Since then the airwaves have been flooded with Nissan-esque commercials displaying a Sentra with quick cut scenes amid blaring rock music and punctuated by Jerry Hirschberg spraying red paint over the word "compact" in the final shot. Automotive ads normally have nothing to do with the actual vehicle they display but instead try to create a "you should buy this car" message, even when the car is a piece of crap. But in this instance, both the initial press release and the current ad campaign message for the 2000 Nissan Sentra are right on: This car rocks in a most un-economy sedan-like way!

Let's talk price first. The Sentra was the fourth cheapest car in this test, with only the Hyundai, Daewoo, and Dodge costing less (the Neon was a mere $400 cheaper). So right there the Nissan scores an 86.9 percent in the value equation. We should note that during the initial part of the comparison test our editors were not sure of the Nissan's exact price and while many of them found the car to be exceptional, they all prefaced their statements with phrases like, "Of course, I haven't seen the sticker yet." When we finally did see the sticker, $15,797, we were a bit stunned.

For less than $16,000 the SE trim Sentra comes with air conditioning, a CD player, cruise control, power door locks, power mirrors, power windows, rear disc brakes, remote keyless entry, a driver's seat height adjustment, and a tilt steering wheel-all standard. Antilock brakes and side airbags are optional and come packaged together for $700 (a bargain in our opinion), but our test model was equipped with neither. Our test car did have a couple of features not found on any of the other contestants: illuminated vanity mirrors and sunglass storage.

But the Daewoo had an even lower price, plus feature content galore, and it finished fifth. What made the Nissan so much better? Its drivetrain, for starters. SE trim Sentras come standard with a 145-horsepower 2.0-liter engine that also makes 136 foot-pounds of torque. Only the Cavalier's 2.4-liter engine, at 150 horsepower, offered more go power than the Sentra and, not surprisingly, only the Chevy was faster in quarter-mile acceleration. But numbers only tell part of the story. Every editor rated the Sentra's engine a 9 or better (on a scale of 10) and comments about its "rev-happy nature" and smooth power delivery across the powerband were prevalent.

These same feelings carried over to the Sentra's five-speed manual transmission, with one exception. While the throws were somewhat long and slightly rubbery, the one real problem with the car's drivetrain (possibly the most serious problem with the entire car) was a buzz that traveled through the shifter and right up the driver's arm. It was hard to tell where this vibration was coming from because the engine was extremely smooth and well isolated from the cabin. This one NVH issue wasn't horrible, but in an otherwise refined car like the Sentra, the buzzing shifter was akin to a Yugo in a Mercedes showroom.

Otherwise, the Sentra was a joy to drive on mountain roads. Suspension tuning kept the Nissan well sorted through quick transitions and fast sweepers, but a few testers noticed a tendency for the rear end to step out when driving at the limit. Scoring .84 g's on the skidpad and 63 mph through the slalom gave the Nissan first place in these two categories. However, much like the Protege, the Sentra's sporty nature made it somewhat harsh over pavement irregularities, a tradeoff most of our editors were willing to make, but something to consider when shopping this car against the Focus.

Something else to consider when deciding between our first and second place finishers is the importance of interior room and design. Nissan made the new Sentra larger this year, increasing cabin volume by three cubic feet. While that gives the Sentra an advantage over the Focus in front and rear hip room (plus a slight advantage in front headroom) the Focus still wins in front and rear legroom, front and rear shoulder room, as well as in rear headroom. These measurements were reflected in our interior evaluations, where the Sentra scored worse than the Focus in both front and rear seat comfort. Drivers appreciated the plentiful side bolstering and seat height adjustments, but wished for improved lumbar support and more rearward seat travel.

The interior's design included a two-tone color scheme and large, white-faced gauges that enhanced the Sentra's upscale feel. However, some of the materials used weren't quite up to Focus or Protege standards. Hard plastic around the lower dash, lower door panels and center console plus a "barely soft-touch" material on the upper door panels were offset by high-quality cloth on the seats and headliner, along with attractive interior door handles done in chrome.

