The best thing you can really say about the Nissan Sentra is that it’s good value. As these compact sedans get more grown up and feature-laden, the Sentra is a decent amount of car for the $20,000 range.

But most buyers will be tempted to add a little to their monthly payment and get one of the more accomplished cars in this class, ones that are more powerful and more refined than even the facelifted and quieted 2016 Sentra. Nissan has finally addressed the power situation with the 2017 Nissan Sentra SR Turbo.

Nissan invited me earlier this week to state of Georgia to take a look at the 2017 Rogue - but before that review comes along, I can tell you what the also-new Sentra SR Turbo was like after a quick drive.



Sleepy sleeper

Not that you’d ever pick it out from a police lineup against other Sentra SRs. When I first saw the Turbo, I immediately dismissed it as the same Sentra I drove earlier this year until someone I was walking around with read the badges on the back.

Those of us hoping Nissan would go full NISMO on the Sentra are sorely disappointed. But in reality, the modest changes to the car would’ve likely been oversold by any outlandish additions to the exterior.

Changes are even less noticeable inside. Apart from different fabric, it was like jumping back several months ago to roughly the same Sentra I drove – and a lot of people who’ve been in a recent Sentra would likely agree.

It’s serviceable for less than $20,000, but off its game compared to what you’d find at a Honda, Hyundai or even Chevrolet dealership today.



Quick car goes quick

By lowering expectations, the SR Turbo won't disappoint those who got over the fact it doesn't say "SE-R" or "NISMO" anywhere. The car may be primarily an engine and transmission change, but this Sentra feels usefully more alert than the other models.

A six-speed manual is offered and the Sentra product guy I spoke to in Georgia says initial orders indicate dealers are actually going to stock them. The CVT is a no-cost option, however. Not that the manual is a particularly nice thing to use, but the ability to select your own gears allows you to wring out the little 1.6-liter turbo from the Juke and soon it becomes entertaining to constantly take the revs north of 4500. At 188 horsepower, it’s not in the league of hot hatches, but it does sit neatly between the Honda Civic EX-T and Volkswagen Jetta GLI – the SR Turbo’s main identified rivals.

But the rest of the SR Turbo feels Sentra-esque, for better or for worse. Changes in the transition were limited to slightly larger front brakes and bolting in a thicker cowl and not much else. Fine, for the money anyway.



The price is right

At less than $23,000, the SR Turbo seems right on the money for someone who needs a compact sedan but wants better-than-average performance. Manual and CVT versions are the same price and the only option is a big package combining leather seats and driver assistance tech.

Nissan has also improved the breed, as all 2017 Sentras that go on sale next month get the SR Turbo’s thicker side windows to keep out more noise and the interior storage situation benefits from a larger center console.

By not adding a certain vowel in the middle of the S and R other lauded Sentras used to have, the Sentra SR Turbo comes off as a perfectly likable car that has no intention of showing off in front of the performance compacts – and is happy that way. And if all you want is a compact sedan with added sparkle, it could be worth a look.

Lack of true sportiness

Let's get something straight off the bat: If you were hoping for a modern-day successor to the legendary Sentra SE-R, the new Sentra SR Turbo isn't the car you've been waiting for. Yeah, there's more power here, and Nissan tweaked the suspension, but the result is essentially a quicker SR, not the NISMO makeover we know is coming.

We'll start with the good – this engine is lovely. Plucking the 1.6-liter, turbocharged four-cylinder from the Juke crossover was an inspired move, blessing the SR Turbo with 188 horsepower and 177 pound-feet of torque, 58 hp and 49 lb-ft more than the standard SR's 1.8-liter naturally aspirated four-cylinder.

While those numbers are a big improvement, the Juke's 1.6-liter has always been more fun than its specs indicate; that's true in this Sentra, too. The free-revving engine makes all the right noises while producing healthy low- and mid-range torque – peak twist is available from 1,600 to 5,200 rpm. This is the first truly zippy Sentra since the old SR20DE-equipped SE-Rs of the 1990s. But again, it's not perfect.

Yes, once you get going the SR Turbo has performance-car speed, but the gas pedal doesn't respond like something with this kind of power. In default mode, the throttle response is too sluggish to really suit the engine's verve. The Eco setting is, predictably, even worse. Instead, we recommend Sport Mode, which can be switched on via button below and to the left of the steering wheel, next to the one for Eco. Selecting Sport immediately makes the throttle more responsive and enjoyable; Nissan ought to offer this tune as the SR Turbo's new default, but we suspect the tamer throttle map is needed to keep the EPA fuel economy ratings under control. The more sensitive pedal better suits the revvy nature of the 1.6-liter engine and makes managing the six-speed manual transmission easier.



