2007 Nissan Altima Review

Specifications

When the last generation Nissan Altima bowed in 2002, reactions wereuniversal from media and consumers alike, a pleasant surprise followed by lavish praise. It boasted attention grabbing looks, generous space and engines that didn’t leave drivers wanting for power. This recipe satisfied the collective appetites of buyers so much so the Altima quickly became the best selling vehicle in Nissan’s lineup.

Automakers are in a constant game of one-upmanship with one another, so it shouldn’t come as a surprise that the Altima received a clean sheet redesign for 2007 after five successful years of its predecessor. Thankfully, not following the trend of so many forgettable motion pictures, the sequel is a big improvement over the original.

The new Altima picks up where the old one left off, at least from an aestheticstandpoint. Never a letdown in the looks department, Nissan designers knew how important it was to balance progressive styling while remaining true to core design elements of the car. The end result is a swoopy, clean profile that culminates in a haunch-like squat in the rear. Tying the package together is Nissan’s new corporate T-shaped grille and clear-lensed taillights that look as though they may have been conjured up by NASA.

Evidence of the Altima’s evolution continues in the cabin. Previous generation cars were a bit lacking in the interior department, especially when it came to materials quality, so full scale changes were in order. The overall effect of being behindthe wheel is a much richer experience. The quirky three-pod dashboard is replaced by a more conventional single instrument pod. Nissan calls this Fine Vision, and its amber backlit display was crisply legible even in bright sunshine. Other tech highlights include a pushbutton start that doesn’t require to you to insert the key fob into the dashboard for the engine to fire. If you absolutely must stow the key somewhere other than a pocket or handbag, there’s a little slot on the lower dash to the left of the steering wheel. But there’s more to this slot than just key fob stowage. Actually, this little piece of ingenuity really shows that Nissan’s engineers are thinking ahead of the curve, as it’s also an integrated key recharger; if the battery in the fob is dying, simply insert it into the lower dashboard to restore the battery’s juice.

Textures and fabrics in the cabin have improved considerably too, and limbs that once rested uncomfortably on hard plastics are now greeted by padded armrests and door panels furnished in a suede-like fabric in base trim. Switches for the stereo and HVAC controls fall easily to the hand despite the upward rake of the console. For the most partergonomics are spot on, except for one oversight that annoyed a few staffers, and that’s the location of the parking brake. Mounted in an intrusive location within the foot well, it had us wishing for a hand operated brake instead (which, by the way, is standard if you specify the manual transmission).

Instead of growing in size as many cars do when they’re redesigned, the Altima has been scaled down a bit. The wheelbase it rides on has been trimmed slightly less than an inch while overall length is shorter by 2.5 inches. Interior room doesn’t suffer much as a result, but if you’ve ever spent extended periods of time in the previous example’s back seat, you may notice a minor difference. Trunk space continues to be cavernous, offering up huge quantities of space for stowing all kinds of stuff.

Altimas have always been among the sportier offerings in the midsize segment, and this tradition continues for 2007. Engine choices range from the ubiquitous VQ 3.5 liter V6 (upgraded to 270 horsepower and 258 lb-ft of torque), or the 2.5-liter four-cylinder found in our tester. Output remains unchanged at 175 horsepower and 180 lb-ft of torque, but the engine has received some crucial upgrades. The QR25 now has a larger intake manifold with variable valve timing, and internals featuring micro finishing on crank journals and pistons coated in molybdenum – all of which are employed in the name of reducing friction. In the endless quest for refinement, Nissan added a quieter chain drive with an integrated balancing system, quelling vibration effectively on the big 2.5. The whole package ismounted 1.2 inches lower in the chassis, not only providing a lower center of gravity but also helping to negate torque steer. The engine’s new mounting point now allows for half shafts that are more parallel to the ground. What this means for the driver is that more of the engine’s 180 lb-ft of torque can be transferred to the road without sending the usual convulsions through the steering wheel. Nissan’s efforts have really paid off, as only the sloppiest throttle openings and steering inputs can invoke any torque steer. Our editor experienced the same lack of torque steer with the 3.5 too, which is a dramatic improvement over the previous V6.

