Nissan Altima 2013 Review

OVERVIEW

It's also had a strong awareness campaign in the lead up to its national launch, thanks to its participation in the V8Supercar championship in 2013 -- the Nissan even won a race in its debut year.

Nissan says fleet buyers and user-choosers who will make up the lion's share of Altima customers -- 60 per cent -- who will almost certainly opt for the entry-level sub-$30K Altima ST model (roughly 80 per cent of Camry buyers are fleets). But whatever lies in store in the Altima's future, the fact of the matter is this: it's a good car to drive, is comfortable, relatively cost-effective, and with lots of tech toys and luxury available at the top of the range.

PRICE AND EQUIPMENT

Nissan reckons only one in 10 per cent of buyers will opt for the range-topping Ti-S model, the only V6-powered Altima, with the majority of fleet buyers expected to pick the entry-grade Altima ST (from $29,990 plus on-road costs).

At that price only the Volkswagen Jetta (from $26,490 plus ORCs), Holden Malibu (from $28,490 plus ORCs) and Suzuki Kizashi (from $28,990 plus ORCs) undercut it. But where the Altima hopes to stand tall is in standard equipment.

The base level Altima ST gets a six-speaker stereo with USB and iPod connectivity, 5.0-inch colour display, Bluetooth phone connectivity, push-button engine ignition, intelligent keyless entry and steering wheel buttons for audio and cruise controls, plus dual-zone climate control with rear-seat air vents.

Light-sensing automatic halogen headlights, electric folding mirrors, 16-inch alloy wheels, 60:40 split-folding rear seats with ISOFIX child restraint anchorages and top-tethers are also standard.

All models get a foot-operated parking brake.

Step up to the Altima ST-L model (or higher) and things gets a lot better. The ST-L adds leather accented seats, a thumping nine-speaker BOSE audio system, reversing camera, front and rear parking sensors, front fog lights, and satellite navigation.

There are more tech toys on the ST-L model (from $35,890 plus ORCs), including Bluetooth audio streaming and the new NissanConnect infotainment system -- which can beam iOS and Android apps such as Google search and Pandora through the larger 7.0-inch colour touch screen. Power-adjustable front seats are also offered, as well as bigger 17-inch alloy wheels.

Top shelf Ti and Ti-S models get 18-inch alloy wheels, xenon headlights, auto-tilting door mirrors (when in reverse), an anti-dazzle interior mirror, electric rear-window sunshade and Around View Monitor to make parking easier by providing a bird's-eye view of the car's surroundings.

Both the Altima Ti and Ti-S grades also get blind spot and lane departure warning systems and moving object detection as part of Nissan’s Intelligent Technology Suite (ITS).

2013 Nissan Altima pricing:
Altima ST $29,990
Altima ST-L $35,890
Altima Ti $40,190
Altima Ti-S $45,390

MECHANICAL

The more affordable 2.5-litre four-cylinder is fitted to ST, ST-L and Ti models and generates 127kW at 6000rpm and 230Nm at 4000rpm. This engine has more than enough mumbo to shift the car's 1435kg mass, and though it does get slightly raspy at the top of the rev range, there's enough mid-range shove to ensure you won't have to stretch it too often.

Combined cycle fuel consumption is rated at 7.5L/100km, besting the Toyota Camry's 7.8. CO2 emissions are listed at 174g/km.

The V6 engine is from Nissan's potent VQ35 family, a 3.5-litre donk that pumps out 183kW at 6400rpm and 312Nm at 4400rpm. While that not might sound like much, it motivates the Ti-S grade's 1536kg mass with impressive resolve, and delivers its power effectively via the CVT.

The CVT is also one of the best, if not the best, of its type. Rev flare isn't as frequent as in some models, response is very good and it's especially suited to low speed duties, such as in heavy traffic, offering smooth, seamless motivation.

Only one-in-10 buyers are expected to opt for the V6, but those who do will be glad they did -- it's a pearler. It also comes with paddle shifters.

Both engines are tuned to use regular 91 RON unleaded petrol, and all models are equipped with speed-sensitive electric power steering.

Disc brakes are fitted all-round to ensure adequate stopping power while the suspension is independent all-round: struts at the front and a multi-link setup at the rear.

