Used 2024 Nissan Sentra

This might be the sort of car we’d expect to see around college towns or in the parking lots of office blocks. It’s a commuter special, performing everyday duties at a reasonable cost. This generation debuted for the 2020 model year, so a minor revamp for 2024 comes right on time.

Not that Nissan has dedicated a whole lot of resources to updating its compact contender. A design tweak here, an upgraded transmission there, plus a few other bits and pieces. In other words, not quite enough to raise the Sentra up from its standing as a minor character in the incredible success stories of the Honda Civic and Toyota Corolla.

We’ve spent hundreds of hours driving and evaluating the current collection of compact cars, including the Nissan Sentra. The test model seen here is a 2024 Sentra SR with the Premium package, Electric Blue Metallic two-tone paint, and a sticker price of $27,825. 

Revised styling at the front end accompanies new alloy wheel designs. The top SR trim also gains design tweaks at the rear, plus heated front seats and contrasting stitching in the cabin. The engine receives a fuel-saving stop/restart feature and connects to an upgraded automatic transmission. The optional Premium package for the SV now includes a 360-degree camera system, turn signal flashers in the side mirrors, and an 8-speaker Bose audio setup.

The Kia Forte and Hyundai Elantra start in the same financial ballpark as the Sentra, with the Toyota Corolla not far above. The new-for-2024 Subaru Impreza (available solely as a hatchback but with all-wheel drive as standard) comes in at $23K. The Honda Civic (all-new last year) and Mazda3 begin closer to $24K — that old you-get-what-you-pay-for rule applies to the compact car class as much as anywhere else, though.

Before buying a new Sentra, check the Kelley Blue Book Fair Purchase Price to know what you should be paying. The Sentra’s resale values are about average for the segment.

Every Sentra employs a 149-horsepower 4-cylinder engine, one of the weaker units in this compact car class. Nissan doesn’t quote any acceleration times, but we know that going from standstill to 60 mph is not exactly a sprint — more of a trot. The company has upgraded the automatic transmission this year, with a view to improving fuel efficiency as opposed to enhancing any kind of fun.

There are, however, a couple of standard features that we think contribute to the Sentra’s mostly enjoyable driving experience. Active Ride Control compensates for washboard road surfaces and the up/down pitching they can create. It does this with subtle braking and power attenuation.

Intelligent Trace Control helps the Sentra hold its cornering line with efficiency and stability by slowing an inside wheel if necessary. Let’s also give a special mention to the Sentra’s multi-link rear suspension, a more sophisticated setup than the cheaper torsion beam alternative found in the Hyundai Elantra and Kia Forte.

In an ideal world, even the base S version of the Sentra would have disc brakes at the rear instead of drums. This adds ammunition to our argument that the SV is a better choice, where discs are fitted at each corner. At least the S has blind-spot monitoring as standard, so those wide rear pillars become less of an issue.

Fuel Economy

The new transmission and engine stop/restart feature should improve the Sentra’s fuel economy a little. As an indication, though, last year’s figures were 33 combined mpg (29 city, 39 highway) for the S and SV. The SR managed 32 combined mpg (28 city, 37 highway). That’s pretty much a mid-pack showing. The Honda Civic can run to 35 combined mpg, while the Hyundai Elantra is rated to achieve up to 37 combined mpg.

Learn more about the Sentra’s fuel economy at the EPA website.

We’ve found the Sentra’s cabin agreeable and user-friendly, with decent materials and build quality. Upholstery ranges from cloth to nicer cloth to simulated leather upholstery to tan-colored/diamond-stitched real stuff — which is optional in the SV. The only interior change this year is the inclusion of reddish-orange contrasting stitching in the SR.

The bottom of the steering wheel flattens out a bit, making it easier for drivers to slide their knees under. It’s leather-wrapped in the SV and SR. When it’s the one thing drivers have to hold for every mile, this is much better than the S model’s plastic one.

Rear legroom measures 34.7 inches. That compares well with the Toyota Corolla, but the Honda Civic and Hyundai Elantra both have more, if that matters. Trunk space is 14.3 cubic feet — perfectly adequate for this class, and the rear seats split and fold in 60/40 fashion for added versatility. We also like the trunk’s wide aperture.

This year brings some styling tweaks. The front end gains a new grille and headlights, while the air vents are pushed outward. New alloy wheel designs are also offered. The sportier (in character, though not in performance) SR gets its own treatment, including a dark chrome grille surround and revised taillights. This is also the only trim to offer 2-tone paintwork, matching a black roof with white, orange, blue, or gray body colors.

Personal taste is going to swing things one way or another, naturally, but we’d argue that the Sentra has a lot going for it in the visuals department. One thing that might be an issue, though, is that the Sentra comes solely as a sedan, whereas the Corolla, Civic, and Mazda3 all offer more flexible hatchback variants. Then again, those alternatives are pricier.

Front seats
Nissan calls them Zero Gravity seats. We’d call them road-trip comfortable, and among the best we’ve found in any compact sedan. Even better, they’re standard across the Sentra range. To balance things out, the rear seats are comfy as well.

Infotainment system
Easy to use and comes with Apple CarPlay/Android Auto smartphone integration. The S has a 7-inch touchscreen, the two higher trims gain an 8-inch counterpart, plus another couple of speakers (adding up to six), an extra USB-C port, and satellite radio.

Advanced Drive Assist Display
This is a 7-inch information display that goes between the speedometer and rev counter. It’s standard in the SV and SR, adding a little more tech to their cabins.

Adaptive cruise control
Another reason to pass on the base S and check out the SV or SR, where adaptive cruise control is standard.

Nissan Safety Shield 360
This standard set of driver assistance features includes forward collision warning with automatic emergency braking and pedestrian detection, lane-departure warning, blind-spot monitoring with rear cross-traffic alert, and — unusual for the class — rear automatic braking.

SV Premium package
Worth investigating, we think. This options bundle brings 17-inch alloy wheels, diamond-stitched leather seating surfaces, 6-way power-adjustable driver’s seat, leather-wrapped shift knob, and a powered moonroof.

Regardless of trim, the engine in every Sentra is a 2.0-liter 4-cylinder unit making 149 horsepower and 146 lb-ft of torque. This energy goes through an automatic transmission — upgraded for 2024 — to drive just the front wheels. The aim of the transmission upgrade is the same as the also-new engine stop/restart function — to improve efficiency.

3-Year/36,000-Mile Warranty

Nissan’s new-vehicle warranty lasts three years or 36,000 miles, whichever happens first. The powertrain is covered for five years or 60,000 miles. This is all typical among mainstream manufacturers.

Safety Ratings

This generation of Sentra earned a maximum 5-Star overall score from the National Highway Traffic Safety Administration (NHTSA) with a strong showing in side impact protection. Ratings from the Insurance Institute for Highway Safety (IIHS) are patchier, taking the top score of Good in most main crash-test categories, but receiving a Poor for the updated moderate front overlap impact test and an Acceptable for the updated side impact test.