Sometimes, the most expensive version of an item isn't necessarily the best. Take chocolate, for example. It ranges from your bottom-of-the-barrel drugstore Valentine's Day overstock to Valrhona bars that cost four times as much as a Hershey's. Many palates, however, yours truly included, prefer the smooth consistency of the blandly sweet Russell Stover's over the tart, crumbly texture of the Valrhona.
Similarly, some people may prefer the down-market version of the 2002 Nissan Altima over the upscale 3.5 SE. That's the trim level getting all the press for its class-leading horsepower and acceleration times and will most certainly appeal to those seeking a sports car in sedan guise, as we found in our Road Test. We also got one for our long-term fleet so that we can investigate its appeal and likeability for a year.
We've found, however, that the V6 version is not the only praiseworthy vehicle; the 2.5 S should not be neglected in the lovefest known as the 2002 Altima. Many consumers prefer a nice, quiet, comfortable, roomy car with extra features to remind them that they paid good money for a commendable conveyance. The 2.5 S excels in all these categories, and we hear that Nissan is selling four 2.5 S versions for every 3.5 SE.
As a matter of fact, many of the disparaging remarks that somewhat marred our view of the 3.5 SE became moot points in the 2.5 S. The interior, which has earned plenty of ire in the press for its obvious cost-cutting, is justifiably out of place in a near-$30,000 car; the 3.5 SE came in second in our Premium Family Sedan Comparison Test partly because it lost points in the interior materials department. Yes, some of the plastics are just as hard in the 2.5 S, but in a $21,000 car, it doesn't grate as much.
Furthermore, while the 3.5 SE's sport-tuned suspension feels a bit harsh for true family comfort, the 2.5's strut-front and multilink rear configuration with slightly softer settings, made for a supple, well-damped ride around town and on highways, where family sedan buyers are likely to travel. Another complaint we had for the 3.5 is the too-light steering that detracts from its sportiness; on the 2.5, it's more of a boon, complementing its even-tempered disposition and making a short task of parking the Altima. Still remaining, however, is a lack of sound insulation, especially in the wheel wells. This makes the Altima more prone to road rumble and suspension thrum than some other cars in this class.
Even without ABS, the four-wheel disc brakes felt firm and competent, with a minimum of sliding even on panic stops. Its 60-to-0-mph stopping distance of 133 feet is less than 10 feet off that of Altimas with the ABS package. However, we would kindly recommend the optional ABS package, which includes such active and passive safety features as brake assist that helps engage ABS during panic stops, electronic brake force distribution that senses passenger and load to adjust brake pressure appropriately, front seat side-impact airbags and roof-mounted curtain airbags for front and rear passengers to protect their heads in case of a side impact. It's $800 worth of peace of mind. At the time of this writing, the National Highway Traffic Safety Administration hadn't completed crash testing the Altima, but all indications are that it will be as safe as the next family vehicle.
The 2.5-liter DOHC 16-valve four-cylinder engine makes 175 horsepower at 6,000 rpm and 181 pound-feet of torque, an improvement of 20 hp and 25 lb-ft over the 2.4-liter inline four of the 2001 model. Furthermore, it outclasses the inline fours of the Honda Accord and Toyota Camry by 25 and 18 horsepower, respectively. Rated as an ultra-low emissions vehicle (ULEV) engine, the 2.5 features continuously variable valve timing, a variable induction system, lightweight pistons and a modular cylinder head design to maximize power and efficiency. In our test car, the engine's quiet, refined output was managed by an efficient four-speed automatic transmission that should keep most drivers completely satisfied. Zero-to-60-mph acceleration takes 8.7 seconds, a figure not much more than some other V6-equipped family sedans. With the available five-speed manual, the Altima should be even closer.
We know that engineers put extra effort into a vehicle when thoughtful touches come embedded in a car rather than tacked on as expensive options. The tilting and telescoping steering wheel, dual power outlets, fold-down rear armrest with integrated cupholders, height-adjustable center console to rest weary elbows, 60/40-split folding rear seats, three-point seatbelts for all three rear passengers and overhead sunglasses holder were some of the surprising features which add to driver and passenger comfort that aren't usually seen in cars in this price range. And, of course, we can't forget to mention its 36.4 inches of rear legroom and 56.1 inches of rear shoulder space, plenty to keep three full-grown passengers whine-free.
Our 2.5 S is the mid-level trim of the Altima line, and it comes standard with cruise control, a CD player, seat height adjustors, air conditioning (we were a bit dismayed to learn that the base model doesn't come standard with air), power mirrors and remote keyless entry. The test vehicle also came equipped with the optional Convenience package that includes alloy wheels, a power driver seat with manual lumbar control, a trip computer, automatic headlights, key fob-operated front windows, speed-sensitive audio volume and steering wheel-mounted audio controls. Our Opal Blue Metal Altima was thankfully free of the build flaws that somewhat dulled our impression of the 3.5 SE; this edition was tight and well-assembled, and its tight gaps in the exterior contributed to a buttoned-down look. With its Euro-styled window arches and stylish rear taillamps, it's currently one of the more distinctive family sedans on the congested roadways.
We can heartily recommend the Altima, as it was our choice for Editors' Most Wanted family sedan. While the 2.5 versions may be overshadowed by their more powerful stablemate, we must insist that those seeking a capable, roomy vehicle to tote around family and friends consider the Altima a challenger amongst the Honda Accord-Toyota Camry juggernaut. Really, you'd be bereft if you didn't.
Similarly, some people may prefer the down-market version of the 2002 Nissan Altima over the upscale 3.5 SE. That's the trim level getting all the press for its class-leading horsepower and acceleration times and will most certainly appeal to those seeking a sports car in sedan guise, as we found in our Road Test. We also got one for our long-term fleet so that we can investigate its appeal and likeability for a year.
We've found, however, that the V6 version is not the only praiseworthy vehicle; the 2.5 S should not be neglected in the lovefest known as the 2002 Altima. Many consumers prefer a nice, quiet, comfortable, roomy car with extra features to remind them that they paid good money for a commendable conveyance. The 2.5 S excels in all these categories, and we hear that Nissan is selling four 2.5 S versions for every 3.5 SE.
As a matter of fact, many of the disparaging remarks that somewhat marred our view of the 3.5 SE became moot points in the 2.5 S. The interior, which has earned plenty of ire in the press for its obvious cost-cutting, is justifiably out of place in a near-$30,000 car; the 3.5 SE came in second in our Premium Family Sedan Comparison Test partly because it lost points in the interior materials department. Yes, some of the plastics are just as hard in the 2.5 S, but in a $21,000 car, it doesn't grate as much.
Furthermore, while the 3.5 SE's sport-tuned suspension feels a bit harsh for true family comfort, the 2.5's strut-front and multilink rear configuration with slightly softer settings, made for a supple, well-damped ride around town and on highways, where family sedan buyers are likely to travel. Another complaint we had for the 3.5 is the too-light steering that detracts from its sportiness; on the 2.5, it's more of a boon, complementing its even-tempered disposition and making a short task of parking the Altima. Still remaining, however, is a lack of sound insulation, especially in the wheel wells. This makes the Altima more prone to road rumble and suspension thrum than some other cars in this class.
Even without ABS, the four-wheel disc brakes felt firm and competent, with a minimum of sliding even on panic stops. Its 60-to-0-mph stopping distance of 133 feet is less than 10 feet off that of Altimas with the ABS package. However, we would kindly recommend the optional ABS package, which includes such active and passive safety features as brake assist that helps engage ABS during panic stops, electronic brake force distribution that senses passenger and load to adjust brake pressure appropriately, front seat side-impact airbags and roof-mounted curtain airbags for front and rear passengers to protect their heads in case of a side impact. It's $800 worth of peace of mind. At the time of this writing, the National Highway Traffic Safety Administration hadn't completed crash testing the Altima, but all indications are that it will be as safe as the next family vehicle.
The 2.5-liter DOHC 16-valve four-cylinder engine makes 175 horsepower at 6,000 rpm and 181 pound-feet of torque, an improvement of 20 hp and 25 lb-ft over the 2.4-liter inline four of the 2001 model. Furthermore, it outclasses the inline fours of the Honda Accord and Toyota Camry by 25 and 18 horsepower, respectively. Rated as an ultra-low emissions vehicle (ULEV) engine, the 2.5 features continuously variable valve timing, a variable induction system, lightweight pistons and a modular cylinder head design to maximize power and efficiency. In our test car, the engine's quiet, refined output was managed by an efficient four-speed automatic transmission that should keep most drivers completely satisfied. Zero-to-60-mph acceleration takes 8.7 seconds, a figure not much more than some other V6-equipped family sedans. With the available five-speed manual, the Altima should be even closer.
We know that engineers put extra effort into a vehicle when thoughtful touches come embedded in a car rather than tacked on as expensive options. The tilting and telescoping steering wheel, dual power outlets, fold-down rear armrest with integrated cupholders, height-adjustable center console to rest weary elbows, 60/40-split folding rear seats, three-point seatbelts for all three rear passengers and overhead sunglasses holder were some of the surprising features which add to driver and passenger comfort that aren't usually seen in cars in this price range. And, of course, we can't forget to mention its 36.4 inches of rear legroom and 56.1 inches of rear shoulder space, plenty to keep three full-grown passengers whine-free.
Our 2.5 S is the mid-level trim of the Altima line, and it comes standard with cruise control, a CD player, seat height adjustors, air conditioning (we were a bit dismayed to learn that the base model doesn't come standard with air), power mirrors and remote keyless entry. The test vehicle also came equipped with the optional Convenience package that includes alloy wheels, a power driver seat with manual lumbar control, a trip computer, automatic headlights, key fob-operated front windows, speed-sensitive audio volume and steering wheel-mounted audio controls. Our Opal Blue Metal Altima was thankfully free of the build flaws that somewhat dulled our impression of the 3.5 SE; this edition was tight and well-assembled, and its tight gaps in the exterior contributed to a buttoned-down look. With its Euro-styled window arches and stylish rear taillamps, it's currently one of the more distinctive family sedans on the congested roadways.
We can heartily recommend the Altima, as it was our choice for Editors' Most Wanted family sedan. While the 2.5 versions may be overshadowed by their more powerful stablemate, we must insist that those seeking a capable, roomy vehicle to tote around family and friends consider the Altima a challenger amongst the Honda Accord-Toyota Camry juggernaut. Really, you'd be bereft if you didn't.
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