The Nissan Tsuru (aka 1992 Sentra) is Dead: Here's Why
After over two decades of uninterrupted production, Nissan’s Mexican division is finally killing off one of the oldest cars currently on the global market — the Tsuru compact sedan. Virtually unchanged since 1992, Mexico manufactured it for 24 years, selling a grand total of 1,849,289 units in that time.
However the re-badged B13 Sentra’s rich history of reliable transportation and status as Mexico’s favorite taxi won’t save it from the axe. This popular little deathtrap has overstayed its welcome. Here’s why the blade needs to fall.
If you want one, the final 2017 model year will run you the Mexican equivalent of $7,564 (U.S.). Premium items like air-conditioning, a 12-volt outlet, hydraulic steering, and cloth-lined doors are extra. Also extra are the three-point seatbelts in the rear, and nonexistent are things like airbags, ABS, and a host of other safety items that modern cars take for granted.
According to Latin NCAP, those missing items contributed to over 4,000 Tsuru-related deaths in Mexico between 2007 and 2012.
This end of days was a long time coming. Mexico has passed new vehicle safety laws requiring airbags, ABS, and other elements engineered to EU and North American standards that a 1992 Nissan Sentra just isn’t designed to meet.
In August, David Ward, Global NCAP Secretary General, said, “By continuing to sell the Tsuru in Mexico, Nissan are exploiting the lack of crash test standards and exposing their customers to an entirely avoidable risk of death and serious injury. Ahead of the application of UN Safety Standards, Nissan should do the right thing and withdraw from sale this sub-standard and unsafe model.”
Nissan said it will terminate production of the Tsuru in Mexico by May 2017 but will continue offering service, parts for repairs, and maintenance of the vehicles for the foreseeable future. It will also build 1,000 special commemorative versions as a farewell to the country’s beloved suicide machine.
[Images: Nissan]
A staunch consumer advocate tracking industry trends and regulation. Before joining TTAC, Matt spent a decade working for marketing and research firms based in NYC. Clients included several of the world’s largest automakers, global tire brands, and aftermarket part suppliers. Dissatisfied with the corporate world and resentful of having to wear suits everyday, he pivoted to writing about cars. Since then, that man has become an ardent supporter of the right-to-repair movement, been interviewed on the auto industry by national radio broadcasts, driven more rental cars than anyone ever should, participated in amateur rallying events, and received the requisite minimum training as sanctioned by the SCCA. Handy with a wrench, Matt grew up surrounded by Detroit auto workers and managed to get a pizza delivery job before he was legally eligible. He later found himself driving box trucks through Manhattan, guaranteeing future sympathy for actual truckers. He continues to conduct research pertaining to the automotive sector as an independent contractor and has since moved back to his native Michigan, closer to where the cars are born. A contrarian, Matt claims to prefer understeer — stating that front and all-wheel drive vehicles cater best to his driving style.
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They actually came out with the B13 Sentra in 1991, not 1992 as the article suggests. The only reason that I know that is my first car was a 1991 Nissan Sentra GXE. Mine had the extremely rare ABS option.
My 92 Sentra (SE-R) had ABS. And an airbag was offered as an option in 93 IIRC. As far as crash safety goes: A couple months ago, after well over 300,000 miles, a high school student ran a red light and plowed into me, spun me around, where I was then T-boned (driver's side) by a SUV. My Sentra was totaled, but I walked away without a scratch.