Many of the cars I test drive I don’t see myself potentially owning. They’re either too expensive, or not my type of vehicle. The Altima is an exception. With the redesigned 2002 I test drove the 2.5 liter four with a manual transmission and the 3.5 liter six with an automatic. (For my reviews of the Altima with those two powertrains click here.) Neither measured up to my expectations, but then neither had my preferred powertrain: a V6 with a manual transmission. Few Altimas are made with this combination, and none was available any of the times I dropped by a Nissan dealer. Still, I’ve been very interested in driving this car, so I recently started checking dealer inventories on the Internet. The other day my preferred dealer showed an Altima 3.5 SE with a manual transmission in stock, and after a phone call to confirm this I dropped by and took one for a test drive. I’d waited a whole year. Was it worth all the anticipation?

Nissan Altima Reliability

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Styling

When designing the new Altima, Nissan didn’t exactly seek an original look. To be blunt, they blatantly copied the VW Passat. (Click on the hyperlinks for my reviews of related vehicles.) On the plus side, the resulting exterior styling has a more aggressive edge to it than the Passat, courtesy of some design details lifted from the Lexus IS 300: a rising character line along the side and clear tail lamps. (I see some Toyota Avalon in there as well, though I doubt that's what they were going for.)

Nissan isn’t the only one knocking off the Passat. The new for 2003 Honda Accord has a similar rising character line. However, in other aspects the Accord’s styling differs from that of the VW and Nissan. It is rounder, perhaps even bordering on pudgy. This lends the car a more elegant but less sporting look.

On the down side, the Altima’s exterior styling is less well integrated. In a Lexus GS manner the window outline deviates from the door opening. I suspect this was how a conflict between the stylists and engineers was resolved. Thankfully, this quirk is less noticeable here than on the GS. More than anything it tells me that development speed was given priority over refinement.

A bit more troubling is the differing character between the front end and the rest of the car. The front is distinctly more massive, round, bulbous, and just plain boring relative to the chiseled styling of the rest of the car. As a result, I find the car considerably more attractive from the side and rear more than from the front. Overall, despite these faults and the plagiarism that went on, I find the exterior styling of the new Altima better than any of its competition.

The interior styling is more questionable. Once again the car looks a bit rushed. The mix of retro ovals and ultra-modern sharp lines does not blend. I suspect Nissan Design combined two strikingly different potential alternatives, one retro with a sports car character (i.e. the original Z) and one modern with an upscale character (i.e. the 2003 Maxima), without then attending to the resulting incoherence. The effect is worst in the center stack. Sandwiched between the sharply rectilinear vents and climate controls is the oval stereo control panel. This panel would fit in much better if it was also rectilinear, as in the otherwise similar Maxima center stack. Why is it oval? Probably to match the oval instrument binnacle, which otherwise would be alone in looking out of place in this interior.

I continue to be baffled by the design and layout of the fuel and temperature gauges. They are pointlessly artless in a number of ways. If you are interested in why, see my review of the 2002 Altima, where I beat it into the ground, and then some.

For other aspects of the interior, Nissan ripped one of my favorite pages from Audi’s book. With the current A6, Audi introduced the concept of “atmospheres,” with each “atmosphere” composed of a unique set of interior trims and leather textures. In Nissan-speak these are “environments.” The “environments” in 2002 were not nearly as comprehensive as Audi’s “atmospheres,” and for 2003 have become even less so. Last year the charcoal leather had a knobby texture, while the tan leather had a more conventional smooth texture. This year it appears that they’re both smooth. The tan interior is now really a tan interior instead of being tan seats and door trim in an otherwise gray interior. More conventional, less unique.

The 2002 Altima was heavily criticized for an interior that looked and felt cheap. (I take pride for being among the first, perhaps the first, to write about this, over a year ago.) For 2003 Nissan appears to have taken a few steps to address this criticism. First, the center armrest is now padded cloth or leather instead of vinyl. Second, a large amount of titanium trim has been added to the center stack and center console. This helps break up the previously monotonous expanses of cheap-looking plastic, as there are now two tones of cheap plastic. Unfortunately, this trim is clearly a tacked-on Band-Aid. The oval stereo system controls look even more out of place now, as the break between the titanium and regular interior trim does not occur at the edge of this oval but at the rectilinear parting lines just beyond it.

Lovers of plastic wood might be upset with a related change for 2003. The optional faux timber no longer covers the entire top surface of the center console (a couple square feet in all). Instead, it only covers the panel around the shifter (along with the previous bits on each door.) Based on the brochure (I haven’t personally come into contact with the 2003 stuff yet) the wood might have a less orangy tone this year, though I doubt it looks any more real as a result. Perhaps reflecting the decrease in quantity, the price of this option has dropped from $150 to $100 (in both cases part of a “premium” leather package). The Altima remains the only vehicle I know of where fake wood costs extra.

