Solid describes Sentra
Nissan's small sedan is comfortable and easy on the gas
If one automaker could be described as building cars with subtlety that belies their dependability, quality, efficiency, and even pure fun, it is Nissan.
Sure, the company's 350Z sports car is a head-turner, as will be the G37S Coupe, which is just hitting the street. But when buyers think small sedans, they might overlook Nissan, giving more consideration perhaps to the zippy class of Honda's Civic or the verve of the Mazda3. That would be a mistake -- Nissan should not be overlooked. Case in point, today's test car, the 2007 Sentra 2.0 SL.
The Sentra's exterior styling is not cutting edge, with its mesh grille, bulky headlamps, high greenhouse for a small sedan and a chopped rear deck. But neither is the popular Corolla the kind of car that makes people stop and stare.
Inside, however, the Sentra is cooly functional. The center control pod is where all the action is, with its large knobs and rectangular buttons. The roomy interior holds four adults quite comfortably (putting a fifth in the rear middle makes for a tight fit), with good leg room -- particularly up front -- and a high ceiling.
The interior finish is clean-looking but modest, with obvious semiplastic attempts to keep the price down in some finish areas. And yet somehow it doesn't feel cheap.
The front bucket seats are favorite-living-room-chair broad and comfortable.
Even what seems like softness beneath the knee joints inexplicably remains supportive.
There's no big bolstering on the sides, although this isn't a car you'll be tossing into corners anyway. But I'd have no problem taking it on a long jaunt. In fact, for a small car, the ride is kind of large-American-car soft. I suspect this was purposeful suspension tuning aimed at consumers who don't want stiff European corner hold or the bounce of a sport sedan.
Approximately 2,900 pounds of curb weight is hauled around by a 2-liter, 4-cylinder engine with 140 horsepower and a higher torque rating of 147. I love cars with more torque than horsepower.
It comes with either a six-speed manual transmission or a continuously variable transmission (belts or chains that run between convex pulleys that open and close on driver demand). That means virtually endless gearing since even infinitesimal driving changes affect the pulley/belt combination. It also means better gasoline mileage. I got 33 miles per gallon using regular fuel, and that's without any effort to conserve -- I just drove the Sentra as I would any other, and at times pushed it harder than I normally would just to see how it would behave.
There isn't enough power for the torque steer normally associated with front-wheel-drive cars, but the horsepower backed by the extra torque provided plenty of oomph for safe, sane high entrances and it never lugged, even on steep New Hampshire hills.
The electric assist power steering, uncommon on a car with a base price below $20,000, was delicate and tactile.
Standard interior gear included leather-appointed seats, leather-wrapped steering wheel, power windows and door locks, a 6-speaker audio system with speed-sensitive sound adjustment, 6-way adjustable driver's seat, 60/40 split folding rear seat, trip computer, and keyless ignition/entry control.
Safety gear included driver and front-passenger airbags and side impact bags, and side curtain airbags front to rear. Critically, traction control is not even an option. It should be at least that.
And even this top-of-the-line Sentra model -- there are three versions -- would have stayed below $19,000 had not
The Sentra is proof that there are roomy, quality, affordable cars out there that deliver comfortable driving and good gas mileage without the premium price of a hybrid.
Royal Ford can be reached at ford@globe.com. 
