2003 Nissan Sentra SE R Spec V

It's amazing what changing a few gear teeth will do. The Spec V, in its original form, was a tire-shredding machine. First gear was so short, and torque output so high (180 lb-ft at the crank, says Nissan, 154 lb-ft at the wheels say us) that launching from a standstill inevitably unleashed a cacophony of equal parts tire squeal and rev limiter. Second gear was dispatched almost as quickly, but the gap to third was huge. Accelerating with this gear spacing was more awkward than a quantum physicist taking tango lessons.

For 2003, the Spec V got new gear ratios, with taller first and second gears and a shorter third. What a difference. The same clutch, shifter and throttle motions that once created the tortured sounds of driver's ed. suddenly form a reasonable facsimile of a shifter kart accelerating out of a corner. The effect on measured acceleration is minimal (still 15.5 seconds in the quarter, 7.5 seconds to 60 mph) but the effect on driver enjoyment is substantial.

The change in gearing was also accompanied with a change in suspension tuning. We're not really sure what was changed, but somehow the hot-rod Sentra's clumsy-but-fast handling has been transformed into something not so clumsy and significantly faster. Slalom speeds jumped from 67.5 to 68.3 mph and skidpad grip jumped from .84g to a positively impressive .89g. And now for 2004, you can order up Brembo brakes on 12-inch rotors matched to 10.9-inch rear brakes cribbed from the last generation Maxima. Our test car, however, did not wear this option.

Nissan once had a well-earned reputation for introducing brilliant performance cars and then spending the ensuing years soiling their performance with ill-advised softening and de-tuning. Though its chassis dates from the beleaguered Nissan of old, the constant improvement of the Spec V is a sure sign of a whole new Nissan. Change is good.

Well, usually.

Despite its third facelift, which includes a rather nice-looking set of six-spoke alloys and a rather homely split grille, the Sentra's awkward shape still fails to ignite much passion.

But we easily forgive such things if it means we can afford a fast car, and the Spec V is eminently affordable. Call it frumpy or call it a sleeper, either way the Spec V is a cheap ticket to the world of fast.