2014 Nissan Rogue

Nissan has finally given the Rogue the teeth it needs to be competitive in the face of segment giants like the Honda CR-V and Toyota RAV4. For 2014, the Rogue brings an all-new exterior design, a more refined cabin, and a spate of tech wizardry to the fight. It’s enough to move the CUV from back-of-the-pack obscurity to the front of the class.

Designers and engineers began by playing with the Rogue’s dimensions. The new model is 1.5 inches wider and 1.2 inches taller than its predecessor but a full inch shorter stem to stern. Even so, it rides on a wheelbase that’s over half an inch longer than the 2013 model. The result is a vehicle that looks more substantial and planted. Like them or loathe them, the LED daytime running lights help add a premium twist to a vehicle that starts at $22,490.

Around back, the wraparound taillamps and integrated roof spoiler draw parallels to the Lexus RX 350. Intentional or not, the resemblance is a good thing for a segment that typically draws design inspiration from discarded refrigerator boxes.

It’s inside where the Rogue begins to really distance itself from its competitors. Nissan and Renault shared the development costs for the Rogue’s Common Module Family architecture, and as a result, the platform benefits from otherwise unobtainable economies of scale. As an added bonus, Nissan was able to funnel more resources into the CUV’s cabin.

The dash, door panels, and center console all benefit from soft-touch materials that look as good as they feel. More important, Nissan gave the Rogue the company’s “zero gravity” seats front and rear. The result is the most comfortable thrones in the segment, thanks to cushions made from memory foam. Whereas the RAV4 and CR-V grow tiresome after an hour or two in the saddle, the Rogue feels comfortable enough for longer hauls. I know this, because I've made long hauls in all three recently. The Rogue is the clear winner.

Buyers can also opt for a third row, though the way-back seats aren’t made for adults. Putting the rear bench in place also drops the vehicle’s cargo capacity from 32 to 9.4 cubic feet. For those vehicles without the rear bench, Nissan offers a helpful shelf system that can be configured for a variety of cargo. It’s a bit cleaner than the standard net-and-tether setup and fairly intuitive, though I wonder how many buyers will realize they have the utility at their disposal.

A tweaked version of the old 2.5-liter I4 sits under the hood. Good for 170 hp and 175 lb-ft of torque, the engine is easily the least refined element of the 2014 Rogue. To be fair, it has plenty of work to do. Despite weight-saving elements like an aluminum hood, lightweight bumper covers, and a composite hatch, the new CUV still tips the scales at 3413 pounds in its lightest configuration. That number can swell to 3605 pounds with the addition of all-wheel drive and a few options.

While the engine provides adequate acceleration, it doesn’t exactly feel thrilled about its lot in life. Neither smooth nor quiet, the big four-cylinder is one of the few reminders of Rogue’s low cost of entry.

Engineers bolted the old mill to a revised version of the company’s Xtronic CVT gearbox. By and large, Nissan produces CVTs that fall on the tolerable end of the spectrum, and this example is no different. Engineers employed a wider gear ratio, new belt and pulleys, lower-viscosity oil, and a new pump to reduce frictional loss by 40 percent. As a result, the new 'box helps yield an impressive 10 percent better fuel economy than its predecessor.

Nissan says the front-wheel-drive Rogue returns an EPA-estimated 26 mpg city and 33 mpg highway. If accurate, the numbers put the Rogue ahead of everything in the class. Opting for all-wheel drive will see those figures drop by just 1 mpg in each category, which is still enough to keep the Rogue ahead of its competition.

The 2014 Rogue drives well. Despite the troubling power-to-weight ratio, the machine never seems to have any trouble getting out of its own way. The electric power-steering system doesn’t provide much in the way of feedback but is well-weighted and doesn’t suffer from over assistance. The brakes are confident, and there’s plenty of visibility front and rear.

Engineers threw a few tech tricks at the chassis to help the Rogue overcome some of its bad habits. Those start with Active Trace Control. The system uses existing vehicle sensors to detect wheel angle and throttle position to monitor and mitigate understeer. The system can apply brake pressure to individual wheels to help the Rogue corner as the driver intends without the front wheels washing out. It’s simple, clever, and it works.

Even better, the system is completely unobtrusive. Around a wet skidpad, Active Trace Control allowed me to easily maintain an extra 2–3 mph without having to reduce steering angle or modulate the throttle. Those who wish to disengage the system can do so via the five-inch TFT display mounted in the gauge cluster.

Meanwhile, Active Ride Control coordinates the throttle and the brake system to minimize front-to-rear body motion over bumps and dips at speeds of over 25 mph. Nissan says the system is largely meant to keep occupants comfortable over uneven pavement.

The front-wheel-drive Rogue S starts at $22,490. Going for all-wheel drive will add another $1350 to that ticket. Base trim includes a rearview monitor, as well as Active Trace Control and Active Ride Control, but sticks buyers with 17-inch steel wheels with plastic covers. Stepping up to SV trim swaps that kit for 17-inch alloy wheels and adds in a proximity key with push-button start. Dual-zone air conditioning, automatic headlights, and a six-way power driver’s seat are all part of the kit as well.

The topped-out SL all-wheel drive like this tester rings in at a shave under $30,000 at $29,420, and includes leather, a Bose audio system, Nissan’s excellent around-view monitor system, and a power liftgate. Buyers also get larger 18-inch alloy wheels.

That’s a lot of standard kit for the cash. Combine the new exterior aesthetics, well-refined cabin, and newfound fuel efficiency, and the Rogue is all grown-up for 2014. It’s about time.

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