But it’s ride quality is where the chassis shines. The Altima is a comfortable, quiet cruiser and although handling is not the car's forte, with noticeable body roll in tighter corners, it steers and grips adequately and will be more than acceptable for most driver's needs.

PACKAGING
>> Quality cabin
Like the new Honda Accord, the Nissan Altima shows just how far Thai-manufactured cars have come. Stepping inside the cabin, it's got a solid, premium feel, with tight shut lines, good quality plastics -- soft touch where they need to be -- and loads of room, especially for rear seat passengers.

The instrument panel is clear and concise and the recessed digital display wedged between the speedometer and rev meter looks great, detailing sat nav directions and several trip computer functions in high resolution.

Measuring 4885mm long, the Alimta mid-sized car is 70mm longer than the Toyota Camry but rides on an identical 2775mm wheelbase. Despite the extra length, the Altima has less boot space than the Camry's 515 litres at 488.

Every Altima comes with what Nissan calls Zero Gravity front bucket seats, developed with input from NASA. The aerospace-inspired pews are indeed very comfortable and are claimed to increase blood flow and reduce fatigue on longer drives thanks to a neutral posture delivered via the somewhat firm cushions. The overall seating position is also very good, especially for shorter drivers.

Incidental storage is well taken care of, with front and rear cup and bottle holders, a leather-accented front armrest with storage bin, sunglasses holder and several cubbies that will fit a mobile phone or small wallet.

SAFETY

COMPETITORS
>> Non-premium mid-sized cars
Nissan says its two main rivals in the medium car segment are the Honda Accord and yhe Toyota Camry, with cars like the Mazda Mazda6 and Ford Mondeo considered premium offerings less likely to find favour with fleets.

Priced from $500 below the Camry and $350 less than the Accord, the Nissan should make inroads in fleet sales -- Camry's heartland.

A three-year/100,000km warranty is the norm, but a six-year/120,000km capped-price servicing structure will add appeal.

In the US, the Nissan Altima and Toyota Camry have been vying for the honour of America's best-selling car all year with the Altima now trailing the top-selling Camry. Nissan Australia says it is hoping to mimic that popularity here.

ON THE ROAD
>> Hard to fault
Despite being the only vehicle in the medium car segment to be competing in the V8Supercar championship, the Nissan Altima's on-road attitude is one of relaxed comfort.

The 2.5-litre four-cylinder models are certainly not slow, the new CVT making the most of the 230Nm of shunt on offer while the V6 models honk along very swiftly and have a luscious growl. But what’s quickly obvious is that the Altima is more concerned with ride comfort than corner-slaying abilities.

We did get to drive the Altima very enthusiastically through some twisty, hilly roads in Gippsland, Victoria, and both models were easy to drive quickly. The CVT did a good job of keeping the engines on the boil without making them sound or feel too thrashy at high revs.

The easy going Nissans grip well, corner neatly and have a safe, predictable feel when turning. This is helped significantly by Nissan’s new active understeer control (AUC), part of the electronic stability control system. This neat little electronic doodad brakes the inside wheels to tighten the car's trajectory mid-corner, almost eliminating understeer altogether. It’s a wonder more front-wheel drive cars don’t have this feature.

That said, body roll does make its presence felt under rapid changes in direction and on tighter corners, but these cars are not meant to be corner carvers, and the fact of the matter is that the Altima feels more composed than regular Toyota Camry models in most situations.

Around town and on the freeway is where the Nissan Altima does its best work, and is a quiet, low-revving operator for the most part. The steering is light with little feedback but in heavy traffic it performs well. It feels smaller than its length would indicate and is an exceedingly easy car to drive. It certainly doesn't feel as big as a Falcon or Commodore.

It's not the most engaging road car you'll ever drive but the Nissan Altima is relatively frugal, spacious, comfortable and well equipped. It delivers a subtle sense of luxury and quality too, and has enough tech to keep it current for the foreseeable future.

While fleets will probably take a good long look at it, family and private buyers will find a lot to like here too.

Nissan hasn't pushed the envelope with the Altima, but it's delivered a strong alternative to the mid-sized segment leader.