As gas prices crept up this spring, we decided to test the hybrid version of the all-new 2007 Nissan Altima. Unlike most hybrids, which are compacts or subcompacts, the Altima is a mid-size sedan.

A modern-looking interior features a huge dashboard whose top sports a black finish to minimize windshield glare. The car’s long, low-slung shape doesn’t compromise headroom in front, but tall passengers in the rear will have to tilt their heads slightly to fit. With less legroom than the previous model, the car’s designers hollowed-out the back of the front seats to minimize the loss of space, but the recess doesn’t extend high enough to make a real difference.

The remote trunk release is hidden below the left side of the dashboard, an annoying placement. Next to it is the port for the “Intelligent Key,” a piece of modern technology that allows drivers to control the locks on all doors without taking the key out of their pocket: You simply push the “request switch,” a rubber button on the door, to lock or unlock the doors. The key can also be used to start the hybrid system if the key fob’s battery dies. Because steering is locked electrically, no amount of straining will move the steering wheel if the vehicle battery is dead.

To start the car, you push a button—except that nothing appears to happen (other than a bunch of lights coming on) until you step on the gas pedal to get the car moving. At slow speeds, the hybrid is powered entirely by the battery. All manner of unusual sounds permeate the cabin during the battery operation. The owner’s manual assures the owner that the sound coming from under the rear seat, from the high-voltage battery, is nothing to worry about. Other sounds made by the transmission when the vehicle is idling, and the rattling noises and vibrations that come as the gasoline engine starts or stops, are also said to present no problem.

The gasoline engine has some pep, pushing the Altima with gusto when it takes over from the electric drive.

Although we have disliked the performance of continuously variable transmissions (CVTs) in the past, this one does work well with the Altima’s engine, providing a rapid response if the vehicle is already moving as you fl oor the gas. The CVT in this model takes the engine immediately into its best power-making range and holds it there when long as you keep your foot to the floor. The hybrid vehicle achieves excellent fuel economy, though not nearly what is promised on the window sticker. (The U.S. Environmental Protection Agency’s revised testing procedures should provide mpg ratings closer to realworld performance beginning next year.)

Like earlier models, the new Altima offers decent handling, steering and braking. Other than the quirks of its hybrid operation, this bread-and-butter car is able to carry passengers and cargo with no problems, if no flair, while getting very good mileage.

Search for the vehicle that’s best for you at AAA.com/autobuying and click on “Select make, model & options” under Research Vehicles.  For National Highway Traffic Safety Administration crash-test results, visit www.nhtsa.dot.gov and click on “crash tests.”

Specifications
Engine . . . . . . . . . . . . .2.5L I4, electric
Horsepower . . . . . . . . .200 @ 5,600 rpm
Acceleration. . . . . . . . .0-60 mph 8.5 sec.
Braking . . . . . . . . . . . . 60-0 mph 127 feet
EPA city/highway. . . . .42/36 mpg

Warranties
Bumper-to-bumper . . . .3/36,000
Powertrain . . . . . . . . . .5/60,000
Rust-through . . . . . . . .5/unlimited

Competitors: Honda Accord Hybrid, Toyota Camry Hybrid

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