From the June 1995 issue of Car and Driver.
Time was, we all knew the definition of the word “more.” It meant, well, more—as in, “a greater amount of.” Thus, “more” car meant more sheetmetal, more Corinthian leather, more gas-guzzling cubic inches. More dollars, too.
Today, though, “more” has become a tricky little devil of a word. “More” computer, for instance, might mean a lightweight notebook one-tenth the size of your desktop clunker. And it’s only going to get weirder. Why, if engineers keep wringing more and more from less and less, in a hundred years a “jumbo jet” will be a three-foot-long Kevlar Frisbee that some freckle-faced kid throws from New York to Paris.
But we’ll let the next generation worry about how to hang on. For now, let’s turn our attention to the new-for-1995 Nissan Sentra—a car that embodies the best of the new “more.”
Like Nissan’s Maxima (one of our 10Best Cars for 1995), the latest Sentra packs added room, power, and fuel economy into a package that’s lighter and more rigid than the model it replaces. Yet the real sorcery here is that with these improvements comes a most unexpected drop in the window sticker. Base price for the last Sentra GXE we tested way back in February 1993 was $14,495. The new and improved GXE starts at $13,839.
“Well sure, Meathead, they’ve gone and moved all the good things off the standard-equipment list and made them optional,” you say. But hold on there, Mr. Bunker. True, the GXE does lose the previous model’s standard alloy wheels (they can be found on a new premium Sentra GLE). But the rest of the equipage is still there: air conditioning, power windows and locks, cruise control, an audio system with cassette. And the new Sentra has two airbags versus the old car’s one. Also, anti-lock brakes are now available (on GXE and GLE models) for $995.
The 1995 Sentra is sold only as a four-door; the Sentra-based 200SX will handle the lineup’s two-door duties (as well as carry the fabled SE-R moniker). A four-door configuration tends to imply a more mature character and, well, that’s probably fitting. This Nissan is starting to look and feel all grown up.
Like past Sentras, the new car remains unpretentious and conservative. Though the bodywork has been aero-refined with smoother curves and a less-boxy profile, there’s a familiarity to the shape that may disappoint buyers looking to make a lasting impression at every stoplight.
Yet the Sentra’s sensible styling is in keeping with the car’s mature demeanor. In many ways, the Sentra feels like a three-quarter-scale Maxima. Wheelbase, for instance, has grown a full four inches compared with the old model. This stretch has lent a broad-shouldered solidity to the ride motions and allowed for much-needed expansion in rear legroom. This, together with added space to tuck toes under the front seats, makes for actual comfort in back now. And it’s more the new-age way: the Sentra’s larger-car feel comes with no increase in overall length.
HIGHS: Boosts in room, swiftness, and economy
true progress.
As in the Maxima, much of the credit for this packaging magic goes to the Sentra’s deftly designed rear suspension. It’s a simple, lightweight beam-axle mutation with a lateral sliding link that delivers good wheel control without the space requirements of a fully independent layout. Then again, some of the interior roominess is due simply to good old-fashioned more: the new Sentra is an inch wider than its predecessor.
The Sentra scored well in our performance tests. About 100 pounds lighter than our last Sentra GXE, our five-speed-equipped test car ticked off the 0-to-60-mph run in 8.5 seconds. There are sprightlier entries in this class—the Dodge Neon, for example—but the Sentra is well toward the front of the field. And it’s more than a second quicker than our 1993 GXE.
A number of revisions, including a boosted compression ratio and a more efficient cylinder head, have raised the output of the twin-cam, 16-valve 1.6-liter four by 5 horsepower—to 115 at 6000 rpm. But Nissan wouldn’t let a boost in brawn carry a penalty in fuel economy, would it? Ah, you are beginning to get the hang of this “more” thing: the manual Sentra’s EPA city-cycle rating has, in fact, increased 1 mpg, to 30.
LOWS: Me-too clothes; almost too soft given the Sentra lineage.
All of this—more room without added length, more performance without more fuel consumption—is like discovering that Big Macs are made of spinach and oat bran. Yet the Sentra’s talents are not some smoke-and-mirrors act. This is a pleasing car to drive, with a limber shifter, a happy engine, exemplary grip for a humble sedan (0.78 g), and a ride that’s tautly controlled yet resilient enough to filter out most rough stuff. The car has a substantial feel, too: during our test drive, we heard nary a peep from the structure.