The word "quality" was also used to describe interior switchgear, with a solid feel to everything from the steering column stalks to the climate control dials to the steering wheel-mounted cruise control buttons. Two cupholders, each with a removable insert, could handle 1-liter bottles, but their position might interfere with shifting, access to the lower dash bin, or even the climate controls if the drinks are tall enough. We'd like to see slightly larger radio buttons and the power mirror controls repositioned so they aren't hidden behind the steering wheel, but overall, Sentra's interior represents a classy and fully functional design.

With a solid 88 percent in the performance category, a 91.7 percent for features and 86.9 percent for price, the Sentra needed only to impress our editors in the 25-point evaluation and personal/recommended picks tests to score first place. Its combination of first-rate interior design, quiet and capable driving traits, plus an attractive outer shell with "mini-Maxima" design cues had our editors swooning, especially after we confirmed its price. A final overall score of 85.7 percent put it well ahead of the tight three-way race for second place.

Was the Sentra perfect? Unfortunately, no. We noticed a few exterior panels slightly out of alignment and, worst of all, a bizarre fuel tank problem that kept us from easily putting gas in the car. A kinked filler hose was the likely culprit, but the result was a frustrating 15-minute process of repeatedly squeezing tiny amounts of fuel into the car's tank to get it filled up. Once again, a goofy and unnecessary build quality issue marred an otherwise near-perfect car. This wasn't enough keep the Sentra out of first place, but we'd love to see Nissan follow-up the Sentra's excellent redesign with Honda/Toyota-like build quality.

If they could accomplish that, Nissan would not only have the best economy sedan available in America, but a car capable of knocking those other two entry-level models off of their "segment leading" sales pedestals.

Editor Comments

Another rewarding small car that makes its larger siblings seem like wasteful expenditures. In every respect the Sentra looks and behaves like a scaled-down Maxima. Torque and horsepower were extremely impressive - possibly the best package of power and amenities in the group. -- Erin Riches

The most notable thing is the power and I really liked the shifting action (once I got over the vibration that emits from the shifter). The car had the best paint quality and looked sharp in charcoal. It's derivative of its older brother, the Maxima, though better-looking (except for the ugly front grille). This car's a winner. -- Liz Kim

"And I will call it...Mini Maxima!" Nissan's little pocket rocket is just that - a four-banger, miniaturized Maxima rocket ship. Punchy, powerful and free revving - all traits befitting the Sentra's powerplant. Contrary to a few of our other editors, I liked the high mounted shifter in the Sentra, which made me feel like I was driving a FIA World Rally car. The Sentra's steering was precise, responsive and communicative, but not as refined as the Protege. The Sentra wasn't as comfortable as the Mazda, Dodge, Hyundai or Ford, as the driver's seat had too much upper back support and virtually no lumbar support-something that became apparent on canyon roads. The Sentra was also knocked down on my list for its excessively light rear end, which tended to swing out far too easily. If Nissan upped the rear shock rates and installed larger sway bars all around, the Sentra would be the perfect economy car for my taste. -- Scott Mead

The premium paid for the Sentra SE is only worthwhile to the dedicated driving enthusiast who wants a high-horsepower engine, stiff suspension, manual transmission and bolstered sport seats. Sentra SE's charms will be lost on workaday commuters, who would complain that the ride is too harsh. There are roomier, more comfortable, and better-styled vehicles in this class. But if you want a relatively cheap, speedy, reliable set of wheels with visceral handling for a functional daily driver, and the styling pleases you, this is the way to go. -- Christian Wardlaw

Specifications and Performance - 2000 Nissan Sentra SE
Stereo Evaluation - 2000 Nissan Sentra SE
Rear Seat/Cargo Area Evaluation - 2000 Nissan Sentra SE