Orlando Sentinel's view

The new Nissan Sentra is one step away from greatness. The car would get a hearty thumbs up were it not for its uncivilized 1.6-liter engine.

When revved up, the Sentra’s four-cylinder engine buzzes like a swarm of angry bumblebees. This stunning lack of refinement from Nissan caught me by surprise during a recent test drive.

For the one thing, every other part of the Sentra is excellent. For another, Nissan has built some of the most refined four-cylinder engines on the market.

The only conclusion I can draw is that Nissan elected to cut its development costs instead of engineering away the rowdiness from under the hood. Indeed, our test car came in at a very reasonable price.

In any case, there is still much to like about the new Sentra.

It is bigger and better looking than the old model; it is also more comfortable and has more safety features. And I would rank the Sentra’s ride and handling as being among the top cars in its class.

For 1995 Nissan is offering the Sentra in four levels of trim and with prices ranging from $10,999 for the base model to $14,449 for the fully loaded GLE. Our tester was a midrange XE version.

Still, even with the rough-running engine, the new Sentra should be a major hit for Nissan.

PERFORMANCE

Even though the Sentra’s 1.6-liter engine makes its presence noisily known when you touch the accelerator, the performance it delivers is enough to temper some of your reservations about its roughness.

The 1.6-liter engine, which makes 115 horsepower, is outfitted with two overhead cams, 16 valves and electronic fuel injection.

For some reason, our test car didn’t start immediately many times when I turned the key. But once the engine started it ran smoothly and fairly quietly until called upon for fast acceleration.

When pulling hard, the engine in our black test car droned so loudly you could hear it over the radio.

Fortunately, the rowdiness goes away once the car reaches cruising speed.

Our test car came with a four-speed automatic, an option that adds $800 to the Sentra’s price. In many small cars, the automatic saps power and makes driving a drag. Not so in the Sentra.

There is plenty of power on tap for zipping past slower traffic and for merging quickly onto a busy interstate. The shifts are smooth, and they are timed precisely to take advantage of the engine’s power.

Our test car did not perform at the EPA-estimated fuel economy figures. However, with just 150 miles on the car it was not yet broken in. Generally, as the miles increase on a new car, the fuel mileage will increase gradually.

Using the air conditioner, our test Sentra returned 26 mpg in city driving and 35 mpg on the highway.

HANDLING

Few compact sedans I’ve tested ride and handle as well as the new Sentra. Unlike many other compacts, the Sentra feels exceptionally sturdy.

Not only is the car not bothered by high winds on the highway, but big bumps and uneven roads do little to undermine the car’s finely tuned suspension system.

Also – and I found this most impressive – the Sentra is exceptionally quiet over rough roads.

Nissan engineers redesigned the car’s suspension system, using struts up front and a multilink beam axle in the rear. The new design, Nissan says, takes up less space and gives the car a more stable and quiet ride.

I’m inclined to agree. I drove our test car hard and found that it is a competent performer.

The brakes are strong, and they stop the car quickly and in a straight line. Our test car didn’t come with anti-lock brakes. That’s one feature I would recommend.

I stepped on the brake pedal hard several times on wet pavement and found that the 13-inch tires lost their grip easily. Anti-lock brakes, a $995 option, slow the car on slick pavement without skidding, and that helps the driver maintain control.

The power-assisted steering also gets high m rks for its tightand precise feel.

FIT AND FINISH

The new Sentra is a compact car that doesn’t feel small. Nissan engineers stretched the Sentra’s wheelbase 4.1 inches over last year’s model.

The added distance between the front and rear wheels and the redesigned rear suspension system translates into more interior room, and that makes the Sentra an easy car to get comfortable in.

Taller passengers will find plenty of foot and leg room in the front and in the rear. Also, the car is furnished with nicely styled, comfortable seats.

Up front the two cloth-covered bucket seats in our test car were a bit on the firm side but very comfortable after long periods behind the wheel.

Our XE test car did not come with much in the way of optional equipment. It didn’t have cruise control or electrical accessories such as power windows, door locks or mirrors. But it also didn’t come with a wallet-busting price.

Even though our test car didn’t have these things it was still an easy and enjoyable car to drive. The windows roll down easily enough, and if you need to lock or unlock the passenger’s door, it takes very little effort to move the button on the door panel.

I would have liked to see a tachometer in our test car. The analog gauges were cleanly designed but somewhat dull looking. Also, many cars in the Sentra’s class have a rear seat that folds forward. The Sentra does not, so long items won’t fit in the car.

Dual air bags are standard in all four Sentra models.

Nissan’s new Sentra – even with its buzzy engine – should prove to be a viable competitor to the Saturn SL2, Dodge and Plymouth Neon and the other best-selling cars in thesubcompact/compact class.

Truett’s tip: The comfortable new Sentra is an attractive compact sedan that offers an exemplary ride. But the 1.6-liter engine is unrefined compared with the power plants of competitive cars.