2026 Nissan Sentra SR First Test: Bigger Screens, Same Story

Pros:

-Smooth transmission
-Updated tech with big screens
-Nice price

Cons:

-Same bones
-Fuel economy moving backward
-Cabin is (still) loud

The redesigned 2026 Nissan Sentra marks the arrival of the compact sedan’s ninth generation, bringing sharper styling, an updated cabin, and expanded tech. It looks and feels more substantial and upscale inside and out—but don’t mistake that polish for a wholesale reinvention.

Beneath the fresh sheetmetal, the Sentra’s fundamentals remain largely unchanged, with carryover hardware that receives only incremental tuning tweaks. There’s also added sound deadening and a slight bump in rigidity aimed at improving ride comfort and cabin isolation. That reality tempers expectations for any real dynamic gains, especially those waxing nostalgic for the SE-R and Spec V glory days, and its added heft doesn’t help the cause.

So, the big questions remain: How much do the Sentra’s markedly improved cabin and technology enhancements elevate its overall experience, and do those upgrades make it competitive against top segment competitors such as the Hyundai Elantra? We put a 2026 Sentra SR to the test to find out.

Slightly Heavier, Slightly Quicker

The Sentra SR’s familiar 2.0-liter naturally aspirated MR20DD four-cylinder carries over, still producing 149 horsepower and 146 lb-ft of torque. Acceleration is hardly brisk, but it’s adequate for everyday driving. In our testing, both the 0–60-mph sprint (8.3 seconds) and quarter-mile times (16.5 seconds at 85.7 mph) were slightly quicker than the last time we tested this trim, despite the new model weighing about 50 pounds more than its predecessor.

Those results keep the Sentra in line with most rivals powered by similar non-turbo 2.0-liter engines. The Hyundai Elantra is marginally slower to 60 mph, while the Honda Civic trails significantly at 9.6 seconds. The Toyota Corolla is the quickest of the group at 8.1 seconds to 60 mph, though even that isn’t especially fast. It’s par for the course in this segment, where meaningful straight-line punch typically requires a hybrid or performance-oriented powertrain (things the Sentra lineup currently doesn’t offer).

In Sport mode, the Sentra SR’s throttle, steering, and brake responses sharpen some, and the CVT mimics holding gears and downshifts. Regardless of mode, off-the-line launches are uneventful, and freeway passing follows the same theme, with more engine noise than forward thrust. Still, the retuned Xtronic CVT is an improvement, feeling smoother and less intrusive than before, with reduced harshness under acceleration.

Joy in the Quietude?

The dynamic numbers tell a familiar story when comparing the previous Sentra SR with the 2026 model. Lateral acceleration and figure-eight results are largely unchanged. The new car isn’t quite as planted on the skidpad and is a touch slower through our figure-eight handling test. Overall, the results are comparable to the Elantra and adequate for the segment.

Steering is light but reasonably accurate, even as noticeable body roll creeps in during harder driving. The brake system stands out, with a progressive pedal and easy modulation that inspires confidence. Stops were straight and stable; the shortest 60–0-mph stop of 119 feet came on the first attempt, with subsequent runs matching the outgoing Sentra’s distances. The Elantra has the edge here, needing just 116 feet to stop.

While Nissan says the chassis is 6 percent stiffer, that improvement wasn’t obvious on the test track, and it didn’t translate into a materially quieter cabin. Tire and road noise were clearly audible, even at lower speeds, detracting somewhat from overall refinement.

ProPilot Is My Copilot

ProPilot Assist is one of the more meaningful upgrades for the 2026 Sentra, especially in this entry-level segment. Optional on the Sentra SR and standard on the range-topping SL, the hands-on system pairs Nissan’s intelligent cruise control with a steering assist system to manage speed, following distance, and lane centering on the highway, including in stop-and-go traffic.

New for 2026, blind-spot intervention comes standard across the lineup, as does adaptive cruise control. Over dozens of miles behind the wheel, the driver assist systems operated smoothly and consistently without any hiccups.

Tech-Forward Cabin

While the overall integration into the dash could be more cohesive, the displays themselves are impressive, with crisp graphics and quick response times. Nissan also avoids a Hyundai misstep by keeping key information out of the steering wheel’s natural hand placement, so nothing gets blocked while driving (helped by the use of two separate screens rather than one continuous panel).

Those displays also get a major step up in size for Nissan. The standard 12.3-inch touchscreen is 4.3 inches larger than the Sentra’s previous upgraded unit, and the available 12.3-inch digital gauge cluster grows 5.3 inches over the outgoing model’s optional display. In fact, the Sentra’s screens now outsize comparable upgrades in rivals like the Elantra, Civic, and Corolla.

Wired Apple CarPlay and Android Auto are gone on all but the base S model, replaced for 2026 by standard wireless phone mirroring. A newly available wireless charging pad joins the tech upgrade, along with three USB-C ports and a capacitive-touch climate control panel on higher trims (like our SR). While the touch-sensitive controls require a firm press to register, the revised dash and center console layout is clearly labeled and mostly intuitive to use.

Who Is the 2026 Sentra SR For?

In the end, the 2026 Sentra SR makes the most sense for shoppers simply looking for affordable, modern transportation. It isn’t the quietest or most refined compact sedan, but the retuned CVT helps keep noise in check, and the slight dip in fuel efficiency compared with the outgoing model shouldn’t be a deal-breaker.

What the Sentra SR does well is deliver a genuinely pleasant cabin, comfortable ride, and a long list of contemporary technologies. The screens are larger than competitive models, the trunk is respectably sized, and its pricing remains one of the Sentra’s strongest assets—especially now that it represents Nissan’s most affordable vehicle.

That value equation depends on restraint, though. Our SR tester’s $5,700 in options pushed it somewhat beyond bargain territory, but skipping extras like the moonroof, larger 18-inch wheels, ambient lighting, and two-tone paint keeps the price to a more reasonable $29,485. What we wouldn’t skip is the SR’s $2,300 Premium package, which adds a host of useful and upscale features, including the aforementioned ProPilot Assist, an around-view monitor with moving object detection, an upgraded Bose audio system, and more. Staying under $30,000 helps, yet rival hybrid-powered models from Hyundai and Toyota now start around that mark, adding pressure for better efficiency.

Nissan is clearly working to keep the Sentra competitive, but in a dwindling segment that’s increasingly defined by electrification and efficiency, bigger screens and a smoother transmission may not be enough to secure long-term success.