The previous Nissan Altima topped our
family-sedan ratings for several years, earning a Top Pick designation in 2010
and 2011. So expectations were high for the redesigned 2013 model.
Now, having finished our testing, we’ve
found that the new Altima is still an excellent, top-tier family sedan, with
impressive fuel economy and a roomy interior. But it no longer leads this
competitive class, scoring below the Toyota Camry and Hyundai Sonata.
Nissan
Altima Redesigned
The Altima has plenty of virtues. The cabin
is quiet, visibility is very good, and controls are intuitive. Rear-seat room
has improved. And Nissan’s continuously variable transmission is one of the
best.
But if you want a car that’s engaging to
drive, look elsewhere. Compared with the previous-generation Altima, the new
models took a step back in handling and braking, which are so-so compared with
those of other family sedans. The suspension isn’t particularly absorbent, which
compromises ride comfort, especially on up-level versions. And our mid-level
2.5 S lacks such commonly found amenities as a driver’s seat lumbar support,
satellite radio, and a USB port for plugging in portable music.
The
cabin is quiet, visibility is very good, and controls are intuitive. Rear-seat
room has improved. And Nissan’s continuously variable transmission is one of
the best.
We tested two versions of the Altima. The
high-selling 2.5 S, with a 182-hp, 2.5-liter four- cylinder engine, cost us $23,410.
The top-trim 3.5 SL, with a 270-hp, 3.5-liter V6 engine, cost $31,610.
The Altima’s reliability is expected to be
above average, based on the previous model
Driving for efficiency
The four-cylinder engine provides ample
power and delivers an amazing 44 mpg on the highway and 31 mpg overall, the
best of any non-hybrid or diesel family sedan we’ve tested. The smooth V6
provides potent acceleration, and it’s more refined and responsive than the
turbo charged four-cylinders used in competitive sedans, while delivering
similar fuel economy: 24 mpg overall. But in the end, the Altima’s
four-cylinders used in competitive sedans, while delivering similar fuel
economy: 24 mpg overall. But in the end, the Altima’s four-cylinder works so
well that we see little reason to opt for the V6.
The
four-cylinder engine provides ample power and delivers an amazing 44 mpg on the
highway and 31 mpg overall, the best of any non-hybrid or diesel family sedan
we’ve tested.
Credit for the impressive fuel economy and
performance goes partly to the smooth CVT. Under heavy acceleration, it mostly
avoids the common CVT complaint of holding the engine revs too high, which can
create a lot of racket. And when cruising, it keeps engine revs very low. That
significantly aids fuel economy but does generate some low moaning from both
engines.
Lackluster handling, vague steering, and
body lean rob any fun from the 2.5 S. the 3.5 SL is more capable and responsive
but still isn’t sporty. When pushed to their handling limits at our track, both
were secure through our avoidance maneuver.
The V6 model’s 41-footh turning circle,
wide for this class, hinders maneuverability.
Altima versions with the 16-inch wheels and
tires, such as our S, provide better ride comfort. In up level models with low-profile
tires, like our SL, you feel more pronounced rubbery punches. But sharp bumps
can transmit through regardless of the version.
The
V6 model’s 41-footh turning circle, wide for this class, hinders
maneuverability.
The Altima is quiet inside, with
well-constrained road and wind noise. Slightly more road hiss is transmitted by
the SL’s bigger tires. Overall the V6 sounds more relaxed and refined than the
four.
How they compare
Accommodating cabins
Padding on the doors and dashboard
highlights a neat but plain interior. The leather seats and
carbon-fiber-inspired trim in our SL provides a more upscale feel.
Information
center: The colorful computer display packs a lot of content onscreen and is
easy to use.
Drivers will find plenty of room overall,
but the wide console intrudes on knee room a bit. A tilt-and-telescopic
steering wheel, well-designed footrest, and center armrest all help with driver
comfort.
The front seats are wide and well padded,
but some drivers found that the cloth seats in our 2.5 S lacked sufficient
support for long trips. You also can’t move around easily on the grippy cloth,
which proves awkward. Adjustable lumbar is available only with leather, and we
found that lower-back support came up short without it. The leather seats are
more supportive all around. The rear seat offer good room and support but is
tight for three occupants.
The large, backlit displays are easy to
read, and controls are simple, with climate and audio functions operated
through easy-to-use knobs. Even the up level radios have tuning knobs. On
lower-trim models, pairing a phone with the standard Bluetooth is easily done
by voice, the only method. The SL has a USB port and a button for controlling
an iPhone or iPod.
Trunk space is decent, although components
for the audio system in our 3.5 SL rob some space under the rear deck. The rear
seatbacks fold 60/40 to create more cargo room
Tested vehicle
·
Highs: Fuel economy, interior room, controls,
transmission, V6 acceleration
·
Lows: 2.5 S: agility, front-seat lumbar
support, no USB port. 3.5 SL: agility, ride.
·
Trim lines: 2.5 S, 3.5 SL
·
Drivetrains: 182-hp, 2.5-liter four-cylinder
engine (2.5 S); 270-hp, 3.5-liter V6 (3.5 SL); continuously variable
transmission; front-wheel drive
·
Major options: None
·
Tested prices: $23,410 (2.5 S); $31,610 (3.5
SL)
The Altima line
·
Other trims: 2.5, 2.5 SV, 2.5 SL, 3.5 S, 3.5
SV
·
Base prices: $21,500 - $30,080
More test findings
·
Braking: relatively long for the 2.5 S;
shorter for the 3.5 SL.
·
Headlights: Halogens in the 2.5 S and xenons
in the 3.5 SL deliver good visibility. Xenons have better intensity and
width.
·
Access: Fairly easy front and rear
·
Visibility: Very good with large windows and
thin pillars. High rear deck. Camera and blind-spot monitoring available on
upper trims.
·
Cabin storage: Large console and glove box.
·
Head Restraints: the rear-center restraint is
not all enough to protect an adult in a rear collision.
·
Child Seats: LATCH anchors in the rear
outboard seats are hard to access. Interrelated head restraint makes it hard
to tighten the top tether.
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