Our test vehicle was also equipped with a Platinum Premium Package ($620), which adds a feature-rich 10.8-inch head-up display, heated rear seats and tri-zone climate control. The Rogue was the only vehicle in our comparison test with the latter feature, and it was also the only one with pull-up rear window sunshades, which come standard on Midnight Edition and Platinum trims and are available in a Premium Package on all but the base model. Dual USB charging ports (one USB-A and one USB-C, both in the center console) and bright LED reading lights are other welcome backseat amenities. The front seats are cushy and comfortable, but one of my favorite features is missing: Ventilated front seats are unavailable on any Rogue.
Agreeable Control Layout, Helpful Tech Features
The Rogue’s user interface is another strong point; it tied with the Kia Sportage for first place in our comparison test. The control layout keeps almost everything within easy reach, and Nissan thankfully steers clear of touch-sensitive controls, which we often find finicky and distracting to use while driving. The available 12.3-inch digital gauge cluster boasts attractive, easy-to-read graphics, and you can toggle between helpful displays such as fuel-economy data and navigation maps. The 9-inch infotainment touchscreen isn’t the biggest display in the class (the Ford Escape, for one, boasts an optional 13.2-inch screen), but the system itself is logically laid out and easy to use.
The unconventional sliding gear selector might feel a bit awkward at first, but I acclimated to it easily: forward for Reverse, backward for Drive, and press a button to engage Park. Higher-trim Rogues get a comprehensive suite of safety features; the only ones it lacked versus other SUVs in our test were adaptive headlights and a blind spot camera system. Happily, the Rogue’s lane departure warning system uses a quick vibration through the steering wheel (like a smartphone notification) to alert the driver instead of a shrill electronic beep.
Surprising Pep from Three Cylinders, But That’s All You Get
If you see the words “three cylinders” and think “wheezing, weak-kneed engine,” don’t. The Rogue’s turbocharged 1.5-liter three-cylinder puts out a healthy 201 horsepower, about 15-20 hp more than the base engines of most competing SUVs. It takes a second for the turbocharger to spool up and deliver optimal power, but acceleration is surprisingly punchy once it does, at least in around-town driving. The engine is also paired quite nicely to its continuously variable automatic transmission. The CVT is quick to respond to throttle inputs, and it’s programmed to mimic the gear changes of a conventional automatic, which mitigates the high-rev droning sound that some CVTs exhibit.
Three-cylinder engines typically don’t sound or feel very refined, but the Rogue’s three-cylinder is smooth and hushed enough that the Rogue came out on top in the quietness category of our comparison test. Some drivers might not even notice it has one fewer cylinder than the typical compact SUV. Engine noise is nicely muffled overall, though a bit of “bumblebee buzz” intrudes in fast acceleration or when the engine is spinning at higher revolutions. And the Rogue did need to work pretty hard to climb the steep, twisty canyon roads of our test route; the engine can run out of steam at higher speeds, so the buzzy exhaust note was a constant companion on those ascents.
The Rogue’s three-banger also does pretty well in terms of fuel economy. The Rogue Platinum with all-wheel drive is EPA-rated at 28/34/31 mpg city/highway/combined, and it averaged 29.3 mpg in our real-world fuel-economy test, second only to the Escape. As good as the Rogue’s engine is, however, it’s all you can get. There’s no spicier optional engine as with the Escape’s 250-hp, EcoBoost 2.0-liter or the CX-50’s 256-hp, turbo 2.5-liter, nor is there a hybrid or PHEV powertrain option — at least not yet.
Ride and Handling
The Rogue’s weakest category in our comparison test was handling, but even there it landed about mid-pack. It corners capably and predictably, with communicative steering that’s nicely balanced for everyday driving. If you’re looking to regularly hustle along curvy roads, though, there are better choices. The Rogue’s ride quality is middling, as well; bump absorption isn’t as good as, say, a Tucson or Sportage. The 19-inch wheels that come standard on SL and Platinum models likely make the ride a bit stiffer than the 17- or 18-inch wheels found on the Rogue’s lower trim levels.
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A Decent Value if You Hold the Frills
With a sticker price of $43,100 (including a $1,295 destination charge), the decked-out, line-topping Platinum model we tested wasn’t a particularly good value. In our comparison test, only the Escape and CX-50 were pricier, and they both had significantly more powerful engines.
However, our test Rogue was equipped with a few frivolous options that pumped up the price and hurt the value equation. The Platinum Premium Package is probably worth its $620 price tag, as is the $425 floormat set with first-aid kit, but most shoppers could easily live without the two-tone paint ($350), illuminated kick plates ($400), interior accent lighting ($350), external ground lighting (also known as puddle lamps, $620) and frameless rearview mirror with universal remote ($400). Presto — that knocks $2,120 off right there.
A $40K-ish sticker price might seem like a lot to pay for a compact SUV from Nissan, but several class rivals also cross that threshold in their higher trim levels, and the Rogue Platinum compares well to all of them. The Rogue’s more affordable trims deliver a respectable roster of standard equipment at competitive prices. The Nissan Rogue doesn’t suffer from any major gaffes or compromises, and it does a lot of things well; that’s why it’s a two-time champion in Cars.com’s Compact SUV Challenge.
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