For 2024, the VC-Turbo engine with 201 horsepower and 225 lb-ft of torque is standard across all trims.Jeremy Sinek/The Globe and Mail
At first glance, the Nissan Rogue is “just another” compact crossover competing in Canada’s most popular vehicle segment. However, considering its genes, we’re surprised it isn’t electrified.
We find that odd, firstly because Nissan pioneered the modern electric vehicle market with the 2010 Leaf, and also sold a hybrid version of the Altima sedan from 2007 to 2011. Even odder, the Rogue is closely related to the Mitsubishi Outlander, and its joint-venture cousin does come as a hybrid – a plug-in, at that. Shouldn’t an electrified Rogue be a no-brainer?
Actually, Nissan does offer a full battery-electric vehicle (BEV) crossover close in size to the Rogue, the Ariya. And perhaps Nissan still has plans to hybridize the Rogue. Meanwhile, it tackles the energy-efficiency mandate with novel internal-combustion engine technology instead.
2024 Nissan Rogue.Jeremy Sinek/The Globe and Mail
A small-displacement turbocharged engine is nothing new in this segment, but this 1.5-litre example has only three cylinders. Moreover, it uses Nissan’s exclusive variable compression-ratio (CR) technology first seen on the Infiniti QX50. Variable CR is an engineer’s best-of-both-worlds Holy Grail that can adjust an engine’s CR as low as 8 to 1 to allow full turbo-boosted power, or raise it as high as 14 to 1 to enhance fuel efficiency when light loads keep the turbo off-duty.
The digital gauge cluster on SL and Platinum trims is configurable, and fortunately includes better alternatives than these all-but unreadable 'dials.'Jeremy Sinek/The Globe and Mail
The VC-Turbo engine was introduced on top-trim Rogues for 2022, delivering 201 horsepower and 225 lb-ft of torque, versus the 181 horsepower and 181 lb-ft of the original 2.5-litre four-cylinder that continued on lower trims. Now, for 2024, the VC-Turbo is standard across the range. Other 2024 midlife updates include an exterior cosmetic touch-up, and the SL and Platinum trims’ infotainment systems get Google built-in and Alexa built-in.
The Rogue only has USB-C ports, but there’s wireless pairing plus a large and accessible wireless charging pad. The drive-mode dial at the rear has Offroad, Snow, Normal, Eco and Sport modes.Jeremy Sinek/The Globe and Mail
According to government ratings, the VC-Turbo engine is good for 7.6 litres per 100 kilometres combined, which is 8.4-per-cent better than the old 2.5 and as good as it gets among its straight gas-powered peers. However, key rivals such as the Honda CR-V, Toyota RAV4, Ford Escape, Hyundai Tucson and Kia Sportage offer fuel-stingier hybrid options for similar money.
Among its base-engine peers, the Rogue’s test-track performance – for example, zero to 97 kilometres an hour in eight seconds, according to Car and Driver magazine – is competitive, and it feels even quicker in real-world driving, thanks to stout low-end torque that delivers an effortlessly brisk performance feel, in partnership with one of the least intrusive continuously variable transmissions we’ve yet met (it imitates an eight-speed stepped transmission). We were surprised how much oomph the Rogue still had in reserve even at highway speeds.
The engine isn’t a paragon of refinement, becoming a tad shrill when you do wring it out, though it doesn’t obviously sound like a three-cylinder either. And it does settle down nicely at highway speeds.
Our recent test in the Toronto area with the Rogue comprised a mix of city, suburban and highway driving, and it averaged 8.5 litres per 100 kilometres. That’s fairly frugal, though falling short of a “this-changes-everything” validation of the VC-Turbo concept.
The Rogue starts at $33,648 for the S, rising to $45,198 for the Platinum tested here – all in the ballpark with comparably equipped competitors. And the Rogue’s package of functionality, performance, styling and comfort make it a credible contender. Still, depending on your priorities, some rivals offer more powerful engine options, or gas-scrimping hybrids, within the same price range.
Tech specs
2024 Nissan Rogue
- Base price/as tested: $45,198/$45,993 plus $2,030 for freight and predelivery inspection, plus fees and taxes
- Engine: 1.5-litre turbocharged three-cylinder
- Horsepower/torque (lb-ft): 201/ 225
- Transmission/drive: Continuously variable automatic / all-wheel drive
- Fuel consumption (litres per 100 kilometres): 8.4 city/6.7 highway
- Alternatives: Chevrolet Equinox, Dodge Hornet, Ford Escape, GMC Terrain, Honda CR-V, Hyundai Tucson, Jeep Cherokee, Kia Sportage, Mazda CX-5, Mitsubishi Outlander, Subaru Forester, Toyota RAV4, Volkswagen Tiguan
Looks
The Rogue projects a confident, wide-stance presence on the road.Jeremy Sinek/The Globe and Mail
We think the Rogue projects a confident, wide-stance presence on the road, especially on the Platinum and SL trims’ 19-inch wheels. All trims have standard LED headlights.
Interior
There are still plenty of familiar hard controls for audio and climate control. The screen is easy to navigate but the navigation system itself misled us a couple of times.Jeremy Sinek/The Globe and Mail
On the Platinum, at least, the cabin furnishings and decor are quite upscale for a mainstream crossover. Note, too, the extra storage below the floating console.Jeremy Sinek/The Globe and Mail
Even more in than most crossovers, the Rogue enables a tall-in-the-saddle seating posture for those who need or like it, with clear sightlines. A low-and-wide 12.3-inch free-standing screen dominates the centre dash, but plenty of real knobs and buttons will keep Luddites (and ergonomics experts) happy. A second 12.3-inch screen forms the customizable gauge cluster. The floating centre console is topped by a sturdy toggle-action drive selector, with a wide-open stowage tray below. Interior materials and fit-and-finish create an upscale ambience, especially with the available chestnut-coloured leather that’s an option to the test unit’s graphite. Overall interior space is a little above average among its peers.
Performance
We liked the Rogue’s alert steering response and tidy handling, but (at least on the Platinum’s 19-inch Dunlop tires) the ride was rather sharp-edged, especially over lateral disturbances like bridge expansion joints. Lesser trims with higher-profile tires may ride softer.
Technology
A full suite of driver-assist alert-and-avert features is standard, while semi-autonomous ProPilot Assist 1.1 on the top trims includes active lane following and adaptive cruise control that can detect and adhere to changing speed limits. It’s still, however, a hands-on system. The SL and Platinum also include wireless smartphone pairing and charging, and Google built-in. Surprisingly, more than once we experienced misdirection from the navigation system, even in well-established urban neighbourhoods.
Cargo
The Divide-n-Hide system on SL and Platinum let you lower (as seen here) or remove the deck in two halves, or a panel can be stacked vertically as a divider.Jeremy Sinek/The Globe and Mail
Not only are the Rogue’s cargo volumes – 1,033 litres seats-up and 2,098 seats-down – near best-in-class, the divide-and-hide configurable deck makes it unusually versatile. Even with the deck in its upper position, however, there’s a small step up to the flat-folded seat backs. The tow rating is 1,500 pounds.
The verdict
A credible contender in a competitive segment, provided performance or fuel economy are not must-have priorities.
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