No matter the model, the Sentra hums right along. We drove a GXE with a five-speed manual to 100 mph quite easily in the desert, and it was revving at a relatively calm 4500 rpm. It felt stable at this speed, and wind and tire noise were low. At the legal speed limit of 70 mph, the engine turns just 3100 rpm in fifth gear; the automatic-equipped model revs even lower. GXE and XE models run smoothly and quietly. The new 1.8-liter engine revs easily to its 6500 redline. The EPA rates it at 26/33 mpg city/highway with an automatic trans-mission, and 27/35 with a five-speed manual. This engine uses a timing chain instead of the cheaper and quieter timing belt. You don't notice the extra noise generated by the timing chain, however.
The 1.8-liter engine is designed to deliver its power relatively low in the rev range, where most Americans shift. Most Americans opt for automatic transmissions in their Sentras, making the new five-speed gearbox a rarer item. Low-rpm torque and carefully mapped gearing allow GXE and XE models with automatics to accelerate quickly from intersections yet cruise at highway speeds in a relaxed manner. Big motor mounts isolate the engine, deadening noise and vibration.

The SE-R and SE-R Spec V models rekindle memories of the famed Datsun 510 and the original SE-R that succeeded it in Nissan's lineup from 1991-94. Based on the architecture of Nissan's V6 engines, the SE-R's 2.5-liter four-cylinder has variable valve timing and uses a silent chain drive and compact balance system to reduce vibration. Throttle response is immediate and strong torque propels the SE-R quickly. The power band is very linear. The more powerful Spec V adds to the fun. Weighing in at 2,743 pounds, the Spec V has a 15.2:1 power-to-weight ratio (it's 16.0:1 for the standard SE-R). Nissan claims 0 to 60 mph acceleration times of less than 7 seconds for the Spec V.

Handling is even more impressive than acceleration. It's easy to rotate the car in corners using the throttle, making it a lot of fun to drive. The rack-and-pinion steering provides quick and direct control. The SE-R uses larger front and rear stabilizer bars and front suspension tower bracing. The big brakes slow the SE-R quickly. We found them easy to modulate at Laguna Seca Raceway and on the Pacific Coast Highway. Braking is provided by large four-wheel disc brakes; the SE-R's front rotors measure a full 11 inches, larger than many so-called sporting machines. A four-channel, four-sensor anti-lock braking system is also available.
Thanks to the helical limited-slip differential, the Spec V is much more fun on an autocross course or a twisting mountain road than it is in a straight quarter-mile. This special LSD allows the front wheels to rotate at different rates, greatly reducing understeer in corners. This lets the driver get back on the power much sooner in turns. This special limited-slip front differential improves the Spec V's balance when accelerating out corners. SE-R Spec V builds upon the SE-R's handling capabilities. Front spring rates have been increased 15 percent and rear spring rate has been increased 16 percent and there is improved shock absorber tuning. High-performance 215/45ZR17 tires on special 17-inch wheels complete the suspension package and give Sentra a tough, sport-compact look.

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The Nissan six-speed manual tends to be notchy. Fifth gear can be almost hard to find, but the gearbox isn't nearly as balky in the second-third-fourth up- and downshifts, and that's where this car is the most fun to drive. While the Spec V gets the most immediate attention, many auto enthusiasts will opt for the standard SE-R with its five-speed manual and will use it as a base for their own aftermarket modifications.