Let's take a quick look back on recent history. In 1997, Nissan killed the 300Z, and we cried. In 1999, Nissan killed the 240SX and the 200SX in the States, and we cried even more. So for all their efforts to rebuild a struggling company, the Nissan suits seem to be doing a whole lot of tearing down, all the while giving us a whole bunch of reasons for tearing up. Still, while we've been complaining about what we can't get and what we can't get anymore, we have overlooked what we have. And for the 2000 model year, Nissan has reloaded its existing product line with enough horsepower to make you almost forget about what's missing.
The new Maxima looks like it's been hitting the gym, and the work has really paid off. It's lost body fat and gained leaner Altima muscle tones around the edges. Underlying all that superficial stuff is the power jump to the 220 range. It's not rear-wheel drive, but then again, what is these days? And then there is the new Sentra SE.
Nissan is banking on a new design that falls into place behind the Maxima and the Altima and a refined 2.0L DOHC powerplant. OK, so it's pretty much typical four-cylinder stuff: high-revving, peaky, and short on the low end. And in First, the Sentra doesn't seem too promising. The engine sounds like it's working hard to churn up the torque. But it really finds its footing in Second and maintains that balance through the rest of the gears.
Max horsepower rating is 145 hp at 6,500 and peak torque is 136 lb-ft at 4,800. Not eye-opening stuff, granted, but a good leg up on the previous generation's numbers. The most notable engine improvements include all-aluminum construction, a lengthened intake manifold, and a variable capacity muffler, which incorporates a special flap valve that opens at 2,000 rpm and above to reduce exhaust system backpressure. That's a concerted effort to raise the car out of that econo-box segment and into a more performance-oriented arena. The stiffer chassis construction and newly applied sport-tuned suspension helps. Now, the car feels sharper around turns and curves, overcoming the lofty 195/60HR15 tires.
Inside, the Sentra SE doesn't come with many bells and whistles. The silvery white gauge faces are the only things to goggle, and the excitement there doesn't last very long. The shifter gets the job done but doesn't look good doing it. It's puzzling how-aside from the SE-R powerplant-none of the technology found on the 240SX-and-higher models ever trickled down into the Sentras.
Maybe the reason many of us saw right past the Sentra previously was because there was so much else to pick from. But now, with Nissan's cookie jar empty, the crumbs have suddenly become more attractive. That may be all part of Nissan's plan. Still, the new Sentra SE will not only be competing with other new cars in its market, it will also be competing with ghosts.