Only 80 complaints in the whole federal file, but one of the two recalls is the most serious wording on any Sentra year — check the cowl seal.

A tie rod is the link that carries steering input from the rack to the front wheel; if one bends it can eventually break and take your steering with it. Recall 23V581 covers 2020–2022 Sentras — 236,238 vehicles — and 2022 is the last model year in the population. The interim repair inspects and replaces any bent or broken rod; the final remedy replaces both left and right with a redesigned part. Nissan's code is R23B3 and owner letters were mailed on 27 November 2024, more than a year after the campaign opened, because the redesigned parts took that long to arrive. Steering is still the largest single cluster in the 2022 complaint file. The symptoms are cheap to check for: a steering wheel that sits off centre on a straight road, a shake at motorway speed, clicking on slow turns, and play at the wheel. Note that 2022 cars were never in the earlier 21V461 campaign, so unlike a 2020 or 2021 there is only one recall to confirm here.

AEB is automatic emergency braking, the system that brakes for you if it thinks a collision is coming; FCW is the forward collision warning that fires first. Owners report the car braking or alarming for objects that are not in its path. Nissan's bulletin "FALSE ACTIVATION OF AEB OR FCW" covers 2020–2022 Sentras built on or before 10 March 2022, describes exactly this condition with no fault codes stored, and instructs dealers to check and reprogram the driver-assist control module. A related bulletin covers the lane camera overheating when the cabin gets very hot. These are TSBs — Technical Service Bulletins, the repair instructions carmakers send dealers — not recalls, so no letter arrives and nothing shows on a VIN lookup. If your car was built after 10 March 2022 the bulletin does not apply, which is worth checking on a build plate before assuming a free fix exists.

Powertrain complaints are a small part of the 2022 file, which is the right outcome for a car three years into a redesign. But there is no warranty extension of any kind for the CVT — a continuously variable transmission, which uses a belt running between two adjustable pulleys instead of fixed gears — on any Sentra from 2020 onward. Both Nissan class-action settlements end at model year 2019. What Nissan has published for the 2020–2023 cars is service infrastructure: a belt-and-pulley sub-assembly kit, and an engine-support bracket that lets a dealer drop the transmission without removing the engine. That is tooling for a component that gets replaced. A mechanic channel covering this generation puts CVT trouble at 30,000 to 80,000 miles and replacement at $3,000 to $5,000; that is a transcript estimate rather than a Nissan figure, but it is the right order of magnitude and it is money you would be finding yourself.

Worth saying explicitly, because the Sentra's reputation is built on the years before this one. The 2022 is outside every campaign that defined the previous body: the brake-light switch recall that touched all 807,376 2016–2019 cars, the two airbag and occupant-sensor recall stacks, the ignition-switch recall, and the rear-view camera settings recall. It is also outside the earlier 21V461 tie-rod campaign and the 2020–2021 camera-harness recall. Powertrain complaints have fallen from roughly two-thirds of the recent 2016 file to a small minority. The honest trade is that the CVT protection went away at the same time the CVT complaints did — the 2016 car had a warranty extension and a loud transmission; this one has neither.