- 2014 Nissan Altima Review - Pricing, Features & Specs ...
- Interior / Exterior »
Nissan claims that the body stampings on the Altima’s sheetmetal are some of the most complex the brand has ever done, taking cues from the larger Maxima and several Infiniti’s flowing lines to create one very attractive mid-size sedan. The angled, arrow-themed cues are most obvious in the headlights and taillamps, and the sidelights draw to a point after they gracefully taper to a gentle upkick. The grille is much simpler than those of the Murano or Juke, and we’ve come to like this half-hourglass motif.
The interior stands out in sharp contrast to the sheetmetal. It’s conservatively drawn, with straight lines dividing off the center stack of controls from the driver and the passenger. There’s also more space left for larger LCD screens for more advanced infotainment systems, a selling point where the Altima’s lagged behind the Koreans and Americans. Big dials and a three-dimensionally drawn screen between them fill up the gauge cluster, while the wide center console is spanned by the shift lever, cupholders, some usefully large storage bins, and covered in a decently rendered artificial woodgrain or a back-to-wardrobe metallic print that looks like bad sharkskin material cut on a bias. The finishes are more spendy this time, and more soft-touch plastics meet the hand and the eye–except at the door pulls, where it’s hard, wide-grain plastic. It’s probably as durable as possible.
- Performance »
Those looking to save money will love the base 2.5-liter four-cylinder. It produces 182 horsepower, and gets to 60 mph in just under eight seconds. The CVT has been heavily reworked, and it’s considerably more responsive than it has been in the past–especially in sport-shift mode, where it moves more quickly in the rev range, making the most of the smaller engine’s power. This engine is loud, though, and the CVT doesn’t do it any favors there. Drivers will be discouraged from running it all the way toward the redline, even though it’s surprisingly refined at those engine speeds.
The swift Altima is the 270-horsepower, 3.5-liter V-6 model. It’s fitted with a CVT too, but to go with its manual-shift mode, it also gets paddle shifters and simulated gear ratios that click the engine down a few hundred rpm once it flies too close to the redline. It’s effortlessly smooth compared to the four, very fast (60 mph in about 7.1 seconds), and not too thirsty, at 22/30 mpg, estimated.
Along with a change from hydraulic to electrohydraulic steering–now the norm on all Altimas–the suspension changes have tipped the balance away from athletic response to a very well-controlled ride. Nissan says it’s gone after a luxury-car level of shock performance and a plush ride–and they’ve achieved those goals. But the last two generations of Altima sedans have had an immediacy of steering feel and a more tightly damped ride, that made them feel like the sports coupes of the class. Like the Ford Fusion, the Altima was the “other” choice in a class full of softly sprung four-doors. Now it’s the VW Passat that has the old Altima’s resolutely firm, taut ride, while the Nissan has moved into the Accord realm. It’s demonstrably better in some important ways, and still a few big steps ahead of most other family sedans in handling talents–but it’s less enthusiastic about its own talent this time around.
All versions of the Altima ride on an independent suspension, now upgraded to Sachs shocks for better ride control. The rear suspension eliminates one of its lateral links, incorporating it into a structural brace that creates a wider, stiffer axis for better wheel control. A new Active Understeer Control applies braking to inside front wheels to tighten cornering lines. Sixteen-inch wheels are now standard on the Altima; 17- and 18-inch wheels and tires are available.
The 2014 Nissan Altima remains one of the family sedans that we recommend most highly–but the reasons have changed over the years as the Altima itself has grown up and matured. Going back a couple of decades, the Altima was always the scrappy upstart with tight handling and enjoyable roadholding, against the blander and more predictable Toyota and Honda models against which it competed. Fast forward to the last redesign, however, and the Altima is a more comfortable car, a far more mainstream option, and a safer pick for more buyers.
A dressed-up cabin that includes new infotainment systems, a simplified set of powertrain options, and exceptionally comfortable seats, the Altima strikes a better balance between handling and ride comfort. Today’s car addresses all of its predecessors’ weak spots, and the result has been steadily increasing sales–and the emergence of the Nissan Altima as a tough competitor for Toyota, Honda, Ford, Chevy, and Hyundai among volume mid-size sedans.
