2014 Nissan Rogue

2014 Nissan Rogue

Episode 3324
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

After what has to be one of the longest life cycles for a compact crossover, six model years, the second generation of the nissan rogue has finally arrived for 2014. But there’s nothing wrong with taking your time, if the result is worth the wait. Especially if you bring something unexpected to the party. And that’s exactly what the new rogue does. 

It may have taken awhile for the 2nd generation, 2014 Nissan Rogue to arrive, but its arrival will not go unnoticed by the rest of the compact crossover segment as Nissan is making a serious attempt to grab a much bigger piece of the market. And we can all agree that in order for that greedy sales grab to take place, the Rogue will need to stand out more than before; so Nissan has brought about much change.

This is an all new chassis, one that will be sold globally; and while the overall length is actually down an inch to 182.3-inches, wheelbase, width, and height are all up. The upgraded looks feature lots of flowing lines and substantial wheel arches; all very reminiscent of the Rogue’s big brother Pathfinder.  But the Rogue’s grille with its narrowed U shape is all its own.

And that slick new shape not only looks great but cuts through the air even better and works with an uprated CVT transmission to raise all-wheel-drive Government Fuel Economy Ratings to 25-City, 32-Highway, and 28-Combined. The Energy Impact Score is also very good for a crossover at 11.8-barrels of annual oil consumption with yearly CO2 emissions of 5.3-tons. 

And while few mainstream compact crossovers deliver notable driving enjoyment, and none provide extreme levels of comfort, the Rogue has enough of both to keep your commute enjoyable and vacation time very pleasant. Active Trace Control uses selective braking to mitigate understeer and Active Ride Control goes one step further by using brakes and engine torque to reduce both vehicle vibration and body motion. 

And there was a definite attempt by Nissan to go more premium on the inside, with very good material quality as well as more features like Nissan Connect. 

But the most unexpected surprise by far is a new 3rd row option for 7-passenger seating. Access is aided by the EZ Flex sliding second row. But, as Rogue is still a compact, 3rd row space is expectedly tight, best fit for small children. Still, most rivals don’t offer comparable versatility. And, even with the 3rd row in place there’s 9.4 cubic-ft. of luggage space. Capacity behind the second row is 32.0 cubic-ft. 

And with both rows folded, there’s a mid-size like 70.0 cubic-ft.  And a trick divide-‘n-hide cargo management system helps you keep things organized. Working our way forward, new Zero Gravity front seats offer excellent comfort for drives both long and short. 

But the newness doesn’t make it all the way forward however, as under the hood is the same QR25DE 2.5-liter I4 as before. There are updates in the name of efficiency, but horsepower and torque are unchanged at 170 and 175 lb-ft. And the usual excessive engine noise that accompanies a CVT is on full display as you work your way from a stop light, or in our case, down a drag strip.

Power is a tad soft at launch, but once those RPM’s reach their steady peak it feels fairly decent. The simulated shifts feel more like bouncing off a rev limiter and don’t really seem to help times. 0-60 takes a leisurely 8.9-seconds, with a slow quarter mile of 16.9-seconds at 83 miles-per-hour.  

The fully independent front and rear suspension with stabilizer bars and  twin tube shocks performs above average, provided you keep inputs smooth thus keeping the aggressive traction control from engaging. Except for some pretty hard nose dive, braking performance is also good, with stops averaging 126-feet. 

Safety conscious families can opt for one of the two Premium packages to add a Blind Spot Warning system, as well as Lane Departure Warning and Moving Object detection. 

As for prices, they slot in nicely against compact CUV rivals, starting at just $23,350. Top level SL trim begins at $28,930; and all-wheel-drive can be added to any Rogue for 13-hundred-50 dollars more. 

While it was definitely long overdue for a re-design, it looks to have been worth the wait; as the 2014 Nissan Rogue appears to be a much more serious player in the segment.  That’s good news for Nissan and good news for buyers looking for unexpected largess in a compact crossover. 


  • Engine: 2.5-liter I4
  • Horsepower: 170
  • Torque: 175 lb-ft.
  • 0-60 mph: 8.9-seconds
  • 1/4 mile: 16.9 seconds @ 83 mph
  • EPA: 25 mpg city/ 32 mpg highway
  • Energy Impact: 11.8 barrels of oil/yr
  • CO2 Emissions: 5.3 tons/yr
2024 PHEV Roundup 1

2024 PHEV Roundup

You Don’t Have To Go Full EV To Live The EV Lifestyle

Episode 4338
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

You’ve heard us say many times that PHEVs– plug-in hybrid electrics– rather than BEVs– pure battery electrics– are a sound choice for many folks thinking about owning an electric vehicle. Well, buyers do seem to have gotten the message, as while recent sales of all-electric BEVs are down, PHEVs are suddenly skyrocketing. So, we thought we’d give you a close look at the range of PHEVs that are available today.

