Nissan’s bestselling vehicle undergoes a makeover for the 2021 model year that loads up the compact crossover with family-friendly technology. The redesigned Rogue introduces a more capable assisted-driving system — one that uses new radar and camera technology to deliver smoother braking, better steering assist and improved safety. The third-generation Rogue offers a single powertrain: a 2.5-liter inline four-cylinder engine. That stands in contrast to Nissan’s competitors in the critical compact-crossover segment that are doubling down on fuel-sipping electrified vehicles.
We’ve gathered highlights from several initial Rogue reviews from the automotive media.
“The engine is a total bore, but it’s unobtrusive in operation, and the CVT reacts well to throttle prodding. Even with more power than before, the Rogue is still on the slow side for the segment. A new platform and steering system have woken up the chassis for better handling and improved the ride compared to the previous Rogue. The new model turns in quickly, but the steering still has zero feel. Handling is mediocre, and the low-grip tires begin screaming as soon as you start to push a little through corners. If you want to be engaged as a driver, many competitors remain a better choice, including the RAV4, CR-V and Mazda CX-5
“Nissan has tuned the Rogue for comfort, and it shows. This crossover rides admirably over bumps, highway frost heaves and potholes. It’s not luxurious, but it’s up to par for the segment. And even though engine noise is down, wind noise is still annoying at highway speeds. Where the previous Rogue was a noticeably poor driver, this new Rogue is competent and melts into the background without wowing or annoying us.”
— Zac Palmer, Autoblog
“”he steering in the preproduction model I drove was sharp and nicely weighted, feeling unusually precise for this class of vehicle. The suspension, which includes a new six-point multilink rear, kept the Rogue flat and stable, with virtually no body roll as I rounded curving country roads faster than most compact SUV owners probably will.
“The Rogue’s 2.5-liter four-cylinder engine uses less technology than the smaller turbos most competitors offer, but acceleration was adequate. The engine produces 181 horsepower and, coincidentally, 181 pound-feet of torque.
“Nissan’s devotion to continuously variable automatic transmissions continues to pay off in the Rogue.
“The CVT operates unobtrusively and delivers good acceleration.”
— Mark Phelan,
“”ore notable is what isn’t noticeable. The Rogue rides on new bones with a new platform and chassis that’s quieter and smoother thanks to a multilink rear suspension and a stiffer, stabler rear. The old Rogue could be loud at highway speeds, with noise coming from the road, engine, wind and even the rear. Wind noise has been diminished, and the only presence of engine noise is when flooring it in Sport mode. It’s far from quick, but it’s not as pokey as the previous model. In Sport or Standard mode, the CVT simulates a 7-gear automatic, or the flimsy gear shifter can be used for manual override. Meh.”
— Robert Duffer, The Car Connection
“”issan’s CVT is one of the better transmissions of this type, largely fading into the background without roughness or loud droning during acceleration. But the Rogue definitely isn’t quick, and it occasionally suffers on steep grades. Climbing California’s notorious Grapevine on the I-5 freeway at 75 mph requires a heavy right foot, especially since the 2.5 has a dearth of low-end torque. The experience would be worse with passengers and/or more cargo on board, too.”
“”he engine itself may be pretty mediocre, but overall, the Rogue drives with confidence and composure. The redesigned rack-mounted electronic power steering is a lot better than in old Rogues, with improved weight and more natural turn-in that doesn’t feel overboosted. Even so, as far as steering feel is concerned, the Rogue, like most other small SUVs, is as dead as your childhood dreams.”
— Steven Ewing, Roadshow by CNET
“”he best compliment we can pay the Rogue and its continuously variable automatic transmission (CVT) is that it stays out of the way. The engine is quiet and well-isolated from the cabin, so even when it hangs on and drones at elevated rpm it’s not too irksome. In Sport mode, the CVT even does a decent impersonation of a step-gear transmission.
“Conquering twisty roads is not the Rogue’s forte, but there aren’t really any compact crossovers that get the pulse racing. This one at least handles better than the class norms dictate, with good body control and direct steering. Our results at the test track were on par with the CR-V and RAV4, with a 0.84-g skidpad result and 169-foot braking distance from 70 mph.”
— Joey Capparella,
“” started the engine and turned the rotary drive-mode knob to Sport. A massive windshield provides outstanding visibility and gives front passengers the illusion of a higher seating position. Charging toward the serene Ojai Valley, the Rogue found its footing on a two-lane road, where it was eager to show me why the 2021 model is a whole lot better than the one it replaces. It responded precisely to my inputs, the two-tone Rogue Platinum in Champagne Silver/Super Black handling the dizzying curves as if it had been down this road before.
On a few tight turns, I pushed the Rogue hard and applied the responsive brakes abruptly a few times, which created some notable movements, but chassis body roll remained under control. In fact, the smooth ride quality, minimal cabin noise and an attentive CVT connected to all four wheels presented a satisfying driving experience. The new Rogue’s 2.5-liter four-cylinder engine, making 181 horsepower and 181 lb-ft of torque, may not seem like much to work with, but the Rogue exceeded my initial expectations.”
— Eleonor Segura, Automobile
“”he Rogue is solidly focused on the comfort side of the equation. And while that approach typically means sacrificing some handling quality, this is not a cumbersome or dimwitted car — the Rogue remains mid-pack in the way it addresses corners aside from one notable thing. The steering, redesigned for the 2021 model, is exceptionally responsive from on-center, going a long way to reinforce that the Rogue remains a compact crossover, rather than a midsizer. Jink the steering wheel, as if in a sudden lane change, and this crossover reacts readily.
“Good as the steering is, the otherwise humdrum driving character offsets it. For now, the Rogue is only available with a naturally aspirated, 2.5-liter four-cylinder that produces 181 horsepower and 181 pound-feet of torque. Peak torque sits at 3,600 rpm, and the Rogue’s weight is a hefty 3,490 pounds for our front-wheel-drive SL tester, while all-wheel drive pushes the weight past 3,600 pounds.
“All of this is to say that the Rogue is rather slow, especially compared to rivals like the Ford Escape and Mazda CX-5, which match the Nissan at a base level but also offer more powerful engines for premium trims (Nissan reps were mum on more powerful Rogue variants in the pipeline, but I bet we’ll see a turbocharged option in the near future). At around-town speeds, the 2.5-liter’s performance is adequate — the Rogue can keep up with traffic. You will need to wind it out at highway speeds, but while the actual performance is rather uninspiring, the way the Rogue handles a boot-full of throttle is respectable.”
— Brandon Turkus, Motor1.com
“”t may not surprise you to learn that the Rogue didn’t exactly get the blood pumping. Nissan says it is aiming for sporty and luxurious. While the engine has 11 extra hp under the hood, you are still definitely driving a family vehicle from Nissan. It proved plenty sure-footed on the slick winding roads around Dexter, Mich., but I wouldn’t necessarily call it sporty, whatever that means in the first place. It drove exactly like a crossover drives. Nothing earth-shattering there.”
— Erin Marquis, Jalopnik