The standard manual is one SR Turbo item that isn't in line with typical performance compacts. The clutch pedal's spring action isn't stiff enough, and combined with the sluggish throttle, it makes getting going in first gear tricky. In addition, the shifter's overlong throws and rubbery, vague gates just aren't precise and, consequently, aren't much fun.

The transmission is a frustrating counter to an engine that's so willing. There is an alternative – Nissan is selling its turbocharged car with an XTronic CVT, but our brief drive didn't afford us time with the two-pedal Sentra. While we imagine the CVT provides a smoother experience, the manual is at least engaging.

Along with swapping in the new engine, Nissan stiffened the front springs by ten percent, and the dampers are stiffer by 23 percent in front and 50 percent in back. It's an improvement on paper, but from behind the wheel, the suspension changes seem to accommodate the engine's added weight without improving handling ability.

The tall, narrow Sentra body still rolls considerably in cornering. Add in with the numb, light steering, and the Sentra is never sharp enough to entertain in the bends. This lack of agility and handling immediacy hurts the overall SR Turbo package most – if Nissan had simply opted for a more sporting handling character, with maybe a lower ride height and larger anti-roll bars, this would be a fun, affordable performance package rather than just a faster Sentra.



On the flipside, that lack of suspension fettling means the Sentra remains comfortable. Even with the uprated dampers, the ride is smooth compared to other compact sedans. Even the wheel-and-tire combo – 17-inchers with 50-series rubber – shows an emphasis on comfort over outright performance. The SR Turbo manages both potholes and broader sections of uneven pavement without drama, and it's quiet to boot, muting impact noises better than competitors with bigger wheels and less sidewall.

While the unassuming wheels pay dividends in ride comfort, they do little for the Sentra SR Turbo's aesthetic. The fascia, side sills, tail, and, yes, the wheels, are identical to those on the non-turbo Sentra SR. If that car didn't exist, this exterior look wouldn't trip us up, but making a big powertrain change without similar upgrades to the exterior – even something as simple as a unique set of wheels for the SR Turbo – feels like a missed opportunity. Instead, the addition of a "Turbo" badge on the rear deck is the only change.

Nissan took a similarly limited approach in this Sentra's cabin, carrying everything over from the standard SR. There's nothing inherently wrong here – it's a solidly mid-segment interior in terms of quality, layout and design – performance car or not – but as with the exterior, there are no unique touches to set it off. The SR Turbo uses the same steering wheel, seats, and shifter as the standard model.



Regardless of transmission, the Sentra SR Turbo starts at $22,825, or $2,000 more than the naturally aspirated Sentra SR. Nissan hasn't confirmed the price for the sole option group, the SR Turbo Premium Package, but as it mirrors the content of the normal SR Premium Package – power moonroof, six-way power leather seats, NissanConnect with navigation, an eight-speaker Bose stereo, blind-spot monitoring, and rear cross-traffic alert – we expect the $2,590 price to carry over. That would bring the sticker of a loaded car like the one we tested to $25,415.

That's more affordable than a loaded, manual-transmission Kia Forte5 SX with the Premium Pack, a car with similar performance and a price of $26,335. The bigger concern is that both cars edge dangerously close to proper hot-hatchback pricing. TheFord Focus ST starts at $25,300, while the Volkswagen GTI is available for $26,415, and the Subaru WRX is $27,515. It's worth noting that none of those prices include all the equipment available on the Sentra SR Turbo – in some cases, you're paying extra for things like heated leather seats, navigation, and an upgraded stereo.

In both price and performance, the Turbo is stuck somewhere between standard econocar and performance compact, in part because it has to leave room for another car at the top of the lineup. While Nissan hasn't confirmed that the Sentra NISMO will be a thing, we have evidence in the form of spy shots and the smirking "no comment" responses we got when asking about what comes after the SR Turbo. The Sentra SR Turbo is an improvement over the SR for sure, essentially a nicely equipped economy car with more power. So while it's not a NISMO, it shows that the Sentra lineup is moving in the right direction to satisfy SE-R fanatics. All it needs now is the suspension, tires, and looks to go with it.