Pros :
- Powerful naturally aspirated engine.
- Awesome handling.
- Standard limited-slip differential.
- Well-reinforced body to handle the power.
- Firm suspension does not deteriorate ride quality too much.
Cons :
- Torque steer.
- Bubbly Sentra styling.
- Orange-on-titanium dashboard gauges hard to read.
- Tight back seat.
- ABS is an extra-cost option.
Interior :
Press Coverage :
The Nissan Sentra SE-R was reintroduced in 2002 after the nameplate was discontinued back in 1993. A 200SX SE-R was offered in the meantime, but it never managed to capture the essence of the powerful and nimble original Sentra SE-R. The new Sentra SE-R comes in two flavors - base and Spec V. The Spec V more or less looks like the base SE-R, but comes with larger wheels and Spec V badging to distinguish it from the base SE-R. Standard SE-R exterior enhancements include a mesh grille, rear spoiler, chrome exhaust tips, foglights and, for the Spec V, 17 inch alloy wheels with 215/45R17 tires. Price of the 2004 model has gone up by $300.
Performance enhancements over the lower SE-R include a standard six-speed manual gearbox, and a limited-slip differential for better acceleration and handling. There is no automatic gearbox, which is optional only with the base SE-R. The Spec V has the same 2.5L DOHC inline four cylinder engine with variable valve timing as the lower Sentra SE-R, Sentra 2.5s and Altima 2.5, but in the Spec V, it cranks out 175 hp and 180 lb-ft due to a tuned exhaust system.
Four-wheel disc brakes are standard, but ABS is optional. Only the front suspension is fully independent, with a patented semi-independent system at the rear. Front and rear stabilizer bars are fitted to both cars, as is a front strut tower brace. The Spec V has firmer springs and shocks, as well as the larger wheel/tire combo over the base SE-R.
Changes for the facelifted 2004 Nissan Sentra SE-R remain minor. The front end design has been changed, but is now exactly the same as the base stock Sentra models. The only difference is that the SE-R has a mesh grille. The 2002 and 2003 SE-R models had an aggressive front end unique to the SE-R models. New headlight, hood and tail-light designs round out the exterior facelift.
The 2004 Sentra SE-R also upgrades its interior with a standard trip computer and a new charcoal fabric. The SE-R Spec V has a cloth interior with black and silver accents, accompanied by a special instrument meter finish with skyline-style sport bucket seats. Standard offerings include power windows and door locks. Storage compartments are plentiful. The large front bucket seats are adjustable, while a 60/40 split fold-down rear seat with locking seat back is now standard for 2004. A loud $550 300-watt Rockford Fosgate audio system is optional, as are $250 side airbags and $700 power sunroof. Other options include air-conditioning and cruise control.
An optional $1000 high-performance Brembo Brake Package is offered for 2004, only on the SE-R Spec V model. The package includes gold-painted Brembo 4-piston front calipers, 12-inch Brembo vented front discs and 10.9-inch rear discs.
ModernRacer.com
The car's peppy nature is noticeable straightaway. And from around 2,000 rpm on up, there is plenty of grin-inducing pull.
Of course, the Spec V is more than a straight-line car, and when the road starts to dance, this pocket rocket doesn't miss a step. Dynamically, the Spec V was a standout, with responsive and well-weighted steering, flat and neutral cornering and strong, even braking. The ride is definitely on the firm side, but nothing that will rattle your fillings. Keeping in mind that this was the stiffer of the two SE-Rs, that is by no means faint praise.
With such a well-rounded little gem, we feel that a lot of budget-minded enthusiasts will be more than ready for the new SE-R.
Sportcompactcarweb.com
On the track and along the snow-frothed slopes of the Sierra Madre, the suspension kept a tight rein on body roll while the stroking pistons cranked out manly midrange torque to shame the Focus and the Protegé. In turns where the SRT-4 lifted an inside tire and smoked it, the Sentra's limited-slip device kept the paws to the pavement.
Tire rumble is ever present, and 65-mph cruises were accompanied by an eerie moan. The console is thoughtfully fitted with a latching dash-top box for delicate stowables, and the ceiling console has a flip-down eyeglass holder. But the dashboard's many seams are havens for dust. The Sentra's back-seat riders are the worst off for space, and seats all around are stiff and formless. Only half of the back seat folds down, the pass-through being partly clogged by a stereo bass cabinet with an eight-inch-diameter speaker.
More worrisome is that Sentra pilots always felt nervous pushing the speeds. The car stuck to the course through curves, but the breakaway point was never easy to pin down and wholly unforgettable once it was hit. Under braking, through quick left-right transitions, and across uneven surfaces the rear end was always fidgeting.
Turn up the gas, and the Sentra's trip from mild understeer to woolly fishtails could be sudden and snappish. The eager engine hustles the car to the next curve before the chassis can digest the previous one.
The Sentra's controls didn't inspire heroism, either, beginning with an insulated, high-friction steering rack. The big steering wheel is precise enough to place the tires, but turning it is like winding up a grandfather clock. The shifter feels tighter but still has unacceptable plastic-on-plastic feel and rattle in its roots. Also pernicious is the shift pattern. Go for fifth gear in a rush, and you often bounce off and down the long corridor to reverse. The third gear's synchro grouched when hurried, and there was gear whine at cruising speed.
Caranddriver.com
History:
2000-2001 Nissan Sentra SE
1,998 cc / 145 hp / 136 lb-ft / 2674-2713 lbs / 0-60 mph 8.1 sec.
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