Those who have been disappointed by the driving dynamics of Nissan vehicles for at least the last decade, will find the new Rogue a revelation.

The 2.5L four in the base trim, is smooth and flexible under most normal driving conditions. Only when pushed really hard, does the big four become vocal; with the noise being more enthusiastic than annoying. Performance is certainly equal to that of major competitors.
The Rogue’s continuously variable transmission (CVT) is programmed to mimic the shift points of a conventional hydraulic automatic transmission and, unless maximum revs are requested, it avoids the rubber-banding sound profile that earlier Nissan CVTs were criticized for.

The ride of the Rogue, which is very absorbent on a variety of surfaces reflects much hard work on Nissan’s part, and is one of the best features of this new crossover. Handling is sound and very predictable, but the luxurious ride does permit a bit more lean in corners than is usual in this segment. That said, over the last 20 years vehicles have been set up more to deliver a “sportier” feel, especially on a short test drive, to the detriment of ride, and the supple composure of the Rogue will appeal to more buyers than super-crisp turn-in on corners.

Steering lacks road feel and is lighter than some would prefer, but it is precise, is nicely geared and easily maintains its line on the highway. Braking, with no lost movement and a firm pedal feel, is reassuring.

Unlike Nissans of that suffered from fit and finish issues as well as rattles and squeaks, this new Rogue feels very solid.

Nissan noted that great efforts were expended to quieten the new Rogue, including double-pane front door windows, and that their new crossover is three decibels quieter than its predecessor. The new Rogue did prove quieter than the old one and certainly quieter than some competitors.

The cabin of the range-topping Platinum model driven is particularly well turned out. The transistor-film-technology (TFT) gauge package features crisp graphics and is multi-configurable. There are copious soft-touch surfaces, premium Aniline leather seating and matte finishes. Nissan’s NASA-inspired Zero-Gravity seats that debuted with the previous-generation Altima are featured on not just the front seats but on the rear seats as well. The front seats are very comfortable on a long run and the rear seat feels supportive also.

Legroom is ample front and rear and equal to the best of the competition. The substantial cargo area is carefully finished.

Visibility is at least class competitive, the Bose-branded audio system delivers pleasing sounds, the climate control works well enough and the heated front seats and steering wheel provided comforting warmth quickly.

After at least a decade of near terminal mediocrity, Nissan, starting with the Kicks, Altima and latest Sentra, appears to be regaining its focus and the new Rogue is further evidence that the company is going through a design renaissance.

While the Rogue maintains its previous footprint it has jettisoned the bland, amorphous look for one that is fresh, contemporary and remarkably elegant. The new Rogue is not only more attractive, with aluminum hood and doors and a resin tailgate, it is also lighter.
The driver of the top Rogue faces a large-format transistor-film-technology (TFT) configurable gauge cluster that resides in a clean-lined dashboard with a strong horizontal emphasis.

Mainstream buyers face crisply-marked conventional gauges. Like many contemporary vehicles, a free-standing infotainment screen takes pride of place at the top centre of the instrument panel. The infotainment screen incorporates adjustment knobs and the climate controls located below the screen are straightforward. The electronic gear selector in the new Rogue, which is similar to those in German-branded cars like BMW, lacks a physical connection with the transmission but liberates a great deal of storage space under the “flying bridge” that contains the gear selector. All Rogues are equipped with the iOS-Android cellphone interface and wireless Apple CarPlay as well. Wireless cellphone charging will be fitted to premium models. Type A and Type C USB ports are included on the new Rogue. Heated seats, steering wheel and exterior mirrors are fitted to all trims. The Rogue’s base engine is still a normally-aspirated 2.5L four but most models are powered by a three-cylinder, 1.5L turbo with variable compression ratio. The move to smaller engines is a trend but doesn’t really make sense for North America where cars are not taxed by engine capacity of CO2 emissions. The novel-technololgy of the variable compression ratio engine,is a cause for concern and should really be accompanied by a longer powertrain warranty for people not leasing. That said, 201 horsepower is a good figure for a 1.5L engine.

All-wheel drive is standard on all trims but the base S, where it costs $2300. With alloy wheels, deep-tint glass, heated front seats and steering wheel and an active safety suite, the base S is nicely equipped. Moving up to the SV adds a dual-pane sunroof, roof rails, a power driver’s seat, the Pro-Pilot lane-centring device and an active cruise control system, is good value. compared with the SV, the SV Midnight Edition is poor value. The SL, with navigation, leather seats and a power passenger seat, is a bargain. The Platinum adds a Bose-branded audio system, a TFT gauge package, wireless cellphone charging, a larger infotainment screen and a head up display system, is reasonable value. Few S trims will be built this year with Nissan concentrating on SV, SL and Platinim models. Leasing attracts about 40 percent of Rogue intenders, a surprise given the fragile transmission. As of early 2023, delivery times for the Rogue were one to three months, a lot shorter than competitors.

Average reliability predicted for the first five years. Nissan vehicles lack long-term durability and suffer from a number of expensive maladies as they age. Some CVT failures after the powertrain warranty has expired have been reported.