Nissan's had a good thing going with the Altima, winning numerous accolades since it was first introduced in 1993. Though the second generation Altima was introduced two years ago, the 2000 variation includes a host of changes, including over a dozen styling modifications, 20 noise/vibration/harshness improvements, 18 comfort and convenience enhancements, 11 engine changes and a greatly revised suspension system. Needless to say, we couldn't wait to get behind the wheel of Nissan's mid-sized sedan.
When we first laid eyes on the revamped-for-2000 Altima, we were impressed by what we saw - the aggressive new front fascia, grille and integrated clear-lens headlamps gave the vehicle a longer, if not wider look. The front end is also lower, giving the Altima a pronounced rake and out back; a revised rear valance and wider deck lid continue the "wide body" theme. The exterior refinements may look good, but the real improvements are under the sheetmetal.
Boy racers with family, rejoice. Your vehicle has finally come. Nissan has mated striking good looks with a torquey four banger and a manfacturer first - Acceleration Sensitive Strut Valving (ASSV), producing a satisfying, appealing vehicle that handles and performs admirably.
Heading for the hills, the first noticeable difference we felt was increased performance from the standard 2.4-liter, inline four-cylinder engine. Producing 155 horsepower at 5,600 rpm (up five from last year), the Altima's powerplant benefited from a new cam profile and exhaust manifold, enough so that the vehicle trounced to 60 mph in only 8.1 seconds, yet still meets California's ULEV standards.
Power is smooth and linear until 4,500 rpm, where the engine's torque curve tends to flatten out. On numerous zero to 60 runs, we found ourselves bumping the rev limiter, with the engine heading straight to redline, and feeling like there was a lot more left to be had. At idle and around town, the Altima purred like a content kitten after a catnip high.
Getting the power to the ground is accomplished through an updated five-speed manual transmission with revised gear ratios in first through third, which vastly improves off-the-line acceleration over last year's model.
One refinement Nissan didn't make was a much-needed improvement in the shifting mechanism, which is rubbery and vague. In a few instances, we had difficulty trying to figure out which gear we were in, leaving us to slowly release the clutch pedal and pray that we hadn't selected second instead of fourth gear. Other editors noted that the shifter was "hard to operate" and "funky-feeling." If a manual doesn't tickle your fancy, Nissan offers an electronically controlled four-speed automatic with refined shift schedules for better take off.
If you want to truly appreciate the suspension refinements for 2000, you'll find the Altima is in its element on twisty canyon roads. We tipped our hats to Nissan after experiencing their new ASSV struts, which are a truly "progressive" strut design, adjusting dampening with an oil-flow bypass valve. This allows pressure to bleed off during around-town and on-the-highway driving, but kicks in the full dampening effect when cornering hard. The result is a very smooth ride on the highway and spirited performance in the twisties.
Four-wheel disc brakes are standard fare, with our tester sporting the optional four-channel, four-sensor antilock brakes. The Altima's ABS system provided excellent linear emergency stops (60 to zero came in 136 feet), but with moderate pulse through the pedal. We found the brakes easy to modulate and confidence-inspiring under hard-braking exercises with nary a fade through the "whoa" pedal.
One of the cleanest designs in the industry, the Altima's sweeping dash houses white- faced gauges for the driver with signals, lights and wiper stalks all within a fingertip's reach. We thoroughly enjoyed the simplistic HVAC controls, which featured a large rotary fan switch, linear-sliding temperature control and oversized buttons to monitor airflow. Similarly, the AM/FM/CD/Cassette stereo incorporated large switchgear, but fell short of impressing us in the sound quality department with decent highs, muddy mids and bass that left us looking for a larger subwoofer.
The front seats offer excellent comfort, especially with our tester's optionally-equipped adjustable lumbar support. Lateral movement is sufficiently quelled thanks to the substantial side bolsters, which incorporate side airbags on the outer surface. While our test vehicle was shod with the $1,299 leather option, the quality of the upholstery wasn't what we'd like to see; it felt more like 1970s vinyl than true bovine hide.
We were also unimpressed with the Altima's off-center driving position, which canted the driver three to four inches to the right of the steering wheel, making for an uncomfortable driving experience. In this canted position, the wheel obstructs the driver's view of the engine temperature gauge, creating a mandatory driving position of left arm out and right arm in.
Rear passengers are treated to a comfortable back seat, with lots of head- and legroom and a fair amount of lumbar support. Long drives aren't a problem for two large adults, but we wouldn't try to fit three. We question Nissan's omission of cup holders and dual magazine pockets in the front seatbacks (one is built into the passenger's seat) for the rear occupants, and we'd like to see air vents and a 12-volt powerpoint added for the kids to plug in their CD player adapters.
