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The Nissan Sentra has long been the bridesmaid of America's C-segment. Few consider it to be best-in-class, yet it would be a stretch to call Nissan's second-smallest sedan the category's cellar dweller. In the past, the Sentra hasn't been the fastest, it hasn't been the prettiest and it certainly hasn't offered the best interior, but the affordable sedan has quietly continued to sell well enough to keep Nissan in the picture.

Unlike some of its more popular competitors, the Sentra is offered exclusively as a sedan, while other automakers offer coupes or hatchbacks. Nissan makes up for this deficiency in part by offering six different variants of the Sentra, ranging from a base 2.0 model to the 200-horsepower SE-R Spec V. We had the chance to spend a week in the mildly refreshed 2010 SE-R model that slots in just below the Spec V, and with 177 horsepower on tap and quite a few high-end options, we wanted to find out if this upper-middle child could hold its own in what has fast become one of the most interesting and competitive segments in the market.


All Sentra models receive updates for 2010, with tweaks to their headlights and taillights, a new front fascia and grille and a lower MSRP. More specifically, all SE-R models also received attractive 17-inch wheels, a standard 4.3-inch color display with USB connectivity and updated instrument panel accents. The biggest news is two-fold: The SE-R's price tag drops by $1,080 versus the 2009 model and Nissan has introduced a new low cost navigation system on the 2010 model.
One glance at the 2010 Nissan Sentra SE-R, and we were immediately taken aback by its surprising size – particularly its height and length. This "compact" sedan is actually one of the largest entries in its class. It's the widest vehicle at 70.5 inches, besting competitors like the Toyota Corolla and Honda Civic, and it's within a half inch of the Mazda3 in length. The Sentra is so broad-of-beam that it's within two-tenths of an inch of Nissan's own midsize Altima, and the "smaller" sedan is more than a full inch taller. Our SE-R tester is also the second heaviest vehicle among its competitors, tipping the scales at a rotund 3,115 pounds. That's even heavier than the all-wheel drive Subaru Impreza and second in tonnage only to the portly Volkswagen Jetta. Even the Altima comes in only 65 pounds heavier.


We were surprised at how close the Sentra was to the Altima in many dimensions, and shopping for a sedan in a Nissan showroom gets even more complicated when considering the Sentra's downmarket sibling, the Versa. The so-called B-segment Versa is a big boy in-and-of-itself, just three inches shorter and slightly narrower than the Sentra, while coming in (amazingly) one inch taller. Naturally, this causes us to wonder how many Sentra sales are lost to the Versa. Sure the Versa has 55 fewer ponies in 1.8 SL trim, but it's also over 500 pounds lighter, available in both sedan and hatch configurations, and starts at $4,000 fewer bucks to boot.
The Sentra's overly generous height and long wheelbase conspire to create some odd proportions, and to our eyes, the resulting design looks awkward and narrow – there's just no getting around the very tall, incredibly bulbous greenhouse. On the bright side, our SE-R tester did have some nice-looking features that differentiate it from its less sporty siblings. For starters, the SE-R's new 17-inch wheels help give the Sentra's profile some added visual pop. Also added are bodyside moldings and a restrained rear wing that lends the slightest amount of sporting pretense.



Nissan has added more SE-R cues inside the cabin, where a pair of leather buckets await front seat occupants. The thrones are incredibly comfortable and well-bolstered, giving the Sentra a more upscale feel. Unfortunately, that initial impression of quality quickly departed upon closer inspection of the rather bland dashboard laden with low quality, hard-to-the-touch plastics. If the SE-R didn't come with twin pod meters displaying oil pressure and lateral acceleration(!), along with Nissan's new low-cost navigation system, the interior would have looked like a barren landscape of automotive-grade Tupperware.

But while the Sentra's interior is nothing to look at (or touch, for that matter), the layout and functionality of buttons and knobs are well executed. There's something to be said for a vehicle that's incredibly easy to operate from Day One, and the Sentra's large knobs and steering wheel controls are as intuitive as they come. While it's true that the Sentra's overstuffed dimensions make for a pretty bland-looking sedan, once you get behind the wheel, those extra inches work to your advantage.



