2009 Nissan Sentra
by Jim Prueter and Rebecca Antioco-08/2009
(This 2007 review has been updated to cover the 2008 and 2009 model years.)

First introduced to the North American market in 1981 as a 1982 model-year vehicle, the sixth-generation Nissan Sentra debuted in the 2007 model year.

While compact cars have never been box office hits with Americans, last year’s $3-per-gallon gasoline prices have everyone paying a little more attention to fuel economy ratings on the window stickers when shopping for a new car. In that department the new Sentra seems right on target, with an EPA fuel economy rating of 25 miles per gallon in the city and 33 on the highway. The best I could get from my test car was 26 mpg. With less than 1500 miles on the test car, fuel economy should improve as the engine logs more miles.

Sentra is no longer the entry-level Nissan, having been displaced by the Versa. The new Sentra is larger overall with a 5.9-inch increase in wheelbase and 2.3-inches in overall length. It’s also higher and wider, affording much improved interior space.

For 2009, the front-wheel drive Sentra comes in a choice of three standard trims (2.0, 2.0 S, 2.0 SL) and two high-performance models (SE-R and SE-R Spec V). Late model-year editions will have the FE+ extension affixed to all but the manual 2.0 S and the SE-R models, signifying a one-mile-per-gallon improvement in fuel economy.

Standard equipment on all models includes air conditioning, power windows/door locks and steering, and AM/FM/CD audio system with auxiliary audio input. The S model adds power mirrors, styled steel wheels, steering-wheel-mounted audio controls, and keyless entry. SL adds 16-inch alloy wheels, leather seats, cruise control, keyless ignition, and Bluetooth. Options for the S or SL include a sunroof, heated seats, rear spoiler and an eight-speaker Rockford Fosgate audio system. All options are grouped into packages, and most of the SL’s standard features are available as option packages on the S.

The three base Sentras are powered by a 2.0-liter 140-horsepower four-cylinder engine paired with an automatic continuously variable transmission (CVT) or a six-speed manual on the S.

The SE-R performance editions are powered by a larger 2.5-liter 177-horsepower four-cylinder and CVT with manual shift control. The SE-R features a firmer suspension, deeply bolstered sport bucket seats, aluminum trimmed pedals, gauges, exterior badging and upgraded wheels and tires. The SE-R Spec V has 200 horsepower and a six-speed manual transmission, sportier interior trim and high-performance tires.

The exterior design falls into line with the rest of the Nissan family, appearing like a smaller version of the Maxima and Altima with slab sides, short yet high rear deck, sharply angled windshield, large trapezoidal, stacked multi-element headlamps, and familiar Nissan grille and logo. The look certainly won’t make a fashion statement but it’s pleasant.

The interior is blissfully larger than the previous generation models and will accommodate four adults with relative comfort. We liked the look and feel of the cloth seats in our S model. This tall driver could have used more thigh support but appreciated the wide selection of seat adjustments for leg and headroom.

Back seat passengers get another inch of legroom; trunk space is up by 1.5 cubic feet. The rear seat is split 60/40 and folds flat to open space into the trunk, a nice feature for transporting long objects like a bike or stroller.

Interior materials are up to snuff, plastics look good, overall build quality, fit and finish are up to par, dash is stylish, gauges and controls functional and easy to use. The center stack is trimmed in a brushed-aluminum. The glove box is deep, can hold a laptop computer and has a lock. Steering wheel tilts but doesn’t telescope.

Our tester also included the Convenience Plus Package ($850) with Bluetooth, leather-wrapped steering wheel, integrated overhead CD storage, and keyless entry and ignition.

Driving the Sentra won’t convince you it’s an “enthusiast” car by any means. But it handles decently, doesn’t seem overly tippy in sharp cornering or curves and returns a mostly quiet ride, with some road noise intruding into the cabin.

We’ve never been huge fans of the CVT, which are smooth revving, meaning they hold the same engine rpm for runs up to highway speeds without hearing or feeling the transmission shift like traditional automatics. Likewise you don’t feel passing gears kick in under full throttle. But this is the best CVT we’ve driven and isn’t nearly as annoying as those we’ve driven in other products.

Safety gear includes standard dual-stage front airbags, front side airbags, full-length curtain air bags and active front seat headrests. We were disappointed that anti-lock brakes aren’t standard on the base model, but they are on all other trims. SE-R models come equipped with four-wheel disc brakes. We also think it’s a mistake that electronic stability control is not available as either standard or optional equipment.

The 2009 Sentra earned the highest five-star rating in front and side impact crash tests from the National Highway Traffic Safety Administration and the highest rating (Good) from the Insurance Institute for Highway Safety.

The Sentra, while not perfect, is an improvement over the previous generation and as a daily driver will please most owners. We don’t think there’s enough evidence to call it a clear leader among rivals like the Honda Civic, Mazda3, Hyundai Elantra, Toyota Corolla or Subaru Impreza, but it’s pretty impressive nonetheless.