The Renault factor
The highlight of my test drive of the Sentra has been discovering this car's drive. It is nice, refined and competent. The suspension is comfortable and keeps the car stable on the highway. If I was to compare it to the Mazda3, I could easily say that both have obvious European inspired chassis' however the difference lies in the vocation: the 3 is sportier and the Sentra is posher. One thing is certain; the Sentra has never felt tighter. My test drive over Montreal mine-fields revealed no rattles or any noticeable undesirable shakes. The benefits of the Renault Mégane should extend well into the Sentra's old age; I expect that this car will remain solid for a good number of years not to mention rewarding to drive.
The 2.0L engine is peppy but not as responsive as other engines in the category. The engine's sweep spot is right in the middle of the tachometer. Between 3,500 and 5,000 rpm is when the 2.0L is most alive. The CVT is well programmed. Most CVTs will have the engine screaming to the redline but this one acts more like an automatic transmission: engine speed rises to 4,000 rpm and then gradually rises with travelling speed. On the downside, the CVT did occasionally jerk when accelerating from a full stop. Sporadically, the brakes stuck or worked overtime: once the pedal was released, it would still slow down, much like regenerative braking. The turning radius is impressively short.
Competition and deliberation
There are number of fine cars in this group. First and foremost is the Honda Civic with 70,000 sales in 2006. It offers a great drive, looks and reliability. The others include the remainder of the usual suspects: the Mazda3, Toyota Corolla and Subaru Impreza. The 3 and Impreza are the only ones to offer a hatch if you are looking into that. The Sentra does not really have something that the others cannot offer. Generally speaking, Nissan products are fairly reliable but the Honda and Toyota are safer bets for the long run.
The Sentra is an interesting package that, as a whole, only just barely matches the Civic and the Mazda3. The new Corolla should arrive sometime next year and it will surely once again be the one to beat and thus create a larger gap between the top car and the Sentra. It is a fair car but not quite the best in the segment.
The price range of the Sentra is from $16,798 up to about $25,000 for an SE-R Spec V.
Tight turning radius
Great ride
CVT hesitation
Loud powertrain
Forward ¾ visibility due to the large "A" pillars
Competitors:
Mazda3, Honda Civic, Toyota Corolla, Subaru Impreza, Kia Spectra, Hyundai Elantra, Mitsubishi Lancer, Chevrolet Cobalt, Pontiac G5, Dodge Caliber, Ford Focus
photo:Philippe Champoux
The highlight of my test drive of the Sentra has been discovering this car's drive. It is nice, refined and competent. The suspension is comfortable and keeps the car stable on the highway. If I was to compare it to the Mazda3, I could easily say that both have obvious European inspired chassis' however the difference lies in the vocation: the 3 is sportier and the Sentra is posher. One thing is certain; the Sentra has never felt tighter. My test drive over Montreal mine-fields revealed no rattles or any noticeable undesirable shakes. The benefits of the Renault Mégane should extend well into the Sentra's old age; I expect that this car will remain solid for a good number of years not to mention rewarding to drive.
 |
| The Sentra shares its platform with the Renault Mégane. |
The 2.0L engine is peppy but not as responsive as other engines in the category. The engine's sweep spot is right in the middle of the tachometer. Between 3,500 and 5,000 rpm is when the 2.0L is most alive. The CVT is well programmed. Most CVTs will have the engine screaming to the redline but this one acts more like an automatic transmission: engine speed rises to 4,000 rpm and then gradually rises with travelling speed. On the downside, the CVT did occasionally jerk when accelerating from a full stop. Sporadically, the brakes stuck or worked overtime: once the pedal was released, it would still slow down, much like regenerative braking. The turning radius is impressively short.
Competition and deliberation
There are number of fine cars in this group. First and foremost is the Honda Civic with 70,000 sales in 2006. It offers a great drive, looks and reliability. The others include the remainder of the usual suspects: the Mazda3, Toyota Corolla and Subaru Impreza. The 3 and Impreza are the only ones to offer a hatch if you are looking into that. The Sentra does not really have something that the others cannot offer. Generally speaking, Nissan products are fairly reliable but the Honda and Toyota are safer bets for the long run.
 |
| My tester, a 2.0S with CVT tansmission and Luxury Package, had a sticker price of $22,423. |
The Sentra is an interesting package that, as a whole, only just barely matches the Civic and the Mazda3. The new Corolla should arrive sometime next year and it will surely once again be the one to beat and thus create a larger gap between the top car and the Sentra. It is a fair car but not quite the best in the segment.
The price range of the Sentra is from $16,798 up to about $25,000 for an SE-R Spec V.
 |
Tight turning radius
Great ride
 |
CVT hesitation
Loud powertrain
 |
Forward ¾ visibility due to the large "A" pillars
Competitors:
Mazda3, Honda Civic, Toyota Corolla, Subaru Impreza, Kia Spectra, Hyundai Elantra, Mitsubishi Lancer, Chevrolet Cobalt, Pontiac G5, Dodge Caliber, Ford Focus
photo:Philippe Champoux
Article Gallery