Nissan's new $400 system was designed for lower cost, high volume vehicles like the Sentra, and while it's not as sophisticated as other systems we've sampled, it's also about a quarter of the price. Despite the discount, it still comes complete with a 4.3-inch, touch-sensitive LCD screen and the ability to interface with iPods and MP3 players while also working with Bluetooth-equipped phones to deliver hands-free calling.
Like the rest of the Sentra interior, we found the system to be intuitive and easy-to-use, offering all of the gas station and restaurant-finding capabilities we've come to expect. Unfortunately, our pre-production tester apparently had a glitch that inhibited its route guidance abilities, but Nissan assures us that the system will work as-advertised once it reaches mass-production. We'll reserve judgment until we can test another example.

As much as we'd like the Sentra's interior quality to improve, all would be forgiven if the SE-R lived up to its sporting ancestry. After all, we adored the original B13 SE-R of the early Nineties, and the $4,000 premium over the base Sentra means that this model ought to live up to once-formidable badge. Dolling out 177 horsepower and 172 pound-feet of torque from its 2.5-liter four-cylinder, the SE-R had enough power to push 3,115 pounds of sedan, but it never managed to set our blood to boil – or really get it much above room temperature. Redline comes at a pedestrian 6,000 RPM, with maximum torque available at 2,800 RPM. The 2.5-liter mill delivers smooth acceleration (we'd estimate 0-60 at between 7.5 and 8 seconds) that's a bit better than what you'd expect in a C-Segment sedan, but it doesn't sound or feel race-inspired and the SE-R's XTronic continuously variable transmission (CVT) dashes any hopes of enthusiastic driving.


The CVT – essentially a gearless transmission – keeps the engine in the optimal RPM range at all times in order to improve performance and efficiency. But unlike other CVT-equipped vehicles, we found ourselves using the paddle shifters to provide six forward shifting points and avoid the feeling of the shiftless transmission for performance purposes. It worked, but just barely. To compound matters, the CVT didn't appear to do much to improve fuel economy either – we only managed a marginal 23 miles-per-gallon during moderate to heavy driving with a 60/40 highway/city mix.
But the story got a bit better when it came to ride and handling. The sport-tuned suspension offered a bit of an edge, without punishing the SE-R's occupants on imperfect roads. And while the speed variable electronic steering has a nice heft to it, the tiller lacks some feedback for our tastes. When tackling turns at higher velocities, we noticed more than a little body roll – not surprising given the Sentra's high ride height – but for a vehicle billed as a sporting runabout, there was more lean than we expected. Coupled with the aforementioned vague steering, the SE-R doesn't exactly offer a recipe for confident backroad carving. Beyond sport-tuned spring rates, the only other major hardware update for the SE-R is up-sized 17-inch wheels mated to P225/45VR17 Continental ContiProContact tires that aid in keeping this up-level Sentra connected with the road.



We did experience a few bouts of torque steer when accelerating hard from a stop, and in each instance the SE-R pulled to the right on dry pavement – again, not confidence-inspiring. Braking was solid thanks to standard four-wheel disc brakes (11.7 inches up front and 11.5 inches in the rear), but you may want to step up to the Spec V model with its larger 12.6-inch front rotors to keep braking distances and rotor temps in check if you're into canyon runs or track days.
After a few days behind the wheel of the Nissan Sentra SE-R, we found ourselves somewhere between uninterested and nearly satisfied. Not the sort of emotions that attract us to a new car. The Sentra scored points for comfort, ease-of-use and general spaciousness, and we commend Nissan for offering an inexpensive in-dash navigation option. But does a cheap navi and WYSIWYG functionality enough to justify a $22,000 price tag for this Sentra SE-R? Not really. The Sentra's interior materials are just too cheap and the SE-R's performance too pedestrian to justify its higher price tag (let alone its once-storied SE-R badge). From where we sit, Nissan either needs to get serious about the Sentra or its compact sedan will never end up at that altar; unless it's in charge of fluffing the bride's dress.

Small, affordable cars are like mushrooms. They quietly go about their business in the soggy bottom of the market, tolerated more than celebrated. Occasionally, the fungi mutates into a truffle, and so it is with this less-respected branch of autodom.



