2014 Nissan Rogue
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.
Specifications
- 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 Honda Ridgeline TrailSport
It Does Truck-Like Things Better Than Ever
Honda brought something truly unique to the pickup truck scene when their mid-size Ridgeline debuted for 2006. In 2017, it moved towards becoming a little more true truck-like, both in form and capability, now with yet another step in that direction for 2024. So, let’s see if the Ridgeline is really hitting its stride.
For 2024, it’s all about making this Honda Ridgeline better than ever. There are styling tweaks outside, along with tech and functional improvements inside, but the biggest news is the Ridgeline has now joined Honda’s TrailSport family of off-road inspired vehicles. This more-true-trucklike, second-gen Ridgeline been around since 2017, receiving periodic updates over the years; but joining the TrailSport family is the biggest leap yet.
Primarily, the TrailSport transformation includes General Grabber all-terrain tires, mounted on new Pewter Gray 18-inch wheels, steel underbody protection, and retuning the strut front, and multi-link rear suspension for added wheel articulation. And while we always appreciate the additional traction of off-road tires, the Ridgeline’s standard i-VTM4 all-wheel drive, with Intelligent Traction Management and snow, sand, and mud settings, was already quite capable of handling all but the most extreme off-roading, ground clearance of just 7.6 inches being it’s only real hinderance.
A 3.5-liter V6 remains under the hood as it has since the Ridgeline debuted for 2006; the current version outputs 280 horsepower and 262 lb-ft of torque, plenty enough muscle to handle its 5,000-lbs. towing capacity. A nine-speed automatic transmission with paddle shifters and bevy of push and pull buttons on the console replaced the six-speed automatic back in 2020.
In addition to adding TrailSport capability, a big focus for this update was making it more user-friendly inside, starting with the central touchscreen growing from 8 to 9 inches. It also gets faster processing speeds, menus have been simplified, and the native navigation system is improved with better graphics. It’s accompanied by a new digital instrument cluster, along with an upgraded center console with more storage space. Unique TrailSport touches include heavy duty floormats, leather-trimmed seats, orange stitching throughout the cabin, and orange ambient lighting.
The Ridgeline continues to offer things available nowhere else in the pickup truck market.
Exterior styling doesn’t exactly shout “macho big rig coming your way,” but the more vertical face and larger grille that arrived for 2021, along with this year’s added TrailSport elements, do continue to toughen up the Ridgeline’s image. The 5’4” bed remains highly functional with no large wheel well intrusions, multiple tie-downs points, lighting and even speakers. And of course, the Ridgeline continues to offer things available nowhere else in the pickup truck market, like the dual-action tailgate, and large, lockable, drainable, underbed storage. Not to mention being able to drive around in true car-like comfort, something we took full advantage of on our way to our Mason Dixon Dragway test track.
There was great grip off the line, with full power arriving smoothly but quickly, helping us to get to 60 in 7.0 seconds flat, a tenth quicker than the last Ridgeline we tested. That power delivery stayed fairly consistent the whole way down the track, barely interrupted by the nine-speed automatic’s smooth shifting. Our best quarter-mile run was 15.5 seconds at 90 mph.
The revised suspension and knobbier tires didn’t really seem to add or detract from handling prowess, as it felt as solid, nimble, and car-like as it always has through our cone course. Perhaps a little less stiff than before, but good feedback, tight steering, and minimal body roll for a pickup, made for a very confidence inspiring experience. In our braking test, we stopped in a respectable average of 123 feet from 60, with only moderate amounts of nosedive and good feel through the pedal.
There is, however, a slight reduction in Government Fuel Economy Ratings with the all-terrain tires; 18-City, 23-Highway, and 20-Combined, our average, right on, at 20.4 mpg of Regular. That’s a slightly below average Energy Impact Score of 14.9 barrels of yearly oil use, with CO2 emissions of 7.4 tons.
TrailSport pricing falls in line just under the Ridgeline’s top Black Edition trim with a starting price of $46,375, about five grand over a base Ridgeline Sport.
So, whether you consider the Honda Ridgeline to be a “real” truck or not, this ruggedly smooth 2024 TrailSport does truck-like things better than ever. And we’re not just talking about the slight upgrade in off-road performance, we’re talking about a flexible bed to help you get chores done, and the ability to tow or haul with comfort and flexibility other trucks can only wish for. It’s why the Ridgeline brings more first-time buyers to Honda than any other vehicle, and why it continues to be a great choice in the growing midsize truck realm.
Specifications
- Engine: 3.5-liter V6
- Transmission: 9-speed automatic
- Horsepower: 280
- Torque: 262 lb-ft
- EPA: 18 City | 23 Highway | 20 Combined
- 0-60 mph: 7.0 seconds
- 1/4 Mile: 15.5 seconds at 90 mph
- 60-0 Braking (avg): 123 feet
- MW Fuel Economy: 20.4 mpg (Regular)
- Max Towing Capacity: 5,000-lbs