The latest Altima begins life with a new shape, which Nissan says comes from an emotional take on styling, and some advanced manufacturing techniques that enable some complex surfaces on the attractive new body. The front end wears some of the angled, arrowed cues of other Nissans and Infinitis at the headlamps and taillights, while the side glass tapers gradually to a tasteful backstop. The fenders swell out in ways that recall Nissan’s compact Juke crossover. The interior’s a big contrast: it’s conservatively drawn, with straight lines dividing off the center stack of controls from the driver and the passenger. There’s also more space left for larger LCD screens for more advanced infotainment systems, a selling point where the Altima’s lagged behind the Koreans and Americans.
The Altima sedan’s still a five-seater, riding on the same 109.3-inch wheelbase it did in the 2012 model year, 191.5 inches long in all. There’s not much more room in any direction, and that’s fine–the Altima was large enough for almost any family. Nissan’s spent quality time on the seats, and it’s paid off in very comfortable chairs that hold up for hours on end, at least for the front-seat passengers. On base models, the front seats are adjustable six ways for the driver, four for the passenger. A power driver seat and heated front seats are an option. The rear seats are split 60/40 and fold down to expand access to the trunk. Leather seats are still an option.
All versions of the Altima sedan will continue to ride on an independent suspension, and it’s upgraded to Sachs shocks for better ride control and a more luxurious feel, Nissan says. They’ve hit that goal–and coupled with a switch to fancy electrohydraulic steering, they’ve polished the Altima’s road manners to a quiet gloss. The Altima now has excellent compliance over most every surface, but the tightly controlled ride and eager feel dialed into the old hydraulic-only steering have gone AWOL. We miss the more immediate feel already, because it’s long disappeared from cars like the Honda Accord.
The standard powertrain is a 182-horsepower, 2.5-liter four-cylinder mated to a continuously variable transmission (CVT). Tuned here for higher mileage than ever, Nissan’s aiming for an EPA highway rating of 27 miles per gallon city, 38 miles per gallon highway, putting it on par with some hybrids and above leaders like today’s standard Hyundai Sonata, rated at 35 mpg highway. It’s plenty of power for the point-A-to-point-B school of driving, though the drivetrain can be loud at the higher reaches of its range. Premium Altimas will continue to offer a quick-footed 3.5-liter V-6 with 270 horsepower and 258 pound-feet of torque, rated at 22/30 mpg. They’ll also be fitted with the CVT, but with standard paddle controls and a manual shift mode that simulates the gear ratios on a conventional automatic transmission.
With safety as strong a selling point as fuel economy in the Altima’s class, Nissan’s updated the sedan’s technology to include all the advanced features on the shelves of suppliers. The list will include standard or optional rearview camera, blind-spot monitors, and lane-departure warning systems. The IIHS has already given the Altima its Top Safety Pick+ accolade (with top scores in all but the new small overlap test), while the NHTSA gives it five stars overall for crash-test performance.
Finally, on the infotainment front, the Altima catches up to the competition with new bundles of features connected to audio and Bluetooth, which now comes standard on the sedan, as does audio streaming and incoming text-to-voice translation, along with a CD player and an auxiliary jack. The Altima’s infotainment system also permits streaming from Pandora, and accepts mapping information from Google Maps, too. A central display in the instrument cluster brings together all this information for the driver to monitor while on the road.
Other available features will include automatic headlights; LED taillights; heated rearview side mirrors; a USB port; Bose audio; satellite radio; a navigation with a 7-inch screen, a big step up from the Altima’s current small navi display; dual-zone climate control; pushbutton start; a wide-view rearview camera; and a glass sunroof.
The Altima sedan is priced from $21,500. Seven models will range in price up to $30,000. Now in the thick of the family-sedan sales race, the Altima’s come a long way since its scrappy also-ran days. Maturity has its upside–but we’ll sure miss the frisky old feel.
The Altima Coupe? You’re curious, right? It’s gone, and Nissan has announced no plans to replace it.
Photo Gallery: Nissan Cars
0 Response to "2014 Nissan Altima"
Post a Comment