First Drive: 2007 Nissan Sentra SE-R and SE-R Spec V

[mikeyb]

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Were going to come right out and say it: The new Nissan Sentra SE-R (above) does not recall the glory days of the original 199194 SE-R. Actually, its unlikely that any new Sentra SE-R will top the adulation for the initial version, given the positive aura that years of nostalgia have bestowed on it. The first SE-R is a lot like your first kiss or your first batch of pancakes, both of which were probably sloppy and not as delicious as you now fondly remember. Since the first generation, the subsequent two generations were met with indifference and disappointment. So maybe the new, fourth-generation SE-R cant top the original, but its vastly better than the previous model, at least when it comes to driving dynamics. As before, the hot Sentra comes in two versions: SE-R and SE-R Spec V (next page). The SE-R comes only with a CVT, and the higher-output Spec V engine is mated to a six-speed manual.

Exterior and Interior

Were still getting used to the upright looks of the Sentra, which shares a platform with the Renault Mgane. The SE-R makes an effort to correct the awkward proportions with 17-inch wheels, aggressive front and rear fascias, and a rear spoiler. The effect is a subtle improvement, but it will never, ever be called pretty.
On the inside, the SE-R has an oil-pressure gauge and a g-meter to measure acceleration and deceleration. The rest of the interior is mostly unchanged from the Sentra, except for new front seats with red stitching and SE-R logos on the headrests; the Spec V gets the added flair of red seatbelts. Despite the sporty looks of the front buckets, the side bolsters dont do much to hold your upper body in place, and although the seat bottom accommodates cheeseburger-laden posteriors, skinnier folks will slide around during hard cornering. The Sentra SE-R has a 13-cubic-foot trunk and rear seats that can hold full-grown adults. Front, side, and curtain airbags are standard.
Engine and Transmission

Underhood is the 2.5-liter QR25DE inline-four, which is also used in the Altima. In the SE-R, it makes 177 horsepower and 172 pound-feet of torque. The Spec V has a higher compression ratio (10.5:1 versus 9.6), a 7000-rpm redline (up from 6200), and unique intake and exhaust manifolds, connecting rods, pistons, and camshafts to increase output to 200 horsepower and 180 pound-feet. The CVT in the SE-R works in automatic mode, or the driver can use steering-wheel-mounted shift paddles to operate in manumatic mode. SE-R engines will run on regular unleaded gasoline; the Spec V requires premium.

Chassis

Behind the 17-inch wheels are 11.7-inch front and 11.5-inch rear disc brakes in the SE-R; the Spec V upgrades to 12.6-inch rotors. ABS is standard, but the Sentra SE-R is one of the only sporty compacts extant that doesnt offer stability control. In the SE-R, stiffer springs are the only other major chassis change from the base Sentra. The Spec V goes a step further with more aggressive summer tires, 0.4-inch-lower springs, a larger 25mm front stabilizer bar, and extra bracing in the front and rear. The Spec V also offers an optional helical limited-slip front differential. Both cars retain the strut-front and torsion-beam-rear suspension setup. Despite its being less sophisticated than an independent rear suspension, Nissan engineers claim the torsion beam gives the rear end enough stiffness without creating a harsh ride.

