2013 Nissan Sentra

2013 Nissan Sentra

Episode 3238
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The Nissan Sentra has struggled in recent years with a severe identity crisis. It is neither as sporty to drive as the best of the original Sentras, nor as inviting to own as current compact stalwarts Civic, Corolla, and not to mention the great looking Hyundai Elantra. Clearly, a major change is in order. So, let’s see if this new 7th gen Sentra will do more than just make do.

The task of standing out in the compact car segment isn’t going to get any easier. But, ditching its “cloak of invisibility” is what the 2013 Nissan Sentra must do if it wants to be a major small sedan player. That’s good news if you’re a buyer, as with so much competition, brands are cramming more and more features into their small family cars while lowering prices along the way. The new Sentra seems to embrace that more-for-less theme fully. 

The exterior is still not as dramatic as some rivals. But, Sentra’s soft, swoopy, almost elegant lines are a scale downed version of the very popular Altima midsizer.

That said, it’s inside the new Sentra where the real revolution is taking place. Not only is it a wholesale change from the previous Sentra, but we think it outranks even the Altima when it comes to material quality and functionality. The optional Navigation Package includes a back-up camera, and both it and the Bose premium audio system work very well. Make more of the buttons larger and it would be perfect.

Though it rides on the same basic platform, and wheelbase is stretched slightly, rear seat legroom grows almost three inches. Rear seatbacks also fold. Trunk room goes way up as well, to 15.1 cubic-feet. It’s impressively well finished, and for toting really long items, the front passenger seatback also folds flat.

But, the engine has been downsized from 2.0-liters to 1.8 with an eye clearly towards increased fuel economy, which it achieves, but at the sacrifice of power. There are not too many cars that we would call underpowered, but this one certainly qualifies, with output of just 130-horsepower and 128 lb-ft. of torque. As with most modern re-designs, weight has been taken out, 150 lbs in this case which helps cope with so little power. It also assists in upping the back road fun factor slightly. Suspension response is compliant enough, but by no means seamless. However, the Sentra feels plenty sturdy compared to most of its compact competition. 

And with such little power coming from under the hood, the CVT transmission roars as it works over time to get you up to speed. Still, at our test track, the Sentra felt surprisingly willing off the line, But, after a second or two, the soul draining CVT takes hold and rob precious seconds of your life, as well as your 0-60 time, taking a lengthy 9.8-seconds.

While tackling the handling course, the Sentra proved very soft, and the well weighted electric steering still had less feel than we hoped. There’s lots of side to side weight transfer as well. It’s certainly no Jetta. Still, commuters and family will likely see the flip side of these results. A smooth riding sedan that is more fit for longer trips than most four-doors of its size.

Government Fuel Economy Ratings are also quite good at 30-City, 39-Highway, and 34-Combined with the CVT. A 6-speed manual is also available, but doesn’t do nearly as well. Our mileage loop was short of the combined mark at 30.8 miles per gallon of regular. Still, the Energy Impact Score is about as good as it gets for a non-hybrid using 9.7-barrels of oil yearly while producing 4.3-tons of CO2. 

Pricing is indeed a tad lower than last year starting at $16,780. A very well equipped SL will take you just over $20,000. So, even with its faults, you can buy a lot of Sentra for the money. And, that, plus fuel economy, are undoubtedly why Sentra sales are well ahead of a year ago.

The 2013 Nissan Sentra is competent, solid, with an excellent interior, if still a little hard to pick out of a crowd. It also continues the trend of recent Nissans by growing in size and value. It may not win us over, but at least for now, it is clearly winning on the streets.

Specifications

  • Engine: 1.8 liters
  • Horsepower: 130
  • Torque: 128 lb-ft.
  • 0-60 mph: 9.8 seconds
  • EPA: 30 mpg city/ 39 mpg highway
  • Energy Impact: 9.7 barrels of oil/yr
  • CO2 Emissions: 4.3 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW