Nissan Altima

Pros:

* Sleek shape, intriguing details keep things interesting

* Fine get-up-and-go with both the four- and six-cylinder engines

* Terrific value if you play the right options cards

Cons:

* A bit of a ruffian and proud of it

* Rocky ride in some models

* CVT behavior isn’t for everyone

2010 NISSAN ALTIMA BUYING ADVICE

* The 2010 Nissan Altima is the right car for you if you prefer intrepid styling to the mechanical polish of a Camry or Accord.

* Altima fancies itself the BMW of front-wheel-drive midsize cars. It does go about its business with a sense of brio absent in the Honda Accord and Toyota Camry, though at some sacrifice in refinement. Altima is available as a commodious sedan or as a coupe that’s rougher-riding and a little cramped. The best value in the line is the Altima 2.5 S sedan equipped with the Convenience Plus Package. That gets you a lively four-cylinder engine, alloy wheels, power sunroof and driver’s seat, leather-wrapped steering wheel with audio controls, and other desirable features for about $21,800 with manual transmission, $22,500 with the continuously variable automatic.

* Should you buy a 2009 Nissan Altima or wait for the 2010 Nissan Altima? Nissan’s best-selling vehicle is ripe for some mild updates, and it could happen for model-year 2010. Waiting for the 2010 means you’ll have the freshest-looking Altima. Major mechanical changes are not expected, however. So if the latest features and fashion aren’t critical to you, take advantage of great deals available on model-year 2009 Altimas.

2010 NISSAN ALTIMA CHANGES

* Styling: The current-generation Altima sedan debuted for model-year 2007. The coupe followed for 2008. Altima’s next full redesign is likely for model-year 2012 or 2013. That makes model-year 2010 a nice place for Nissan to slot in a mid-cycle freshening. Altima’s basic shape and dimensions won’t change. But mid-cycle revamps typically involve a new nose and revised taillamps. For Altima, that could mean a grille nip and a headlamp tuck to give it the new Nissan-family face, as seen on the redesigned 2009 Nissan Maxima. Inside, contours, graphics, and textures could be rehabbed — again perhaps inspired by the Maxima. The Altima-Maxima relationship is in fact a close one. They share the same basic front-wheel-drive structure and V-6 powertrain, though Maxima is priced higher and positioned as the more-upscale sedan. The Altima coupe rides a shortened version of this platform, in keeping with its sportier, personal-car mission.

* Mechanical: Nissan is laying groundwork for plug-in hybrids and perhaps diesel engines as fuel-saving alternatives, but neither is likely to show up in the 2010 Altima. So two gas engines and a gas-electric hybrid remain on the docket. The most-popular Altimas are the 2.5 and 2.5 S models, named for their 175-horsepower 2.5-liter four-cylinder. Similarly, Nissan Altima 3.5 SE and 3.5 SL models use a 270-horsepower 3.5-liter V-6. The Altima Hybrid teams a 2.5-liter four-cylinder gasoline engine and an electric motor for 198 total horsepower. The Hybrid can be driven at low speed on electricity alone and doesn’t require plug-in charging. But availability is limited to California and Oregon and the New England states that share their stringent exhaust-emissions standards. Altima’s conventional four- and six-cylinder engines are available with a six-speed manual transmission. Optional on those models and mandatory for the Hybrid is a continuously variable transmission. This CVT performs the duties of an automatic transmission but instead of four, five, or six preset gear ratios, it transmits power like a rheostat. The idea is to more-precisely match engine rpm to power requirements for greater efficiency. All Altimas have front-wheel drive and antilock four-wheel disc brakes. V-6 versions and the Hybrid come with traction control to limit wheel slip on takeoffs.

* Features: Nissan does a pretty good job on the gadget front, making various Altimas available with navigation, rear-view camera, xenon headlamps, Bluetooth-cell-phone connectivity, and more. However, Nissan ought to extend availability of the antiskid system to the 2.5 and 2.5 S Altimas for 2010. This safety feature aims to prevent sideways skids and has been available only on 3.5 and Hybrid models thus far. If a mid-cycle freshening borrows some cabin inspiration from the Maxima, the 2010 Altima could add voice recognition to its navigation system. It would also benefit from the addition of USB linking for iPods and other MP3 devices. All Altimas except the Hybrid come with a split-folding rear seatback. Leather upholstery is standard on the 3.5 SL model. And unlike most competitors, which confine hide seating surfaces to their most-expensive trim levels, Nissan makes leather optional on all but the entry-level 2.5 Altima.

2010 NISSAN ALTIMA PRICES

* Nissan had not released 2010 Altima prices in time for this report, but they won’t deviate much from 2009 prices. That means a price for the 2010 Nissan Altima 2.5 model of around $20,700. (All prices listed here include Nissan’s mandatory $720 destination fee.) The base 2.5 comes only as a sedan with the CTV. It’s essentially in the lineup to capture computer price searches. It doesn’t even include a radio, though it does come with air conditioning, power windows, locks, and mirrors, cruise control, manual driver’s seat height adjuster, tilt/telescoping steering wheel, and an outside-temperature indicator

* More viable is the 2010 Nissan Altima 2.5 S. It’s available as a coupe or sedan and with either transmission. The 2010 Nissan Altima 2.5 S sedan should start around $21,800, coupes around $22,500; add $500 to ether for the CVT. Remote keyless entry with pushbutton ignition and a CD audio system that includes an aux jack for digital players are included in the base price. Like the entry-level 2.5 model, 2.5 S Altimas come with 16-inch tires with wheel covers. But unlike the 2.5, the S version can be equipped with alloy wheels as part of various options packages. Among those packages is the Convenience Plus at around $1,100. It requires you also purchase the basic convenience group at around $1,100, but together they create a comprehensively equipped Altima sedan to which you can add leather for another $1,500 or so.

* Advancing to the sporty Nissan Altima 3.5 SE models gets you the V-6 engine, power driver’s seat, leather-wrapped steering wheel with audio controls, heated outside mirrors with turn-signal indicators, and a firmer, performance-tuned suspension. The 3.5 SE sedan is priced around $26,000 and includes 17-inch tires on alloy wheels. The 3.5 SE coupe starts around $27,200 and adds a power sunroof, fog lamps, and 18-inch alloys. CVT tacks on another $500. A sport option package for the 3.5 SE sedan costs around $1,500 and includes the antiskid system plus a rear spoiler, xenon headlights, and fog lamps.

* The Nissan Altima 3.5 SL is a luxury-oriented CVT-equipped sedan that deletes the sport-tuned suspension, reverts to softer-riding 16-inch tires, and ladles on most every amenity, including leather, dual-zone automatic climate controls, and power sunroof.

* The Nissan Altima Hybrid starts around $27,400. Its standard equipment builds on the 2.5 S sedan by adding the antiskid and traction control systems, dual-zone climate, and alloy wheels.

* Among notable options, the DVD rear-seat entertainment system adds roughly $1,500; it’s available on all models with the CVT except for the Hybrid.

2010 NISSAN ALTIMA TEST DRIVE

From behind the wheel:

* Altimas put some muscle-tone into midsize-car handling. Even Altimas with the modestly-sized 16-inch tires answer steering inputs quickly and accurately. Fast turns can be taken with minimal nose plow and body lean. Altima 3.5 SE models feel especially sharp thanks to their stiffer suspension settings and larger wheels and tires. The Altima coupe is indeed more agile than the longer, heavier sedan; the trade-off is comfort, as you’ll read below.

* Like virtually every other midsize car in this price range, Altima has front-wheel drive. That means the weight of the engine is above the drive wheels, which benefits traction in snow. Among competitors, the superior grip of all-wheel drive is standard on the Subaru Legacy and optional on the Ford Fusion. Besides providing great all-season footing, AWD nullifies the worst effects of torque steer. That’s when powerful front-wheel-drive cars tug to the side during rapid acceleration. Credit Altima’s engineers with reducing torque steer from a recurrent annoyance to an infrequent irritation.

* Every other competitor offers four- and six-cylinder engines, too, though Altima distinguishes itself on three powertrain fronts. The first is torque, which is the thrust that gets a car off the line and, once underway, enables it to respond alertly to throttle inputs. More is better, and the 180 pound-feet of torque from Altima’s four-cylinder engine is more than generated by any rival’s four except the turbo units in the significantly costlier Legacy and Volkswagen Passat. Similarly, Altima’s V-6 delivers more torque, 258 pound-feet, than any rival save the Mazda 6’s, which has 269 pound-feet.

* This means a little extra spirit when you hit the gas, and it’s a big reason the majority of Altima buyers are quite happy with the four-cylinder’s balance of power and fuel economy. It does 0-60 mph in about 7.5 seconds. The V-6 does it in a sports-sedan-quick 6.0 seconds, and it feels more robust than the four off the line and especially in highway passing or merging. The Nissan Altima Hybrid behaves much like the conventional four-cylinder Altima and requires no plug-in charging.

* The fact that the V-6 is available with a manual transmission on both the coupe and sedan is Altima’s second powertrain distinction. The Honda Accord V-6 can be pared with a six-speed manual, but only in the Accord coupe. The Altima sedan is the only four-door in its competitive set to pass this driving-enthusiast litmus test. Alas, Altima’s manual wastes some of its sporting potential with long gear-shift throws and uneven clutch engagement.

* Altima’s third powertrain distinction is its use of a CVT in place of a conventional automatic transmission on all models. Competitors reserve CVTs for their hybrids as part of a fuel-efficiency strategy. Nissan believes the lighter weight of a CVT and its particular method of transferring power is appropriate for its gas engines, as well. With the V-6, Nissan even programs it to allow the driver simulated manual control over gear ratios. CVTs are smooth and reliable. But they allow the engine to rev ahead of road speed during rapid acceleration. The effect is slightly disconcerting, and in the case of the Altima, reveals some coarseness in the gas four-cylinder engine.

* (No change to the 2010 Nissan Altima will significantly alter its performance or passenger accommodations from those of the 2009 model. Statements in this review about performance and accommodations are based on detailed test drives of the 2009 Nissan Altima.)

Dashboard and controls:

* Sedan or coupe, Altima’s dashboard has the same array of gauges and controls. Knobs and buttons are nicely size, plainly marked, and easy to reach. Instrumentation is large and unobstructed, though lit in orange, which some drivers interpret as the color of performance and others find pretentious and a little fuzzy around the edges.

* Altima’s navigation system requires more steps to program than it should, and its touch-screen assumes control over too many audio functions. The screen is mounted a little low for easy consultation by a busy driver, though it does double as the display for the useful rearview camera: put the car in reverse and it shows what’s behind.

* We like Nissan’s decision to dispense with the traditional ignition key and equip every Altima except the entry-level 2.5 with a remote entry and ignition. You get a keychain fob that remotely and automatically unlocks the doors and allows you to start the car by pushing a dashboard button without removing it from pocket or purse.

Room, comfort, and utility:

* Bumpy roads got you down, Bunkie? A Nissan Altima 3.5 SE sedan won’t smooth things out. Its sport suspension is unforgiving on rutted pavement and over tar strips, and its slam-bang reactions serve to further loosen Altima’s grasp on refined motoring. Same for the Altima coupe in both its 2.5 S and 3.5 SE form; the shorter wheelbase puts a big hurt on any ability to iron out imperfections. Test drive these models on a crummy road to see if you can live with their ride quality. Otherwise, stick with a 2.5 S or 3.5 SL sedan.

* The coupe’s abbreviated wheelbase also takes a big bite out of back-seat space. Because the passenger compartment must fit between the front and rear axles, the Altima coupe is cramped in back, with head and knee clearance only preteens will find accommodating. And it requires a youngin’s limberness to squeeze past the front seatbacks and into or out of the aft compartment.

* Altima sedans have more rear-seat room than coupes, but the seat cushion itself is quite firm and the roofline doesn’t put much air between the headliner and the scalp of a 6-footer. Toe space is adequate, but some passengers with long legs will find their knees pressed into the front seatbacks when the driver and front passenger roll their buckets more than halfway back.

* In the refinement derby, Altimas are not as isolating as some class leaders, the Camry and Chevrolet Malibu in particular. Nissan seems content to allow fairly generous levels of engine noise and vibration and tire rumble to reach the cabin, as if that’s the trade-off for Altima’s athletic road manners. Some wind whistle also is evident at highway speeds. Cabin materials have improved over the years, though some plastic pieces that feel thin and flimsy can still be found among Altima’s nicely padded surfaces and richly grained panels.

* The sedan has good trunk volume, but huge trunk-lid hinges intrude on the useful space. The sedan’s trunk is adequate for a couple’s weekend, and its strut-type lid hinges keep the available space safe from invasion.

2010 NISSAN ALTIMA FUEL ECONOMY

* Convention holds that an automatic-transmission version of a car will consume more fuel than its manual-gear box counterpart. Altimas with the CVT skirt that convention with gas mileage not much different from that of manual-transmission models.

* Altimas with the 2.5-liter four-cylinder are rated at 23 mpg city/32 highway with the six-speed manual transmission and 23/31 with the CVT. V-6 Altimas are rated at 19 mpg city/27 highway with manual transmission and 19/26 with the CVT. Among midsize rivals with V-6 engines, the Altima 3.5 SE and SL are the only cars for which the manufacturer recommends premium-grade gas over less-expensive regular-octane.