The Altima is already a deal at $22,255, but considering you can take off an additional $1,400 off the top with the dealer incentives and rebates (at this writing), with a little haggling you'll probably be able to get a loaded version off the showroom floor for under 20 grand.
When we first laid eyes on the revamped-for-2000 Altima, we were impressed by what we saw - the aggressive new front fascia, grille and integrated clear-lens headlamps gave the vehicle a longer, if not wider look. The front end is also lower, giving the Altima a pronounced rake and out back; a revised rear valance and wider deck lid continue the "wide body" theme. The exterior refinements may look good, but the real improvements are under the sheetmetal.
Boy racers with family, rejoice. Your vehicle has finally come. Nissan has mated striking good looks with a torquey four banger and a manfacturer first - Acceleration Sensitive Strut Valving (ASSV), producing a satisfying, appealing vehicle that handles and performs admirably.
Heading for the hills, the first noticeable difference we felt was increased performance from the standard 2.4-liter, inline four-cylinder engine. Producing 155 horsepower at 5,600 rpm (up five from last year), the Altima's powerplant benefited from a new cam profile and exhaust manifold, enough so that the vehicle trounced to 60 mph in only 8.1 seconds, yet still meets California's ULEV standards.
Power is smooth and linear until 4,500 rpm, where the engine's torque curve tends to flatten out. On numerous zero to 60 runs, we found ourselves bumping the rev limiter, with the engine heading straight to redline, and feeling like there was a lot more left to be had. At idle and around town, the Altima purred like a content kitten after a catnip high.
Getting the power to the ground is accomplished through an updated five-speed manual transmission with revised gear ratios in first through third, which vastly improves off-the-line acceleration over last year's model.
One refinement Nissan didn't make was a much-needed improvement in the shifting mechanism, which is rubbery and vague. In a few instances, we had difficulty trying to figure out which gear we were in, leaving us to slowly release the clutch pedal and pray that we hadn't selected second instead of fourth gear. Other editors noted that the shifter was "hard to operate" and "funky-feeling." If a manual doesn't tickle your fancy, Nissan offers an electronically controlled four-speed automatic with refined shift schedules for better take off.
If you want to truly appreciate the suspension refinements for 2000, you'll find the Altima is in its element on twisty canyon roads. We tipped our hats to Nissan after experiencing their new ASSV struts, which are a truly "progressive" strut design, adjusting dampening with an oil-flow bypass valve. This allows pressure to bleed off during around-town and on-the-highway driving, but kicks in the full dampening effect when cornering hard. The result is a very smooth ride on the highway and spirited performance in the twisties.
Four-wheel disc brakes are standard fare, with our tester sporting the optional four-channel, four-sensor antilock brakes. The Altima's ABS system provided excellent linear emergency stops (60 to zero came in 136 feet), but with moderate pulse through the pedal. We found the brakes easy to modulate and confidence-inspiring under hard-braking exercises with nary a fade through the "whoa" pedal.
One of the cleanest designs in the industry, the Altima's sweeping dash houses white- faced gauges for the driver with signals, lights and wiper stalks all within a fingertip's reach. We thoroughly enjoyed the simplistic HVAC controls, which featured a large rotary fan switch, linear-sliding temperature control and oversized buttons to monitor airflow. Similarly, the AM/FM/CD/Cassette stereo incorporated large switchgear, but fell short of impressing us in the sound quality department with decent highs, muddy mids and bass that left us looking for a larger subwoofer.
The front seats offer excellent comfort, especially with our tester's optionally-equipped adjustable lumbar support. Lateral movement is sufficiently quelled thanks to the substantial side bolsters, which incorporate side airbags on the outer surface. While our test vehicle was shod with the $1,299 leather option, the quality of the upholstery wasn't what we'd like to see; it felt more like 1970s vinyl than true bovine hide.
We were also unimpressed with the Altima's off-center driving position, which canted the driver three to four inches to the right of the steering wheel, making for an uncomfortable driving experience. In this canted position, the wheel obstructs the driver's view of the engine temperature gauge, creating a mandatory driving position of left arm out and right arm in.
Rear passengers are treated to a comfortable back seat, with lots of head- and legroom and a fair amount of lumbar support. Long drives aren't a problem for two large adults, but we wouldn't try to fit three. We question Nissan's omission of cup holders and dual magazine pockets in the front seatbacks (one is built into the passenger's seat) for the rear occupants, and we'd like to see air vents and a 12-volt powerpoint added for the kids to plug in their CD player adapters.
The Altima is already a deal at $22,255, but considering you can take off an additional $1,400 off the top with the dealer incentives and rebates (at this writing), with a little haggling you'll probably be able to get a loaded version off the showroom floor for under 20 grand.
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