The Nissan Versa is no market newcomer. Introduced in 2007, it's trudged along unloved in the U.S. while faring better in markets outside the States as the Tiida. As with cuisine, some regional flavors are an acquired taste. The Versa hatchback has a decidedly "big in Europe" thing going on, with its distinctive shape and tall-hatch proportions. Taking into consideration Nissan's close relationship with Renault, the styling even seems Gallically influenced. We nabbed a pair of Versas, an S with six-speed manual and an SL with CVT, to see if Nissan's efforts are fetid or delicious. Make the jump to find out.
 Styling is one of the main weapons automakers have when prices are low. The Versa five-door comes off a little bubble-ish with its high-arching roof, but it's a boon to occupants. There's a squared-off C-pillar in back that doesn't consume visibility, and its reverse-cut suggests some Renault influence, as does the nose. New up front for 2010 is a redesigned grille, set between lamps that continue the European-influenced theme.

There will inevitably be detractors, but the Versa isn't styled for shock value. It's not so much pretty as it avoids the overt weirdness that can creep in when prices are low and hardware is pedestrian. Even in the flashy Metallic Blue that our SL tester wore, the Versa is relatively nondescript; the latest in a line of inoffensively styled Japanese hatchy things. Blending in isn't necessarily bad, and if you want more expressiveness, Nissan offers the Cube on the same underpinnings.



The interior follows the same design ethos of not rocking the boat. No element is overwrought on the cleanly-styled dashboard. The expanse of nothing that faces the front seat passenger cries out for a little something, though. At least it makes it easy to peg the quality of interior plastics and fit and finish, which is pleasing to the eye, if not the touch. All cars in this price range carry similar looks-decent-feels-nasty interior materials, and knocking the Versa for such would be unfair. While it's not an Infiniti-grade interior, the colors and materials come off as well-chosen. The dashboard and door pulls give an anti-style message, but they don't feel unfinished. The charcoal cloth upholstery and tan tweed headliner feel more luxurious than you would expect, and the whole interior milieu somehow evokes Golfs of the past.

The Versa's upwardly-bowed roof keeps the headliner off hairdos and also adds to an airy atmosphere inside. There's storage cubbies aplenty, and the ergonomics are a delight. The radio sits high in the dashboard, right at hand. Nissan offers a bargain-priced navigation unit in the Versa, a surprisingly high-end touch in a car that's in the $15,000 range. The Suzuki SX-4 offers standard navigation, but the Versa's integrated option is a slicker implementation.



Three big knobs for the HVAC are simplicity itself, and they back up their easy use with a tight, non-sloppy feel. It may seem a small thing, but controls without slack add to a feeling of build quality, and the Versa's HVAC controls feel better than those in some luxury vehicles we've tried. High-G cornering will send your beverages flying from the shallow cupholders, though the door cubbies accommodate bottled drinks.

Ergonomic complaints are few, indicating that the Versa's interior is a solid effort, overall. Some gripes include the steering wheel cruise control buttons, which could use identifying dots to lessen the need to look down while underway, and It would be nice to have some padding under your elbows, especially on longer drives. The gauges, however, are clearly seen through the steering wheel and the seats are a comfortable surprise. Plastics are hard to the touch, for sure, but there's not a cheap sheen on surfaces.

The base Versa comes equipped with a 1.6-liter four-cylinder that hums out 107 horsepower. Both Versas we tried had the up-sized 1.8-liter, 122-horsepower engine. From the gutless performance of the larger engine, we can only surmise that the 1.6 is an engine for drivers accustomed to planning every move. It could be that we're used to explosive horsepower, but even with its short gearing, the Versa feels light on torque. Fortunately the engine doesn't mind revving, and it's just boomy, not rough.



Surprisingly, the 1.8-liter engine is better when teamed with Nissan's XTronic CVT instead of the six-speed manual transmission. Unfortunately, the XTronic is only available in the SL trim level, sticking bargain hunters with a four-speed conventional automatic if they want a shiftless Versa S or 1.6. Nissan does some of the best CVTs in the business, and even with a smallish four-pot, the Versa avoids the breathless-rubber-bandy experience common of small engines and gearless transmissions.

A six-speed manual also isn't common in this class of vehicle, and the great promise from such a ratio-spread is phenomenal fuel economy. Nissan went the other route, with smaller ratio gaps between gears. This approach probably lends performance to the 2,700 pound Versa S, though it's not a point-and-shoot driving experience. On the highway the engine spins around 3,000 RPM at sane speeds, adding more boom to the zoom, and stirring the transmission is video-gameish with a disconnected-yet-smooth shifter action.