* The Nissan Altima Hybrid is at its most-efficient in around-town driving, as reflected in ratings of 35 mpg city/33 highway. The higher city figures come from the hybrid’s ability to maximize fuel economy by driving on electric power alone at low speeds and by automatically turning the engine off and on at stoplights.

2010 NISSAN ALTIMA SAFETY AND RELIABILITY

* Government crash-test ratings award a maximum five stars for occupant protection in frontal and side collisions (www.safecar.gov). The Nissan Altima sedan scores the highest possible marks in government crash tests, earning five stars for driver and passenger protection in both frontal and side impacts.

* The Nissan Altima coupe earns four of five stars for driver and passenger protection in frontal impacts, but the maximum five stars for driver and passenger protection side collisions.

* In reliability, the Nissan brand ranks about average in customer surveys of initial vehicle quality conducted by J.D. Power and Associates, the leading automotive consumer survey firm. Among rival brands that include Honda, Mazda Ford, and Hyundai, only Toyota rates above average in initial vehicle quality in the J.D. Power surveys. For dependability, Nissan as a brand was rated slightly below average.

* Altima owners are happiest with the quality of their car’s powertrain and accessories, rating them above average in J.D. Power surveys. They rate the Altima about average for overall quality.  In J.D. Power studies that measure problems experienced by original owners of three-year-old vehicles, Altima rated average for dependability overall, falling below average only in powertrain dependability.

2010 NISSAN ALTIMA RELEASE DATE

* The 2010 Nissan Altima should be in showrooms in autumn 2009.

WHAT’S NEXT FOR THE NISSAN ALTIMA

* The Altima Hybrid is a fine example of the breed, but with its gas-electric-propulsion system adapted from a Toyota design, it isn’t a Nissan original. Nissan is developing a homegrown hybrid, but reportedly will introduce it as a version of a rear-wheel-drive car from its upscale Infiniti division, probably during 2010. That leaves Altima’s alternative-power future unsettled, though little change is expected until the next generation debuts as a 2012 or 2013 model.

* That redesign won’t alter Altima’s basic size or its mission as the moderately priced midsize car with some spring in its step. Nissan’s 2009 makeover of its Maxima aimed to recapture the image of a dashing, luxury-performance sedan. That strategy reinforces Altima’s role as the Nissan that must appeal to both family-car buyers and driving enthusiasts. It’s the sort of double duty Altima has handled quite well of late, and the next generation will need to further refine that balance between aggressive styling, fun performance, and friendly functionality.

2010 NISSAN ALTIMA COMPETITION

* 2010 Honda Accord: No car balances road manners, room, refinement, and value better than the Honda Accord sedan. Styling? It’s not for everyone, though the Accord coupe is a looker (albeit, with the usual two-door-car compromises). Accord has front-wheel drive and four- and six-cylinder engines. Four-cylinder sedans are priced from about $21,500 and are rated 21/30 mpg with automatic transmission. Accord V-6 sedans start around $27,200 and rate 22/32. Coupes are priced slightly higher. Accord’s next full redesign is slated for model-year 2012 or 2013.

* 2010 Toyota Camry: Tops among mainstream midsize cars for insulating occupants from wind, road, and mechanical ruckus. The trade-off is drowsy handling and sleepy steering. Camry comes only as a front-wheel-drive sedan. Four-cylinder and V-6 engines and a gas-electric hybrid are power sources. Accord is Camry’s only peer for reliability ratings and resale value. Base price range is $19,900-$29,500. Fuel economy is 21/31 with the four-cylinder, 19/28 with the V-6, and 33/34 with the Hybrid. Camry’s next full redesign is expected for the 2012 model year.

* 2010 Chevrolet Malibu: along with the freshened 2010 Ford Fusion, Malibu represents the best domestic-brand alternative to the top imports in this class. The Chevy is roomy, handsome, and quiet. But it isn’t as nicely engineered as the Accord, as refined as the Camry, or as sporty as the Altima. This front-wheel-drive sedan offers four- and six-cylinder gas engines and a gas-electric hybrid. Base price range is $22,300-$27,600. Rated mileage is 22/33 with the gas four-cylinder, 17/26 with the V-6, and 26/34 for the Hybrid. Today’s Chevrolet Malibu won’t be redesigned before model-year 2013.