Driving Impressions

The engine starts (via an optional keyless ignition system in the SE-R) and runs with remarkable smoothnessespecially compared with the thrashy mill in the previous-generation SE-R. That smoothness continues all the way up to the 7000-rpm redline in the Spec V, and a soft rev limiter lets the engine sit exactly at the redline. The exhaust note is noticeable but not at all loudmost owners will probably look for an aftermarket exhaust. In manual mode, the SE-R effects gearshifts at its lower redline, whether the driver likes it or not. Nissan is optimistic about the CVTthe company sees the SE-R model as an alternative for customers who live in high-traffic areas where shifting is a pain. The manual mode is meant to endow the automatic with some semblance of sportiness, and indeed it switches among the six preset ratios quickly and with almost zero delay. But unlike conventional automatics with a manumatic mode or dual-clutch manuals, the CVT keeps engine revs relatively constant, so ultimately, youll get better engine response by leaving the transmission in automatic mode. The short-throw six-speed in the Spec V is an improvement over the rubbery shift lever in the standard Sentra.
On the road, the Spec V accelerates with gusto, and the SE-R is similarly quick but feels as if it were lacking more than the deficit of eight pound-feet of torque to the Spec V. The Spec V engine works best above 4000 rpm, close to its 5200-rpm torque peak, and although its not nearly as asthmatic at low revs as is the Honda Civic Si, the Nissan engine lacks low-end punch. Neither SE-R feels as fast as more powerful competitorsor even the 200-hp turbocharged Volkswagen GTI. The upside is that the Spec V is usually rolling by the time significant torque kicks in, so torque steer is kept to a minimum. That alone makes this SE-R better than its predecessor, but the new car has more to offer than that, such as excellent balance. As you enter a corner, the front end grips nicely and resists transitioning into understeer. Lift off the throttle or jab the brakes, and the back end will step out slightlynot a scary amount, but enough that the car can be positioned with the throttle. And speaking of the brakes, the bite is substantial and we noticed no fade. Unfortunately, the steering, which is boosted electrically, is not quite as solid as the rest of the car. Theres a good feel for whats going on with the car itself, but road feelwhats going on beneath the tiresis somewhat isolated.
The Verdict

The Sentra SE-R and SE-R Spec V arent quite as lively as the outgoing Mini Cooper S, but they hold their own compared with four-door sporty compacts. The SE-R Spec V edges the Honda Civic Si on turn-in, power, ride comfort, and overall livability. If the Sentra isnt quite as refined as the Volkswagen GTI, it isnt as expensive, either. Sure, the SE-R, even in Spec V trim, isnt as extreme as the 263-hp Mazdaspeed 3, but the SE-R can still cover miles of curving back roads at high speeds and put a smile on the drivers face. As a bargain pocket rocket, the new SE-R fits the mold cast by the original, even though its shape is now larger and rather ungainly.

[Car&Driver]

 

[Kansei]

yuck @ seats made for massive people.. at least they aren't trying to really claim that it's a sports car.

I do like their spin on why they chose to use a torsion beam rear suspension.. it totally wasn't cost-savings, not at all haha.

 

[LinuxRacr]

The baby Altima.

 

[Kansei]

In that case it's the Maxima's grandchild.

It resembles the design of the previous gen (2005+ though) altima more than it does the new one though. The new one gained some curves.

 

[mountjonas]

for some odd reason, i don't find it as offensive as when i first saw it. i'd go on to say that i probably would consider it if i were in the market for that segment of car. oh my god, what's happening to me.

 

[Kansei]

no!!!! don't fall for it!

 

[mountjonas]

don't worry. hopefully my next car will be a little more upscale.

 

[mikeyb]

don't worry. hopefully my next car will be a little more upscale.

What BMW, Audi, or Mini?

 

[LinuxRacr]

It's actually not a bad looking car at all.

 

[CnoTataymo]

At least it has a higher redline then when I had a Spec V. Hopefully this one handles just as good. To me, it looks okay, just like a mini Maxima/Altima.

 

[99 Pro]

What BMW, Audi, or Mini?

Audi RS4. (drive2)

 

[InFlames]

lol @ the sentra se-r looking like a mini altima se-r

 

[spike blue]

ugly always love the sentra spec-v but this one suck!!!

 

[Rotary_Powered]

I love the sports compact revival that started back up around 2002 and still going strong. Just look at SCC 8 great rides list from 2002-2003 and there under $25k and $30K issues each year since then. It's great to see how many car have been sporty from the MSP to MS3, Mini S, Si, GTI, WRX, Tiburon GT/SE, SE-R V, Celica GTS, RSX-S, SRT-4, Cobalt SS S/C, Tc S/C, Focus SVT or even the Corolla XRS. The Sport Compact Market has had a great selection the last 8 years!

