Throttle response is immediate, and strong torque propels the SE-R quickly. Based on the architecture of Nissan's V6 engines, the SE-R's 2.5-liter inline-4 features variable valve timing, silent-chain cam drive and a compact balance system to reduce vibration. The power band is very linear.

The Spec V adds to the fun with even more power and it sounds really cool with the low-restriction exhaust. Weighing in at 2,708 pounds, the Spec V weighs only 15.5 pounds per horsepower, compared to 16.4 for the standard SE-R. Nissan claims the Spec V will squirt from 0 to 60 mph in less than 7 seconds.

Handling is even more impressive than acceleration. It's easy to rotate the SE-R in corners using the throttle, making it a lot of fun to drive. Tossable is the word that comes to mind. The rack-and-pinion steering provides quick and direct control. Handling is aided by larger front and rear stabilizer bars and front suspension tower bracing.

Big disc brakes slow the SE-R quickly. Whether we were lapping Laguna Seca Raceway or blasting along the cliffs on Pacific Coast Highway, we found the brakes easy to modulate. The SE-R's front rotors measure a full 11 inches, larger than in many so-called sporting machines. A four-channel, four-sensor anti-lock braking system is also available. While the Spec V gets the most immediate attention, many enthusiasts will opt for the standard SE-R with a five-speed manual, and will use it as a base for their own aftermarket modifications.

Spec V builds upon the SE-R's handling capabilities, with tighter shock tuning and spring rates 15 percent stiffer in front, 16 percent stiffer in back. High-performance 215/45ZR17 tires on special 17-inch wheels complete the suspension package and give Sentra a tough, sport-compact look.

Thanks to its torque-sensitive limited-slip differential, the Spec V is much more fun on an autocross course or a twisting mountain road than it is in a straight quarter-mile. This special differential allows the front wheels to rotate at different rates without slipping, greatly reducing understeer in hard cornering. This lets the driver get back on the power much sooner, and improves the Spec V's balance when accelerating out corners.

The six-speed manual shifter tends to be notchy. Fifth gear can be almost hard to find, but the gearbox isn't nearly as balky in second, third, and fourth; and that's where this car is the most fun to drive.

Sentra XE and GXE models run smoothly and quietly. We blazed through the desert at 100 mph in a GXE, its 1.8-liter engine turning a relatively calm 4500 rpm. The GXE felt stable at this speed, and wind and tire noise were low. At the legal limit of 70 mph, the engine turns just 3100 rpm in fifth gear when equipped with the five-speed manual. With the automatic it revs even lower at this speed. The EPA rates the 1.8-liter Sentra at 28/35 mpg city/highway with an automatic transmission, and 28/36 with a five-speed manual. For longer life with less maintenance, the Sentra engine uses a timing chain instead of a cheaper, but quieter, timing belt. You don't notice the extra noise generated by the timing chain, however.

The 1.8-liter engine in the GXE and XE races easily to its 6500 rpm redline, but it was designed to deliver its power relatively low in the rev range, where most Americans shift. (Torque peaks at 129 pounds-feet at a low 2400 rpm.) Most U.S. buyers opt for the automatic transmission, anyway, making the five-speed gearbox a rare item on the GXE. Low-rpm torque and carefully mapped gearing allow automatic XE and GXE models to accelerate quickly from intersections, yet cruise the highway in a relaxed manner. Big motor mounts isolate the engine, deadening noise and vibration.