First to worst in barely a year? Is it possible? In our last econosport sedans comparison test, the SE-R took home first place with its combination of athleticism on the track, quickness off the line and a rock-bottom price. We didn't love everything about it, but compared to the other cars in the test, the SE-R put together the best combination of performance and price in a four-door sedan.

This time around, the SE-R was still the same quick, agile and cheap sedan, yet it brought up the rear in last place. What went wrong?

Like the Focus, there's nothing wrong with the Sentra (well, the shifter's still wrong), but faced with quicker, more refined cars that cost only slightly more, the Spec V couldn't maintain the advantage it held barely a year and a half ago. It's still a smoking deal, and its manners around the racetrack are nothing to be ashamed of, but whereas before we could excuse its minor shortcomings, there's now no room for error.

Originally offered in the early '90s, the Sentra SE-R has undergone a few transformations before arriving in its current state. The Spec V represents its highest state of tune with exclusive features like a standard six-speed transmission, 17-inch wheels and an aggressively tuned sport suspension. The interior also gets a splash of graphics and trim, while the exterior is fitted with a deep front air dam and a rear spoiler. Although the SE-R received a slight refresh for 2004 that added revised exterior body panels and a few interior improvements, one was not available in time for testing.

In terms of numbers, the Sentra and the Protegé ran neck and neck in virtually every category. With 175 horsepower and 180 pound-feet of torque, the Sentra boasts impressive output from its non-turbocharged 2.5-liter four-cylinder, but the power is history after 6,000 rpm so there's lots of shifting to be done. The standard six-speed manual makes the most out of the short power band, but the shifter has a hollow, imprecise feel that makes the constant gear swapping more of a chore than it should be.

Launching the Spec V is a no-brainer, as there's a heap of low-end torque and a standard limited-slip differential to help distribute the power. It scampered off the line to an 8-second 0-to-60 time and a quarter-mile of 16.2 seconds — a few tenths slower than the Protegé to 60, but nearly identical at the end of the quarter-mile. Wide-open acceleration runs don't do the Sentra's engine justice, however, as it's more impressive ripping around town where its ample torque and short gearing make it feel faster than it really is.

Even the relatively tight turns of the Streets of Willow road course were too wide open, as the Sentra always felt as though it was ready for another gear no matter how fast it was going. The limited slip that helps so much off the line also works wonders blasting out of turns at speed. Unlike the SRT-4 that spins its tires uselessly out of every corner, the Sentra hooks up and takes off — at least until it needs to be shifted again.

All SE-Rs get retuned shocks, a strut tower brace and thicker sway bars front and rear, but the Spec V steps it up a notch with even more aggressive spring and shock tuning to go along with the high-performance 17-inch tires. The stiff setup makes it a point-and-shoot proposition at the track, as there's little body roll and less tendency to plow through corners than the Focus. With no antilock brakes (they're optional), we expected lockup heading into fast corners, but it never materialized thanks to an easily modulated pedal. Minor torque steer demands a good grip on the wheel and the weighting could use some improvement, but overall it's an easy car to drive hard.

On the street, the Spec V retains it playful feel with plenty of on-demand power and quick reflexes. The tight suspension that keeps it so well planted at the track makes for a bumpy ride at times, but it's no worse than the SRT and better than the Protegé. The sport seats are light on side bolstering but heavy on long-range comfort, so the Spec V is a legitimate daily driver.

With gray-accented interior trim, our SE-R's cabin did seem like it was trying as hard to look cool, compared to the bright red accents of our previous test model, but the interior still can't match the Protegé's for refinement. Materials quality is average and the controls are where you would expect them to be, but compared to the Protegé, it's a step down. Rear-seat room is negligible, and the optional Rockford Fosgate sound system adds a subwoofer that takes up half of the pass-through, so don't expect to squeeze much in the trunk, either.

These minor annoyances aside, the SE-R is still a car worth considering if you're looking for maximum bang for the buck. Quicker around town than the Focus and more user-friendly than the Protegé, the SE-R's performance is easy to enjoy on an everyday basis. It may not have all the speed and refinement of its competition, but with a base price under $18K, it has a good excuse.

Second Opinions:

Editor in Chief Karl Brauer says:
As the Spec V won last year's econosport sedans comparison test, the pressure was on Nissan to maintain its position. And as we all know, one year can be an eternity in the performance car marketplace. Last time around the Sentra won with a combination of rapid acceleration, prodigious torque and effective power management (read: an available limited-slip differential). We marked off for a balky shifter, questionable interior design and no ABS (though it's available as an option).

This time around the Sentra was exactly the same vehicle, but the competition has gotten better. The SRT-4 effectively erases the Sentra's one-time horsepower and torque advantage, and it does so with a shifter that doesn't make you grind your teeth as you swap gears. The SVT Focus (now available as a five-door) offers superior interior materials and a better design (and shifter), and the all-new Protegé power plant provides nearly identical acceleration times with far more refinement (and the Mazda's shifter is better, too). The Sentra still trumped every other competitor by including a limited-slip differential that allowed drivers to jump on the throttle earlier while exiting corners at the track. Unfortunately, the advantage of applying power earlier was largely erased by its lack of ABS, which meant braking had to begin earlier, too. If our test vehicle had included ABS, it might have pulled away from the Ford and Mazda at the track.

As it stands, the Sentra suffers from a lack of refinement in multiple areas. The shifter, though adequate in every way, feels clunky and uncooperative. And because the car uses such short gearing you're forced to deal with it more often than in the competitors. The interior is lined with hard plastic, and even the engine — as powerful and willing as it is — doesn't have the smooth confidence displayed by every other car in the test. All the Sentra can really offer is a factory limited-slip differential and a torque-monster motor. That just isn't enough anymore.