The 2017 Sentra doesn't offer much joy to the driver in its stock form. As the Sentra SR Turbo, there's enough to raise a pulse a few beats per minute, though it's far from the performance banshee Nissan once had in the SE-R.
We give it a 5 for performance. The new SR Turbo edition and its manual transmission counterbalance the weak performance of its stock inline-4 and CVT. (Read more about how we rate cars.)
Until this year, the Sentra had offered only one engine, a 1.8-liter 4-cylinder with 130 horsepower and 128 pound-feet of torque. Not particularly quiet or powerful, the engine is one of the few in its niche to offer a 6-speed manual transmission—a notchy, loose, and imprecise box, and sure to be rare out there on dealer showroom floors.
Almost every other Sentra changes gear ratios via a continuously variable transmission (CVT). The latest rendition of the CVT gets programmed gear "ratios" that simulate the feel of a conventional automatic. Unlike the Altima's slicker unit, no one will mistake the Sentra's CVT for an auto 'box. "Shifts" are nearly imperceptible, but the Sentra gets quite noisy at high revs under strong acceleration, and the car shows obvious strain when accelerating up a hill.
Regardless of the model or trim level, all Sentra models include Normal, Eco, and Sport modes, though they are selected from small buttons that are located in the lower dash, out of the driver’s line of sight (the assumption is that you’ll pick a mode and stick with it). They affect throttle response and transmission tuning, while Eco mode also reduces air-conditioning draw. On fast-moving back roads we actually preferred Eco mode, as it had the transmission running the engine in a less-raucous rev range, while we were able to move almost as quickly.
Handling has never been a particular Sentra strength, but improved for 2016—and again this year. It's competent without encouraging spirited maneuvers. The suspension has a bit better control over ride motions, thanks to slightly stiffer springs versus the 2015 model. Nissan also factors in brake-controlled steering assist, which applies light braking to the inside wheel during cornering. It proved impressive when taking tight curves at imprudent speeds, but it feels more like you're being saved than like driving a sport sedan.
The nicely weighted, confident steering is a bright spot; it's speed sensitive and much like what's used in the Altima.
Rear disc brakes are available only on the SL or the SR, and they may provide stronger braking in higher-demand conditions like on mountain roads, but the rear drum system on the rest of the lineup stops well enough, albeit with lots of nosedive and body motion.
The Sentra's ride quality is smooth enough, and isn't significantly different whether you go for the base wheels or the low-profile 17-inch tires that somewhat improve responsiveness.
Sentra SR Turbo
For a bit more engagement on the road, there's the new 2017 Sentra SR Turbo. It takes the SR trim level to a higher performance level, with the addition of the Nissan Juke hatchback's 1.6-liter turbocharged inline-4, rated at 188 hp at 5,600 rpm, and 177 lb-ft of torque. Safe to say, it's the most interesting and rewarding part of both the Juke and Sentra now; it delivers a peaky power thrill that's been erased from most other turbocharged inline-4s, though like the other Sentra engine, it's also pretty loud when worked hard.
On the transmission front, the Sentra SR Turbo sticks with the 6-speed manual. The CVT is offered also, with those simulated gears.
On the ride and handling front, the Sentra SR Turbo's strut-and-torsion-beam suspension gets stiffer front springs (by 10 percent) and its own shocks, with 23 and 50 percent more damping force. The Turbo also gets its own 17-inch wheel-and-tire combo. Electronic power steering has been remapped for better response, Nissan says, and the Turbo also has slightly larger front brake discs, up to 11.7 inches, for more stopping power.
The result? A slightly more interesting drive. The SR Turbo is obviously quicker, but by a more moderate margin than expected. The steering has some friction as it builds up cornering force, and the ride is more damped than in a base car, but not yet at the locked-down point where you'd find a Focus ST or just about any Mazda 3.
