A new Altima Hybrid is set to debut for the 2014 model year, but, until then, the most efficient powertrain is a 182-hp, 2.5-liter 4-cylinder mated to a revised continuously variable transmission (CVT) and offering an EPA-estimated 38 mpg on the highway. That beats comparable versions of the Ford Fusion, Toyota Camry and Honda Accord.
My 2013 Nissan Altima 3.5 SV model was equipped with an available 3.5-liter V6, delivering 270 hp, 251 lb-ft of torque and EPA ratings of 22 mpg city/31 highway/25 combined. Those specs are on par with the competition’s. (Buyers whose primary concern is fuel efficiency should note that, at the time of this writing, the Honda Accord Plug-In Hybrid, Ford Fusion Hybrid and Toyota Camry Hybrid are already on sale, each offering combined ratings of 41 mpg or better.)
After a week and lots of miles behind the wheel, my inner enthusiast and roadtripper considered the V6-powered Altima to be their new best friend. With a good bit of highway cruising and a fair amount of spirited city driving, I averaged 24.2 mpg. No, that doesn’t rival non-turbo 4-cylinders, yet considering 270 hp coupled with my liberal application of the gas pedal, there isn’t much room for complaint. To the contrary, the abundant output makes the Altima feel like an unassuming sport sedan, one that’s perfectly docile and low-key when tackling the daily point-A-to-B grind, but drop the hammer and the car will literally and gently push you into your seat, without introducing unwelcome torque steer. The accompanying engine noise is noticeable, though not raucous or bothersome.
Interestingly, Nissan has found a way to provide that driving experience while employing a CVT. Unlike others on the market, this unit performs very similarly to a traditional automatic by using simulated shift points to manage the engine’s power delivery. The typical high-revving, rubber-band-like action that makes some CVTs just plain annoying is dialed down significantly in the 2013 Altima. With a clear road ahead and my unrelenting right foot, the CVT held revs at about 7,000, and the car continued to accelerate smoothly. As I discovered when merging into fast-moving highway traffic, this ability to quickly produce ample power is very comforting. For drivers who want to crank the performance factor up another notch or two, the CVT features steering-wheel-mounted paddle shifters and a Sport mode that keeps revs up longer.
Serving as a suitable complement to the 2013 Nissan Altima sedan’s powertrain is an equally impressive chassis. To get a feel for the car’s underpinnings, I found some twisty and seldom-traveled back roads that were obviously not among the Highway Department’s top priorities. It didn’t take long to realize that, rather than suffering the effects of potholes and rough pavement on its own, the firm suspension was intent on sharing that experience with me. The resulting stiff ride will likely alienate buyers who put comfort above all else; others, like myself, will decide such sacrifice is well worth the level of handling offered in return. Electrohydraulic steering, a new introduction for 2013, was somewhat numb on-center and too lightly weighted at times, but body roll was negligible, and the electronic stability and traction control nannies granted a good bit of latitude. In fact, I couldn’t help but smile when pitching the Altima into a corner, where I could lift off the throttle, let the car roll through the center, and then jump back on the gas for a quick and confidently hooked-up exit. That’s fun front-wheel-drive style and can be attributed to what Nissan calls Active Understeer Control. When going through a turn at a good clip, the system applies brake pressure to the inside wheels, effectively helping the car hug the center line and not drift toward the edge of the road.