That’s a useful provision, as its bulky design inhibits some lateral space. Leatherette (vinyl) and leather are both optional, and upper trims pad where your knees meet the console. Cost-cutting becomes evident once you get to the backseat - the norm in this class, though a few rivals improve on it. Quality mostly lives up, with generous padding where your arms rest and a sturdy grade of fabric upholstery in our test car. Rife with all the trending elements in today’s automotive interiors, the Rogue’s cabin features a floating touchscreen, electronic gear selector and high center console, plus lots of stitched dash and door surfaces. It’s slightly quicker in a driver-selectable Sport mode, but that setting keeps revs awkwardly high all the time - not simply hastening the transition, as effective Sport modes often do.Ģ021 Nissan Rogue Platinum | photo by Steven Pham The Interior: Quality and Utility If you need more power while already in motion, the CVT again increases engine rpm quickly enough. Paired with a CVT that raises revs fast enough from a standing start, the 2.5-liter provides enough power around town but needs most of its reserves to reach highway speed, especially with multiple occupants aboard. The 2021 Rogue gets the same 2.5-liter four-cylinder engine from that Altima (here it makes 181 horsepower and 181 pounds-feet of torque), rejiggered from an earlier 2.5-liter that preceded it. In any case, the pendulum has swung both ways at Nissan: The recent Sentra redesign stays fittingly soft, while the current-generation Altima skews firm. Perhaps Nissan benchmarked the current-generation Honda CR-V and Toyota RAV4, two popular but firm-riding rivals. Overall isolation and body control are fine, but the shock firmness is puzzling, given the Rogue’s comfort-oriented history. Nissan says suspension tuning is the same across all trim levels, and our SV test car had 18-inch wheels (S trims have 17s, but the SL and Platinum have 19s, which may ride harsher still ). Unfortunately, that comes at a cost: The suspension introduces a degree of impact harshness over potholes and sewer covers that the outgoing Rogue dispatched with minimal complaint. Steering and dynamics aren’t exactly towering strengths for the new Rogue, but they’re far from liabilities.Ģ021 Nissan Rogue SV | photo by Christian Lantry Nissan dialed back much of the prior generation’s nose-heaviness and numb steering, too. The redesigned Rogue makes significant strides on the latter front, with a quick enough steering ratio for precise directional adjustments as you negotiate sweeping on-ramps. When we compared Nissan’s compact SUV against the field in late 2017, it ranked mid-pack in ride quality and last, by a mile, in handling. Related: Redesigned Nissan Rogue Shows Up Tougher-Looking, Tech-Packed for 2021 Improved Road Manners, MostlyĬompetitors steadily surpassed the outgoing (2014-20) Rogue in the all-important battleground of ride and handling. All trim levels pair a 2.5-liter four-cylinder engine with a continuously variable automatic transmission. Don’t confuse it with the Rogue Sport, a smaller model based on a separate platform. Each offers front- or all-wheel drive compare the trims here or stack up the 20 Rogue here. Redesigned for 2021 with running lights spaced high above the headlights - a look popularized by the old Juke and, now, a smattering of Hyundai models - the Nissan Rogue comes in four trim levels: S, SV, SL and Platinum. Other aspects run the gamut, and our overall impression is two steps forward, one step back. Versus the competition: Return shoppers will miss the outgoing Rogue’s soft ride, but firm suspension tuning never stopped a compact SUV from selling like gangbusters. The verdict: The redesigned 2021 Nissan Rogue adds much-needed driving refinement, though it comes with a bothersome side of ride firmness. 2021 Nissan Rogue | photo by Christian Lantry
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