2026 Nissan Sentra Review -- New Duds, Similar Experience

The answer is, perhaps unsurprisingly, more complicated than you might expect -- and highly dependent on what you value from your automobile.

In the case of the Sentra, that is both good and bad news.

The good -- the car remains surprisingly sporty, at least in relation to its commuter mission, and it's now better looking inside and out.

The bad -- the engine needs more guts and the continously-variable automatic transmission continues to confound.

We'll get to that.

(Full Disclosure: Nissan flew me to Scottsdale, Arizona and fed and housed me for a night so I could drive the new Sentra).

The most obvious change is the exterior -- it looks sleeker, especially in front of the A-pillar, and it makes the car look a little bigger than it is.

The grille is drastically different, and it gives the car an air of upscale that isn't always seen in this segment. In back, the rear fenders and trunk are styled in order to reduce aerodynamic drag.

LED headlights are available and they can even put on a light show when the car is unlocked.

Wheel sizes are 16-, 17-, and 18-inches depending on trim.

Inside, there's a new steering wheel, a different look for the dash, and new available dual 12.3-inch screens for gauges and infotainment, plus touch controls for the climate. Despite the use of touch controls for HVAC, there are still buttons/knobs for certain highly used functions.

If you don't opt for the dual screens, you still get a singular 12.3-inch screen. Available features, depending on trim, include Android Auto and Apple CarPlay -- wired or wireless -- three USB-C ports, Bose audio, and a 360-degree camera.

Other available features include a power sunroof, interior ambient lighting with 64 colors, heated steering wheel, heated front seats, wireless phone charging, satellite radio, and soft-touch TailorFit seating upholstery.

The SR trim is the "sporty" one, with a blacked-out front fascia/center grille section, unique rear bumper, black side sills, 18-inch wheels, and a two-tone roof.

Trim levels are such: base S ($22,400), SV ($23,170, adds automatic air conditioning), SR ($25,000), and top-end SL (adds ProPilot). D and D isn't included in those prices -- it is $1,245.

The sole powertrain is a 2.0-liter engine that makes 149 horsepower and 146 lb-ft of torque and mates to a CVT. Nissan says a hybrid is under study -- and we'd suggest studying a turbo.

Seriously, that's the biggest drawback here, when it comes to driving dynamics -- the car just feels punchless when merging onto the freeway or passing.

At least the car handles decently enough, especially in SR guise -- I spent my entire day behind the wheel of this trim. It's no Civic -- even the non-performance Civics remain among the best in class -- but it's better and more engaging than the last non-GR Corolla I drove, and not too far off the non-GLI Jetta. You wouldn't pick it first for a mountain drive, but it's tuned tightly enough that you can enjoy it a little bit.

In pure commuting, the car is just fine, especially if you don't need to summon full power. A turbo could do wonders here, as would a traditional geared transmission.

Of course, most compact-car shoppers are more worried about the commute than having fun, and the Sentra is plenty competent here. The ride was fine on smooth Scottsdale roads, with a tune towards the stiff side. Broken pavement made a lot of noise but didn't disturb the occupants too much.

Most outside noise is tamped down, though tire noise intrudes on certain types of tarmac. There is more hard plastic than one would like, but the placement of soft-touch materials at key touch points is nice.

The large screens are easy to use, and controls, both old-school and new, are easy enough to use. The trunk looks spacious.

Headroom and legroom are fine up front, and the seats are comfy, but the rear seat is tight for taller drivers, with the sloping roofline cutting ever so slightly into the headroom.

As a commuter car, the outgoing Sentra was oft overlooked, but it wasn't a truly bad car -- it just needed some tweaks to get to the level of some of its competition. This new model, which Nissan folks told me is 90 percent the same mechanically as the outgoing car, gets styling tweaks that make it look much better inside and out, but it still needs a few things. Mostly, more power.

Keeping the mechanicals the same while updating the looks makes sense for a company like Nissan, one that is recovering from a rough patch. That's not a shot, I'd do the same. Update what people see and touch and make your models more appealing that way, and then follow by pouring resources into driving dynamics.

That approach will serve the Sentra well -- it's more attractive to the eye than before, more comfortable inside than before, and it remains a relatively engaging handler. It just needs the Tim Allen "moar power" treatment.

Nissan is in the midst of rolling out new product -- though some of the new product retains the underskin components while exteriors and interiors are thoroughly reworked. The product assault is generally strong -- the new Kicks improves greatly upon the original, the new Murano is a head-turner, and the new Armada sheds some of the worst aspects of the previous one. And the new Leaf is better positioned against its competition.

The new Sentra is improved in style and treats occupants better. It has not changed much in terms of how it drives.

If your priority is easy commuting, the 2026 Sentra will fit the bill just fine, especially if you don't have a heavy right foot. If performance matters to you, the Sentra will engage you well enough in some curves, but you might be better off shopping elsewhere.

New threads can make a person look like they've changed on the inside. But sometimes, after enough time, you realize the changes are only surface level.

Sometimes, that's a bad thing. Sometimes, that's a good thing. Sometimes, it's a bit of both.

That last bit is the case here.

[Images © 2025 Tim Healey/TTAC.com]

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