The Versa is softly tuned, making it a comfortable rider. Despite that, the chassis doesn't flail around if you force it to rough-house. Make no mistake, there aren't any sporting intentions here. A beam axle is used out back, enhancing the rear load area at the expense of all-out handling. Steering points the car without doing much else, like communicating tire grip. Braking is likewise unexceptional in use. The pedal is pleasingly firm, and the Versa's disc/drum setup with ABS, electronic brake force distribution, and brake assist brings things to a halt. Simple and straightforward.

The Versa's mission is to soothe your nerves as you appliance around. There's a lag time between turning the steering wheel and the chassis responding, and the general impression is that the Versa is tuned to feel bigger than it is. It's at the big end of its class, and the EPA even classifies it as a mid-size car. It's tough to argue with the idea that the Versa could convincingly stand in for cars with larger footprints. There's plenty of space inside, a useful hatchback body style and it's rather comfortable. There's also far less wind noise in the Versa than in the Cube, and its styling is also more mainstream – a plus in many books.



Despite the promise of a six-speed transmission and relatively low curb weight for these times, fuel economy for us was a disappointing high-20s in mixed driving. City mileage with the 1.8-liter engine, however, is definitely better than traditional mid-size cars, and the spacious interior and hatchback brings near wagon-like usefulness to your driveway for far less than $20,000.

The Versa is large for its class, for sure, and it's filled with class-appropriate materials while driving more refined than you'd expect from its position in the Nissan pecking order. Our only question after sampling the Versa is: Why is there still a Sentra? In the inexpensive-not-cheap car realm, the Versa has a lot to offer, and its substitution of calm where others go frenetic will please potential buyers – and steal a few Sentra shoppers in the process.
source by autoblog.com

Rich people are different from the rest of us. Their wants and needs involve parameters and details completely foreign to the proletariat. While we use our vehicles for transportation, utility and sport, the rich view their automobiles as a necessary accoutrement to their elevated lifestyles.




For the ultra-wealthy, an appropriate equivalent might be an original Remington bronze or Picasso painting. And just as they need art in their mansions, they need beautiful transportation. The 2010 Rolls-Royce Ghost lives up to those lofty requirements by simultaneously being a rolling work of art and a status symbol beyond reproach.

Like access to the Queen, our time with the Ghost was strictly limited, so comprehensive driving impressions will have to wait. But what we did get was a rare glimpse into what the world's richest inhabitants will enjoy when the Ghost goes on sale this year. And as you'd expect, life is good on this side of the financial Bell Curve.
In the world of automobiles, there are better vehicles than the 2010 Rolls-Royce Ghost. Some may feature more complex and innovative engineering. Others may provide more performance. There are certainly more expensive and exclusive cars.

But none of these facts matter. To those attracted to the newest, smaller Roller, what matters more is how the Ghost goes about its business of enhancing a well-off individual's life.

Certainly, the engineering is solid. It's what you'd expect of Rolls-Royce's caretakers at BMW. Approximately 20-percent of what's used in the Ghost is related to the current and previous generation BMW 7 Series. In other words, Rolls-Royce started with premium stock and went no where but up.



Certainly, the 2010 Ghost has more street presence than BMW's flagship. The differences are so great that most would never know the two were related, even with the knowledge that the hallowed British marque is under German control.

The Ghost's lines are artfully drawn, not a bit fussy or over done. They are simple and elegant, and impart a sense of solidity. Important details such as the coach doors (otherwise referred to as "suicide" doors by the unwashed masses) allowed designers to make a single element of the front and rear door handles. The design simply looks right. Tiny details reinforce the aura, including the "RR" centers that spin freely within the wheels so the logo remains upright at all times.

While there's not much to set the Rolls apart at the rear – those chromed exhaust tips are a $3,200 option – up front the car's heritage is unmistakable. Set off by the optional $5,000 Silver Satin Bonnet finish, the smaller-than-on-the-Phantom recessed grille looks appropriately updated and none-too-large given its surroundings. The strong horizontal shape of the Xenon headlamps (with integrated running LEDs) accentuates the fenders and provides another familial styling cue. A single line of turn signal LEDs rest directly below the main lamps, and standard foglights would apparently be gauche.