 

[GhostMercury]

it looks wayy to much like a maxima or altima. and to bulk to keep the name of se-r

 

[BadKarma]

Ewww... I'd feel less ashamed riding a tricycle around than driving that thing.

 

[Rally Ninja]

sub'n for the inevitable MSP vs Spec V comments.(crazy)

 

[mountjonas]

What BMW, Audi, or Mini?

i'm setting my sights on the entry level luxury brands. maybe a lexus or infiniti. in reality, i'm going to be so broke, that i'll drive the wrx or mazda5 until the wheels fall off.

 

[Phoenix5]

(notcool)I prefer the B15 Spec V better..2002-2003.

Just like the 06 Civic Si,I like the performance,but I hate the looks!

 

[mikeyb]

Another First Test Drive: Insideline

Turning the screws on Nissan's crossover sport-compact


Nissan's 2007 Sentra SE-R has a legacy to carry on. When the first-generation SE-R was released in 1991, it hit the brand-new sport-compact market with an irresistible combination of performance, style and price. Today, the 1991 SE-R is remembered as the car that Nissan got right in every way.

With the introduction of the third-generation Sentra SE-R, Nissan is hoping to get it right again with the high-performance Spec V. But following the same formula isn't going to be easy. That's mostly because the new Sentra shares a chassis platform with the upcoming Nissan Rogue crossover SUV, so it's even taller and wider than the Acura TSX and Mazda 6 midsize sedans.

It's hard to call the Sentra Spec V a sport compact ("sport midsize" just sounds wrong), yet it's clear that Nissan is hoping this car will compete with the Honda Civic Si, Mazdaspeed 3 and Subaru WRX.

The rest of the formula
The Spec V is one of two Sentra SE-R models. It's a dedicated high-performance package, with more power, a six-speed manual transmission and a special chassis calibration. The conventional SE-R also has a uniquely tuned engine (although with 177 hp), but it's matched with a continuously variable transmission (CVT) and a chassis that's not meant for maximum attack.

Thanks to a base price (including destination fee) for the SE-R Spec V of only $20,515, Nissan has nailed the low-bucks budget of most of its SE-R buyers.

But when it comes to styling, the new Sentra doesn't live up to the SE-R formula. We'll admit that the original Sentra SE-R couldn't exactly be called striking, but it had excellent proportions that gave it a purposeful look. This 2007 Nissan Sentra looks confused. Its arched roof and short rear deck seem awkward at best, and even a lowered suspension and big wheels can't disguise the look of a utilitarian commuter car.

The heart of the matter
With 200 horsepower and 180 pound-feet of torque, the Spec V's revised DOHC 2.5-liter inline-4 is now on par for the class. The long-stroke engine has enough torque to motivate the chassis in engaging ways, while now a screaming 7,000-rpm redline helps give it a new dimension of performance.

The QR25DE engine doesn't pull with the same fervor at 6,500 rpm that it does at 5,500, but it is still a huge improvement over the old lump that was done making power well before its fuel cutoff at 6,200 rpm. There's lots of power under the curve, so it's very drivable no matter how many revs you have on the tach.

Of the two Sentra SE-R models, only the Spec V gets a six-speed manual transmission with an optional helical limited-slip differential.

The Spec V also has a special suspension setup with harder bushings, more aggressive strut and damper tuning, a ride height that's 10 millimeters lower, and a larger 25-millimeter front stabilizer bar. There's a strut-tower brace up front, plus an interesting V-shape chassis brace between the rear dampers that means you have to sacrifice the base Sentra's fold-down rear seats.

There are summer-spec 225/45WR17 Continental SportContact2 tires at all four corners. The Spec V also gets big 12.6-inch front brake rotors, which are almost a full inch in diameter larger than those of the regular SE-R.

