Move over Maxima, make way for Altima
Sentra’s big brother is all grown up
When the Altima replaced the Stanza in 1993, it was a progressive move. Sadly, time saw it languish and it was left behind by its key competitors — the Honda Accord and Toyota Camry. The Altima had a bland look and an equally bland drive.
That has all changed with the introduction of the fifthgeneration Altima. It is now sharper to the eye — some will say it looks too much like the larger Maxima, but that may just end up being its newfound ace.
The cabin has an upscale air and the materials have a much better look and feel, especially the soft-touch crash pad and door panels, and piano-black accents. The driver’s environment is logically laid out and features an optional-seven-inch-touchscreen that takes prominence in the centre stack. The highlight is how the navigation system presents information — clean, clear graphics and it’s simple to punch in a destination. It is not cheap at $900, but it is money well spent.
Likewise, the seat comfort is excellent. Nissan says the NASA-inspired “zerogravity” design puts the occupant’s body in its most relaxed position while eliminating the usual pressure points. The comfort is undeniable. There is plenty of lateral support, enough cushion length to deliver thigh support and it manages this without feeling like a church pew.
The rear-seat riders will also find little to complain about — the outboard positions are comfortable and offer better-than-average legroom. Even the centre spot is usable. Aft of that, the Altima’s trunk accommodates a family of four’s luggage with ease. The 15.4 cubic-foot space is nicely squared off and the 60/40-split folding seats can be locked in the upright position, which preserves the security of the valuables stored there.
When it comes to ride comfort, the Altima scores equally well. The front struts and multiple rear links do a good job of filtering out the jostling caused by a rough road. Surprisingly, the compliant nature of the suspension does not hurt the handling in the least. As soon as the suspension takes a set, the Altima carves a looping on-ramp with great precision. Push too hard and the P215/55R17 tires do begin to slip into understeer, but it is a long way out, especially given the Altima’s family sedan status. In this regard, it is one of the better family sedans. Similarly, the steering has decent feel and the right sort of feedback. In the end, I was pleasantly surprised by the overall balance between ride comfort and handling.
The Altima’s base 2.5-litre four-cylinder, which features a variable intake manifold and variable valve timing, is a solid engine. It puts out decent numbers and retains its composure when worked, which is a good thing. Indeed, the 182 horsepower and 180 pound-feet of torque on tap are enough to give the drive an athletic feel. If performance is more important than fuel economy, the Altima’s 270-hp V-6 is the right fit.
The only transmission available is Nissan’s Xtronic continually variable automatic. This CVT is better than most. I am still not a fan, but I could live with it.
The powertrain combination has a spry feel to it, especially when the CVT is in Sport mode. It runs to 100 km/h in 8.6 seconds and it accomplishes the more important passing move (80 to 120 km/h) in 5.6 seconds. Both times are up to class standards. It also delivers decent fuel economy. The test car averaged 8.3 litres per 100 kilometres, which surprised me, given the Altima’s size and capability.
In the end, it left me wondering why anyone would option up to the Maxima — it has effectively been rendered redundant by its appreciably more affordable sibling.