As power hungry automotive enthusiasts, we must put our pride on the back burner for a moment. This is one of those rare times when we tell you with confidence that any more power isn’t really necessary. Although I would never turn down a test drive with the 3.5 model (there’s one coming soon - Ed.), our 2.5 S had plenty of grunt. Not only that, it was always smooth and refined, only sounding a trifle gritty at high revs, a byproduct of its large displacement.

Mated to the four-banger was Nissan’s Xtronic Continuously VariableTransmission (CVT). For those that haven’t fully grasped the CVT concept, it’s a “gearless” tranny (or single-forward-gear transmission) that is constantly adapting itself to road conditions and throttle response to put forth the best compromise of efficiency and power. Nissan describes it as “a true synergy between engine and transmission for smooth, responsive, fluid-feeling performance and efficient operation”. It also includes a sprightly manumatic function should you want to shift your own gears. Be that as it may, some of our staffers still have not fully warmed to CVT gearboxes; at first they feel as though they might be slipping, and sometimes the revs are so low you wonder if the engine might be in danger of stalling. The thing is that in the Altima, it all works terrifically well. Think of your throttle foot as a direct link to what engine speed is doing, save for the times you notice that road speed is climbing while the tach needle falls. Still, we think that this is the best iteration of CVT technology out there. It provides strong, smooth power when you need it, but still returns impressive fuel economy.

All of these goodies are packaged within a chassis that has received asmuch attention as the rest of the car’s componentry in terms of a redesign. The Altima uses thinner but higher strength steel throughout the structure, and its virtues are especially apparent when driving on rough tarmac. Even the harshest impacts are smartly diffused by the chassis, and expansion joints are heard rather than felt. In fact, the Altima’s interior noise levels are so low that they encroach on luxury car territory. This is also made possible with a redesigned suspension fore and aft featuring an extensive use of aluminum throughout. Revised cowling and spring/shock geometries ensure the Altima never loses its composure. Even when the road gets curvy it seems a willing partner, underlining Nissan’s mission of providing the “cure for the common sedan”. Body control is good; reactions seem sharpened and athletic. The variable ratio steering is adept at putting the Altima where you want it, although in faster corners I found myself correcting my line a little more that I would have liked due to the quickness of the rack. This mightbe traced to the tires, which provide good ride and fuel economy characteristics, but feel overwhelmed in the grip department when the pace picks up. The standard-fit Continentals also had high-profile sidewalls, which added to its soft handling characteristics. When the original set of tires wears out, opt for more aggressive ones; this should fix the problem nicely.

Bringing speed back into line are four-wheel disc brakes with ABS, actuated by a dual pivot brake pedal system - the first such application in a Nissan car. Essentially, this technology is meant to provide confidence inspiring stopping power under all conditions, with better feel to match. Although we have no complaints about the Altima’s stopping abilities, the pedal tended to feel a bit wooden, masking some of the improved brake feel we anticipated. The brakes also felt a bit grabby in stop and go driving. Quibbles aside, these binders operate and respond much in the same way that all the controls of the Altima do; obediently and responsively.

Nissan’s Director of Product Planning, Ian Forsyth states, “Altima is 100-percent original and 100-percent Nissan, rather than a copy of existing midsize offerings”. Look around at the competition and you’ll have little doubt that this is true. Other midsize cars seem dowdy and appliance-like when compared to the Altima. Its strong combination of racy looks and impressive performance make it a credible player in this spirited marketplace. Our 2.5 S came in at $23,650, and was equipped with such niceties as heated seats and an 8-way power driver’s throne, all part of the 2.5 SL Package. You can even outfit your Altima with touch-screen and voice-activated navigation, a rearview camera and Bluetooth wireless technology; gadgets that are usually available only on high end vehicles.

Nissan has a hit on its hands with the 2007 Altima, and we think that midsize buyers will agree with their check books. For those that want a dose of sport with their four-door transportation, look no further.