On the road
Drive the Spec V at 7/10ths and you'll be impressed by its composure. Its steering and brakes keep up with the cornering demands and the chassis tuning feels appropriately sporty. Once you start turning the screws, however, it becomes evident that the Sentra chassis suffers from crossoveritis.

Like a crossover, the Sentra has a long 105.7-inch wheelbase, and it's tall at 59.1 inches. There's no shortage of cornering grip, but you will feel plenty of body roll because of the car's crossoverlike height. The Spec V also rides pretty busily on city streets (especially at the back of the car), although when you're driving fast on less-than-perfect back roads, you'll discover there's a good compromise of spring and damping rates.

Thanks to its limited-slip differential, the Spec V is especially adept at putting the power down through tight low-speed corners. Just be sure you've got a good grip on the wheel, because the combination of the engine's considerable torque at wide-open throttle and the helical-type limited-slip differential will lead the Spec V to carve a line that might require you to unwind the wheel at the exit of the corner.

We were able to find a good driving rhythm in the Spec V, and it probably was as quick as a Civic Si over most roads. The SE-R's steering feel and overall composure aren't as refined as those of the Honda, however, and you'll notice this as you approach the limits of the chassis. At least part of this equation is the Spec V's weight. At 3,080 pounds, this car is 135 pounds heavier than the Civic Si sedan and about 300 pounds heavier than the previous-generation SE-R Spec V.

We also couldn't get along with the awkward shift action of the Spec V's six-speed manual transmission. The shift lever is right where you want it, high up on a console next to your hand. But the cable-operated shift action is a bit balky and it takes a lot of effort to move the lever laterally across the shift gate to grab another gear. We also had one of the transmission's shift cables come loose from its mounting bracket. (A roadside repair saved the day.)

On the track
Despite its composed personality, the Spec V has respectable performance on the test track. It hit 60 mph in 6.7 seconds and broke the quarter-mile traps in 15.1 seconds at 92.6 mph — a quicker performance than the Honda Civic Si sedan. The Honda hit 60 mph in 7.1 seconds and went through the quarter-mile in 15.3 seconds at 93.3 mph.

The Spec V split the slalom cones at 64.7 mph, which ties it with the Subaru WRX, although this is slower than many cars in the class, probably a function of the Sentra's size. At the same time, the Spec V's grip on the skid pad is very good at 0.86g.

These big brakes stopped the Spec V from 60 mph in 125 feet — the same as the Civic Si sedan.

Spartan but functional
The SE-R interior has a few touches to remind you this isn't your mother's econobox. We like the comfortable cloth-upholstered seats, although the bolsters aren't supportive enough.

The good news is that the Spec V is genuinely capable of carrying four medium-size people in reasonable comfort. We loaded someone 6-foot-2 in the back, where he complained of limited headroom but found the legroom adequate. With 97.7 cubic feet of passenger volume, this is a spacious package.

The stereo controls are easy to figure out and the huge center-mounted volume knob offers satisfying punch when the car is optioned with the eight-speaker, 340-watt Rockford Fosgate audio system, which includes MP3 capability.

The rim of the leather-wrapped steering wheel nicely fills your hands, and it's trimmed with red stitching just like the seats. The front seatbelts are also red — not the kind of style choice we'd make.

Does it matter?
With decent performance numbers, real-world usability and competitive pricing, the Spec V comes closer to the magic SE-R formula than we anticipated, given its size. The only real obstacle facing the Spec V is the fact that its arched roof line and tall profile scream "frumpy commuter car" much louder than its low-profile tires and semi-sporty exhaust note declare it an official sport compact.

Nissan tells us that about 10 percent of Sentra sales have traditionally been SE-R models, and the high-intensity Spec V has comprised the majority of that number. SE-R enthusiasts are clearly a dedicated crowd, and we'll see if they start hanging wings and spoilers on the Spec V or get used to crossing over to its newly adult personality.