These changes are not nearly enough. Aside from the revised center armrest, the plastics tend to be very hard to the touch and look cheap in many places, most notably the doors and center console. The armrests on the doors are narrow and hard. This time around I had trouble unlatching the storage compartments beneath the center armrest. The latches are very cheap, take an unnecessary amount of effort to operate, and strike me as likely to break. The entire center console is flimsy, wobbling quite obviously when the armrest is opened.

The car I drove this time around had charcoal cloth. As typically happens, this dark shade makes the cloth look richer, such that the dark cloth doesn’t look nearly as cheap as the two lighter shades also available. I could personally live with it. Moral of the story: even if you hate dark interiors, and I’m not big fan of them myself, they’re always the way to go when inferior materials are involved. It takes really good materials to make a light-colored interior look good.

The new Altima shares with past Nissans, including the Maxima, doors whose extreme lightness cheapens the whole car. The sensations that accompany opening and closing them scream cheapness and a general lack of substance.

Accommodations

Once past the styling and materials, the Altima’s interior has much going for it. I especially like the low cowl (base of the windshield), which provides great forward visibility. This is important to me, especially since many cars have a high dash that limits visibility. The beltline (base of the side windows) is not quite as low, because it is raked. It still provides very good visibility and lends the interior an airy feel. Just one criticism here: the beltline is too high to comfortably hang your elbow out the window while driving. Otherwise the driving position is virtually perfect, aided by the power driver’s seat and a steering wheel that both tilts and telescopes.

Like the Toyota Camry, also redesigned last year, the Altima is a very roomy sedan for four people. Legroom is especially generous front and rear. The rear seat is mounted fairly high, affording good thigh support. In this area I’d rate the Altima very nearly as good as the Camry, and better than just about every other car this size, including the 2003 Accord. In many sedans the rear seat is mounted too close to the floor to goose the headroom numbers. I hate that.

Interior storage and trunk space is also near the top of the class. The later is generously sized in all three dimensions. If you need to carry long objects the rear seats fold forward. The basic package is excellent.

On the road

Nissan is pitching the Altima as a great car to drive. The styling certainly suggests as much. So how does it actually perform? Nissan offers two engines in the new Altima, a 175 horsepower, 2.5 liter four and a 245 horsepower, 3.5 liter six. Both offer more power that the cars they compete against. (The six gained five horses this year, possibly all on paper, to stay ahead of the new Accord’s 240.) My test drives of 2002s made it clear that the 3.5 is a much more fitting engine for this size car. The 2.5 is simply too rough and noisy. Among four cylinder engines in family sedans, the Accord’s is easily the nicest. (See my review of the 2002 for reviews of the four with a manual and the six with an automatic.) This time around I got to drive the car with my preferred powertrain.

The 3.5 liter V6 is easily the nicest part of this car, beating out even the sharp exterior styling. I’ve driven this engine in four vehicles now (Pathfinder, Maxima, and G35 in addition to the Altima), but it felt by far the best this time around. With the manual it felt very smooth and very strong, pulling well even from 1,500 RPM. It never sounds or feels at all rough, even near the redline. In normal driving I saw little need to go over 4,000 RPM. (Emphasis on need, as opposed to desire.) Few multi-valve engines these days feel good below 4,000 RPM, but this one certainly does. Full throttle at high RPM it makes a moderate amount of refined-sounding noise, the sort of noise that adds to the driving experience. This engine was almost good enough to make me overlook the numerous faults of the car. That's high praise indeed.

The manual transmission isn’t doing this engine any favors. The artfully styled knob is very small, so it feels funny in your hand. Like a toy. I much prefer a meatier shifter knob—and a meatier shifter feel. The Altima’s shifter has an econo-box feel to it, with light effort and long travel. It doesn’t help that that little knob sits atop a very long lever. Still, this shifter somehow felt better with the six. The effort felt a little higher this time, and I appreciated a slight notchiness going into each gear. Many reviewers are critical of such notchiness, but I appreciate the sense it gives of engaging the gears. Sure, other gearboxes provide such feedback in a higher quality form, but I prefer notchiness to no feedback at all. Overall, I’m still no fan of this shifter, but either because the design is a bit different with the six or because the six is so good it makes all of the other pieces feel better than they do with the four I don’t overly mind it.

This time around I also had fewer issues with the Altima’s steering. I’d still appreciate more feedback, but effort did not feel too light, and responses continue to be quick, especially right off center. As with the shifter, I suspect the V6 (perhaps directly through its additional weight) adds substance to the feel of the steering. Whatever the reason, with the V6 manual I felt more connected to what the car was doing than in my previous text drives. It’s still not as direct as I’d like it to be, but it’s no longer a deficit. I felt a bit more connected to the front tires in the Camry SE V6, and a bit less so in the Accord EX V6 (both available only with an automatic), but all three are quite close. The main thing that distinguishes the Altima’s steering is that it doesn’t feel as liquidy smooth as the others. They have a luxury car aspect to their steering and ride that the Altima does not.

