins.