Nissan hopes Sentra stands out on style, MPG

Prices start at below $16,000, but

Nissan apparently hit on a winning formula when it redesigned its Versa subcompact for the 2012 model year.

Focusing on roominess and fuel economy, Nissan created a car that that became one of the best-selling models in its lineup and a sales leader among subcompacts.

For 2013, Nissan added some style to the mix while delivering an encore performance in the form of a redesigned Sentra. The new Sentra is one of the roomiest, most economical and most stylish compacts available.

But driving enthusiasts might wish Nissan had spent a little more time and energy on performance, so let’s get that out of the way first.

The first thing Sentra shoppers may notice is that the sporty 177-horsepower SE-R and 200-horsepower SE-R Spec V models are no longer offered.

All four 2013 Sentra models rely on the same 130-horsepower, 1.8-liter engine. It delivers 10 less horses and 19 fewer pounds-feet of torque than last year’s 2.0-liter standard engine.

The 2013 Sentra compensates a bit by being lighter on its feet, having shed 150 pounds. And most drivers won’t notice the power loss while bopping around town, where the Sentra feels peppy enough.

But full-throttle launches to 60 mph take about a second longer than they did in last year’s Sentra, and passing on the interstate requires patience and tolerance.

Nissan’s continuously variable transmission keeps the engine revs near redline and whines like a spoiled brat as it musters maximum energy to mosey past 18-wheelers on the highway.

A six-speed manual might help squeeze more oomph out of the engine, but it’s only available on the entry-level Sentra S.

All other Sentras, including my SR test vehicle, get the CVT. That’s good for economy because CVT Sentras go 3 city or highway miles farther on a gallon of gas.

And that makes the 2013 Sentra one of the most fuel-efficient compacts available. It averaged right around its best-in-class 34 mpg combined rating during my test.

The 2013 Sentra didn’t seem to handle or ride quite as well as its predecessor during the testing.

Its suspension soaked up most bumps and ruts, but not the biggest ones. It also didn’t prevent the Sentra from leaning in sharp curves and wasn’t particularly interested in clinging to corners.

Don’t take that to mean that the Sentra is as sloppy as Uncle Joe after a few cups of wine at Christmas dinner. Its steering feels tight and responsive, and the Sentra handles quite competently when it isn’t pushed hard and driven like a compact sport sedan.

Roomy interior

It’s pretty obvious that Nissan prioritized other things during the Sentra’s redesign. In addition to outstanding mileage, they seemed focused on roominess.

Average-size adults aren’t likely to have any complaints about front-seat roominess, but the Sentra’s second-row seat is a standout.

Casual observation suggested that its rear seat is as accommodating as anything in its class, and Nissan’s specs affirm that.

The Sentra falls mid-pack or better among competitors in rear-seat hip, head and shoulder room. But it trounces the competition where most passengers think it matters most with 37.4 inches of rear-seat legroom.

All told, the new Sentra is roomy enough inside to qualify as a midsize sedan, according to the EPA. Its 15.1-cubic foot trunk is also midsize and dwarfs most competitors.

Yet the new Sentra’s exterior dimensions, which stretched 2 inches but also narrowed by 1.2, make it a compact. I’d give Nissan an award for packaging efficiency.

I’d give it one for styling, too, based on the Sentra’s new looks. Bearing a strong family resemblance to the Altima — a good thing — the 2013 Sentra looks upscale for its price class.

For example, chrome door handles, LED taillights and LED-accented headlights aren’t typically found on cars starting at $16,000.

It’s a similar story inside, where every 2013 Sentra comes with a stylish and ergonomically effective cockpit with a quality look and feel that belies its starting price.

Standard creature comfort features on every model include keyless entry, A/C, power windows/mirrors, 60/40 split folding rear seatbacks, and an AM/FM/CD with auxiliary input jack.

My test car’s options included pushbutton starting, auto headlights, a Bose audio system with iPod interface and Bluetooth connectivity, moonroof, auto-dimming rearview mirror and a navigation system with rearview monitor.

The MSRP for all that was $22,580, including delivery fees. That’s terrific value among compacts, especially given the Sentra’s class-leading mileage and roominess.

But I’d bet enthusiasts would be willing to write a bigger check for a new Sentra SE-R with sportier performance.

NUTS AND BOLTS

What is it? 2013 Nissan Sentra SR, a stylish, roomy and high-mileage compact.

What's it cost? Sentra is available in four trim levels with starting prices from $15,990 to $19,760. Options and $780 delivery fees hiked Sentra SR test car's MSRP from $18,870 to $22,580.

What I liked best: Doesn't look as affordable or economical as it is.

What I liked least: Looks sporty but doesn't act the part.

Who's it for? Buyers seeking more miles and style than thrills per gallon.

Important numbers: 1.8-liter, 16-valve, in-line 4-cyl. with variable valve timing produces 130 hp, 128 lbs-ft of torque. Continuously-variable transmission. 106.3-inch wheelbase. 2,847-lb curb weight. 15.1-cu. ft. trunk. 0-60 in 9.3 sec. (stopwatch). 30 city/39 h'way/34 combined mpg (EPA).

Scott Wasser is a freelance auto writer who has been reporting on cars and motorcycles since 1988. Email him at carguysw@aol.com.