I nearly forgot one very distinguishing feature. Unlike the Accord and Camry, the Altima offers a healthy dose of torque steer. When accelerating in turns the engine fought for control of the wheel. This torque steer would have been the worst I’ve experienced recently if not for the Sentra SE-R. In the Sentra the engine at times threatened to take control of the steering. In the Altima it’s very much present, but not quite so intrusive.

Other than the torque steer, the handling of the Altima is quite good. For a front-wheel-drive car the chassis is balanced—with only a touch of understeer—and the tires stick well. Though this is becoming the norm, it’s still commendable. Lean in turns is present but moderate. My sense was that the Camry SE cornered a little flatter, while the Accord EX leaned a little more.

All in all, the Altima’s handling is easily good enough to make me wish for better seats. Make that much better seats. Though the driver’s seat is generally comfortable, it is not bolstered well. Especially with the cloth seats, the side bolsters are extremely soft. In even moderate turns I pushed right through them. Literal pushovers, they give up way before the chassis does. Luckily in right turns the B-pillar isn't too far away, as my shoulder spent much time pressed against it. In left turns I relied on the adjustable center armrest, where the elbow of my shifting arm was planted throughout the drive. Sadly, the armrest of the driver's door is too narrow and hard to do similar duty. That I had to devote so much attention to maintaining my position behind the wheel seriously detracted from the joy to be gained from driving this car. In most turns that I intended to take hard (the things I do to write good reviews) I came nowhere near the limits of the chassis. Unless you plan to take turns slowly, or like to brace yourself against the door and/or B-pillar with an elbow or shoulder, get the leather. Even then you’ll be wishing for much better lateral support, but at least they offer a small amount. Maybe next year? Is anyone at Nissan listening?

One other note on the seats: In their lowest position I found the seat to be tilted back too much for comfort. When I extended my leg to depress the clutch the leading edge of the seat pressed uncomfortably against the underside of my thigh. Easily fixed with the power seat: just tilt the seat forward a bit. The only downside is that this requires raising the rear of the seat an inch or so from its already high base position.

Between the torque steer and the seats I’m still waiting for the car I’m actually going to buy. Maybe the Mazda6, due in November, will be the one. It’s supposed to have the sharper handling I’m looking for, and I’ve already had a chance to sample the seats. A test drive will tell.

Other aspects of the Altima's performance are just okay. Noise levels are fairly low. The stiffer suspension and lower profile tires that attend the six take their toll on the car’s ride, such that it can be a touch harsh on some surfaces. I’d never call it punishing, though. In neither area does the Altima approach the Camry SE or Accord EX. Both of those competitors feel like much more expensive cars owing to their much higher levels of refinement. For overall ride-handling balance I’d give the Camry the edge. Sadly, of the three only the Nissan offers a manual with the six.

With the manual transmission, traction control is not available. With the automatic it adds $300 to the ABS/side airbags package. I guess they figured that volume with the manual wouldn’t be high enough to justify engineering a traction control system for it. Acura did the same with the CL-S.

Pricing

For quick, up-to-date new car pricing, and especially user-specified price comparisons, check out the website I created: www.truedelta.com. Why yet another vehicle pricing website? Well, I personally lacked the patience to keep using the others. They were too slow and required too much effort, especially when trying to compare prices. So I taught myself some programming and created a site where there is no need to dig through option packages, prerequisites, and the like one by one -- the TrueDelta algorithm figures these out for you in one swift pass.

Last words

If you’re seeking a lot of sharply styled car and/or horsepower for the money, the Altima might be your best bet. Think of it as a better looking, more powerful, less refined Camry, and you'll be happy. Just don’t expect it to feel like a Passat, even though it looks like one. The interior and overall feel of the car are too economy for that. And don’t expect it to be a well-rounded sports sedan, as the handling isn’t quite there and the seats aren’t even close.

Overall, the Altima reminds me of recent Chrysler sedans with performance ambitions. Cars such as the Dodge Stratus R/T and 300M have been sharply styled and endowed with impressive horsepower numbers. The problem was, time and effort was not put into refining their driving feel or their interior design, interior materials suffered from cost cutting, and the engines haven’t performed as well, subjectively or objectively, as the stats have suggested they should. With the new Altima, Nissan has used a Chrysler strategy to knock-off a mix of VW and Lexus products. Similar strategies yield similar results. The final result pleases the eye but except for the magnificent engine fails to excite on the road. Please, please, Nissan, at least do something about the seats!

Because of the lack of alternatives, I’m giving this car with a manual four stars for now. Among automatics, it gets three, as the Accord EX or even Camry SE is a better choice. If the Mazda6 is as good as I hope, the manual 3.5 might fall to three as well.

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Amount Paid (US$): 27,000
Model and Options: 3.5 SE with leather and ABS