If we have a gripe, it’s that the new car seems to have lost some of the nimbleness of the previous Sentra, which ranked as one of our favorite-handling small sedans. This is likely due to the added breadth between the axles, but a trace of surgical steering precision is probably a fair trade for the new car’s stability and poise.
The reworked Sentra cockpit is much like the old car’s—straightforward controls and agreeable materials—yet there are subtle embellishments. The dash has been lowered for an airier feel. And the sweep over the instrument pod has a leaner, more elegant line. Indeed, this dapper cabin seems ready for duty in the next class or two up the sticker scale. BMW’s 3-series, for example, could learn something from this Sentra’s anti-austerity.
VERDICT: A miniature Maxima for the budget-wary.
This is a lot of car for the suggested sticker. Sure, we could always wish for “more.” Then again, who wants a car that fits under the seat in front or in the overhead bin?
Counterpoints
The new Sentra’s styling has transformed its Wonder Bread lines from one econobox shape into, well, a more curvaceous econobox shape—although it is far more spacious inside. But as a longtime champion of Sentras, I’m a little miffed. I just completed a back-to-back drive, old Sentra versus new. How come the old car has slightly sharper steering and less body roll? Is it the new car’s increased wheelbase or its new beam axle? How come the new car isn’t quite as agile around town, even though it is 98 pounds lighter than the car it replaces? Inquiring minds want no woe. —John Phillips
Your first drive in the GXE confirms Nissan’s new approach to broad-appeal models; the controls are light and silky. That’s okay by me, because the car’s ample power, slick gearshift, structural solidity, precise steering, and nimble handling combine nicely with the docile personality. And if the new Sentra's “mini-Saab” styling is conservative, remember that it’s a giant leap ahead of its boxy predecessor. In fact, only a weak heater and some freeway rolling motions mar an otherwise amazing deal. —Barry Winfield
We’re not happy that the new Sentra is softer and less fun to drive than the last Sentra. But, as much as we liked the last Sentra as a driver’s econobox, it was less than a success for Nissan, a company trying to outsell moneymakers like Pontiac’s Grand Am, Toyota’s Corolla, Ford’s Escort, and Chrysler’s Neon. Déjà vu to Datsun’s 510 of 1968-73. The beloved 510 sold well only two of the six years it was on the market, and it was replaced by the clunky 610/710, which sold better. The bright side for those who trusted their enthusiast instincts and bought either a 510 or the last Sentra: resale values are unusually high. —Phil Berg
Specifications
Specifications
1995 Nissan Sentra GXE
Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $13,839/$13,914
Options: floor mats, $75
ENGINE
DOHC 16-valve inline-4, iron block and aluminum head, port fuel injection
Displacement: 97 in3, 1597 cm3
Power: 115 hp @ 6000 rpm
Torque: 108 lb-ft @ 4000 rpm
TRANSMISSION
5-speed manual
CHASSIS
Suspension, F/R: struts/torsion beam
Brakes, F/R: 9.1-in vented disc/7.0-in drum
Tires: Michelin MX4
P175/70SR-13
DIMENSIONS
Wheelbase: 99.8 in
Length: 170.1 in
Width: 66.6 in
Height: 54.5 in
Passenger Volume, F/R: 51/36 ft3
Trunk Volume: 11 ft3
Curb Weight: 2442 lb
C/D TEST RESULTS
60 mph: 8.5 sec
1/4-Mile: 16.7 sec @ 82 mph
100 mph: 32.1 sec
Rolling Start, 5–60 mph: 9.2 sec
Top Gear, 30–50 mph: 13.1 sec
Top Gear, 50–70 mph: 15.2 sec
Top Speed (gov ltd): 109 mph
Braking, 70–0 mph: 208 ft
Roadholding, 300-ft Skidpad: 0.78 g
Interior Sound
Idle: 42 dBA
Full Throttle: 79 dBA
70-mph Cruising: 71 dBA
EPA FUEL ECONOMY
City/Highway: 30/40mpg
C/D TESTING EXPLAINED
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