And, of course, one cannot overlook the Spirit of Ecstasy. She's been the brand's mascot since the very beginning, and looks remarkable for being 99 years old. She first adorned a Rolls-Royce in 1911, and has been used in various poses ever since. To protect against theft and in the event of a collision with a pedestrian, she quickly retracts into the faux radiator shell. Find her image in the gallery and look at how lovingly she was sculpted. If you look close enough, you can see how her young eyes look eagerly ahead. While setting a good example for all, her eager attitude is warranted given the performance available from the Ghost.

Based on the twin-turbo V12 from the fourth-generation E66 7-Series, the Ghost's engine has been stroked from 6.0 to 6.6 liters and produces 563 horsepower at 5,250 rpm with 575 pound-feet of torque at just 1,500 rpm. The gearbox is based on a unit spreading through BMW's ranks, the excellent ZF eight-speed automatic.



The suspension is unique to the Ghost, and uses a double-wishbone arrangement up front with a multi-link setup out back. Air springs work in concert with variable dampers and plenty of electronic algorithms to provide uncanny handling for a car that weighs nearly three tons (5445-pounds without occupants). The example we drove was shod with optional 20-inch wheels and tires (another $5,000 option). The doughnuts measured P255/45R20 in front and P285/40R20 in the rear, so there's no need to wonder whether the Ghost possesses the physical means necessary to exercise great mechanical grip. The brakes were equally large, with the front discs measuring over 16 inches.

While substantially engineered, most Ghost owners think as much about horsepower as they do about the enriched soil used in their rose gardens. What they care about is the aforementioned exterior style and how the interior speaks to their inner Richie Rich.



Unlike the exterior, which seems to be a more cohesive design statement, the interior is a mash-up of old-world charm and modern-day technologies. Matched wood veneers (all pieces from the same tree) and beautiful hides (some 10 pampered bovines give their all for each Ghost) coexist with an 10.2-inch LCD screen and a version of BMW's iDrive. It feels a bit like having a microwave oven in the kitchen of a historic British castle.

Most of it works just fine, but some of the fussy design details seem intent on pandering to perceived luxury, not luxury itself. The chromed buttons on the steering wheel, for instance, are so shiny that it's nearly impossible to identify their function.

For those familiar with BMW's biggest sedan, the amount of shared components inside is obvious. The operation of the entertainment and NAV systems is identical, and controls set into the rear armrest are nearly very close to the 7 Series. It's likely most owners won't notice.



One of the pieces we thought wonderfully elegant was the power-closing rear doors activated by an interior switch. The wide openings (we're told they come out to 83-degrees, but we didn't bring a protractor) make elegant and demure entries and exits from the rear seats a breeze. Flash-prone pop stars might not appreciate it, but society ladies will.

Representatives of Rolls-Royce say that the Ghost is designed to be driven by its owner. (Sorry, Jeeves.) Provided the owner isn't a rabid fan of the Audi R8 or Ferrari California, he'll think the Ghost is something pretty special when it comes to chassis dynamics. The acceleration will certainly get your attention, as the engine's ability to hustle the massive slab of sedan to 60 mph in around four seconds is enough to make you reach for a pricy aged scotch (but not while driving, of course).



Our driving experience in the Ghost was limited to about an hour on the surface streets in and around Philadelphia, PA. In these confined environs, the Ghost gathered speed so quickly it felt like we were being whacked forward by a massive velvet sledge hammer.

The adjustable suspension did a commendable job of managing the huge throttle and brake inputs, but while the body movements were well controlled, the ride was more Lexus/Mercedes-Benz than BMW. The adjective "wafting" is not quite accurate – it's actually more of a semi-waft.



As you'd expect, the Ghost was supple and road noise was commendably subdued. However, the ride was not substantially more comfortable than the 760iL we had a chance to drive later the same day. As with so many other qualities, this isn't likely to matter.

The reality is that with the narrowing of the mean as it relates to overall vehicle quality and performance, a Rolls-Royce isn't that much better than other ultra-premium luxury sedans in the dynamic and comfort departments.

But this Ghost – priced at $297,325 – is not about miniscule differences in handling, power or features. This car is all about presence and statement-making. And it does these things remarkably well in the rarified air most of us will never breathe.
  source by autoblog.com