An EV when you want it, a fuel-efficient hybrid when you don’t; that’s the reason that PHEVs are so appealing, and why we feel they’re the perfect starter vehicle for this time of transition from internal combustion to all-electric. So, buckle up for an alphabetical rundown of all the mainstream PHEVs that are currently available.

BMW has many plug-in options, starting around $46,000 with the 2.0-liter I4-based 330e sedan and its 22 miles of EV range. There’s also a 750e sedan with more than 30 miles of EV range, and an xDrive50e X5 utility with closer to 40 miles of EV range, plus a high-performance XM with 738 horsepower. For partner Mini, a small 1.5-liter I4-based setup is available in the Cooper SE Countryman ALL4 utility with 18 miles of EV range, going for around $42,000.

Ford has been in the plug-in game for some time, and currently gets a great 37 miles of EV range out of their 2.5-liter I4-based setup which is available in both the Escape for about $36,000, and in its upscale Lincoln Corsair counterpart which goes for around $55,000.

Hyundai offers a pair of plug-in SUVs, the Santa Fe priced at around $43,000 and the Tucson which goes for about $40,000; both use a 1.6-liter I4 turbo engine. It shares with their corporate cousins over at Kia. The Sorento, which starts around $51,000, and the Sportage, beginning at $40,000, along with Kia’s Niro at $35,000. All get more than 30 miles of EV Range.

For the high-rollers, Land Rover has a six-cylinder P550e plug-in option for both the Range Rover and Range Rover Sport with 51 miles of range, starting around $119,000.

Mazda is very new to the plug-in game, with their inline-six based setup just recently becoming available in the new CX-70 and CX-90 SUVs, both with 26 miles of electric-only range, starting at $41,000.

Mercedes-Benz has offered quite a few PHEVs over the years, though currently their lineup only consists of the $70,000 GLE450e SUV with a 2.0-liter I4 and 48 miles of EV range; and a $128,000 3.0-liter I6 S580e sedan with 46 miles of range. Though a high-performance 671 horsepower AMG C 63 S E Performance will be blasting onto the scene soon.

We’re very familiar with this second-gen Mitsubishi Outlander PHEV, having had both generations as part of our long-term fleet. The current Outlander PHEV goes for $41,000 and gets 38 miles of EV range from its 2.4-liter I4-based setup.

Stellantis has a wide array of PHEVs available across their many brands, starting with the 3.6-liter V6 Pentastar-packing Chrysler Pacifica Hybrid. It arrived way back in 2017 and currently delivers 32 miles of EV range for $40,000.

More recently, they’ve added the technology to the Jeep brand with 4Xe versions of the Jeep Wrangler for $52,000 and the Grand Cherokee at $61,000. And their most recent setup has just arrived in the compact crossover segment with 33 miles of battery in both the $45,000 Alfa Romeo Tonale and the $42,000 Dodge Hornet R/T.

All of this started with the Toyota Prius of course, which you can now get a Prime version of for $34,000 with a 2.0-liter I4 and 40 miles of range. The RAV4 Prime goes for $45,000 getting 42 miles. Plus, there’s a trio of Lexus PHEV’s rolling with bigger batteries on board, the NX450h+, the RX450h+, and the TX550h+, starting around $58,000.

Volkswagen PHEVs stick to their premium brands, starting with the $58,000 2.0-liter I4-based Audi Q5 55TFSI e quattro SUV with 22 miles of battery range.

Bentley adds electric-motor assistance to a 2.9-liter twin-turbo V6 for both the $206,000 Bentayga SUV, which gets 18 miles of EV range, and the $217,000 Flying Spur sedan, which stretches it to 21 miles. That same setup is available at Porsche in E-hybrid versions of both the $93,000 Cayenne SUV and $110,000 Panamera sedan, getting up to 19 miles on battery power.

Finally, Volvo has had a plug-in version of their turbocharged 2.0-liter I4 since the T8 arrived with the XC90 back in 2016. Now with a Recharge label, an updated version is available in just about every vehicle in their lineup; the S60 and S90 sedans, XC60 and XC90 SUVS, and yes even in the V60 wagon, starting around $53,000 with up to 40 EV miles.

So, there you have it, the Bs-to-Vs of PHEVs. They really are an easy way to live the EV lifestyle today, without going all the way.