and handling responses reflect the company's sporty heritage. It's agile

and competent in avoidance maneuvers, and if pavement-ripping power isn't

a priority it's fun to drive, particularly with the manual transmission.

We liked the Sentra's stability at higher speeds, as well as its predictability

in slippery conditions, all of which inspire confidence. We also appreciated

the car's firm but comfortable ride quality, which enhances the driver's

sense of control while simultaneously ironing out potholes and rough pavement.

An independent strut front suspension with an anti-roll bar provides

precise, controlled handling. Nissan's multi-link beam-axle rear suspension

was designed to provide as much room as possible for rear seat passengers

and cargo. It also allowed Nissan to use a relatively long wheelbase without

lengthening the car, which eliminates long, wasteful front and rear overhangs.

Beyond these packaging considerations, this suspension works well on

the back roads and it offers good high-speed stability.

Keeping noise to a minimum was obviously a priority for the Sentra engineers.

The rigid chassis and the suspension were designed to minimize road noise

and the 1.6-liter engine sounds quieter and more refined than the Dodge

Neon engine.

Nissan's 115-hp engine propels the Sentra from 0 to 60 mph in about

8.5 seconds--not as quick as a Neon, but faster than most of the compact

sedans.

Good low-end torque makes the Sentra responsive around town and in heavy

traffic and prevents it from being a slug with an automatic transmission.

Much of this torque comes from variable valve timing. This technology helps

it squeeze more performance from every droplet of fuel and minimize emissions.

The Sentra meets California's stringent low-emissions vehicle, or LEV,

standard.

Next year we expect to see the addition of a Sentra sports model with

Nissan's 140-hp 2.0-liter engine, the same engine used in the 200SX SE-R

sport coupe.