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 Mercedes-Benz E450 4MATIC
E Class Is At The Head Of The Class
The Mercedes-Benz E-Class has set the standard for midsize luxury sedans for more than 75 years now. But things are changing rapidly in the auto industry, and even Mercedes-Benzes can’t sit around and rest on their laurels. So, a new E-Class has to be something truly special. Well, let’s find out if this one is.
Few cars have as much history as the Mercedes-Benz E-Class. Yet it continues to play an essential role in moving the brand ever forward in terms of technology and new design elements. 2024 launches the sixth generation of this midsize luxury sedan.
It looks much like a scaled-down version of the flagship S-class, with stately proportions, fine details, and elegant lighting. But that also means it gets the same retractable door handles, which, to be honest, have outlived their novelty. We get it, aero efficiency, wow factor, but sometimes it’s a hassle waiting for them to deploy, not to mention wintertime when there’s a fresh coating of ice covering them.
No such reservations inside, where an open airy feel, supple leather, and natural grain wood trim are just the starting points of a very luxurious journey. Along the way, you’re immersed in active ambient lighting that will have you feeling like you just got transported to some alternate universe every time you get behind the wheel. Even with very high expectations going in, we were not disappointed in any way.
Rear seat room is plentiful, while fronts are more Euro firm than plush; the gauges look fantastic, and Benz’s augmented reality navigation in the gauge cluster is still one of the best setups in the business. Not to mention the available Superscreen, which not only gives the passenger their own screen but blends it all together into one amazing-looking dash-wide display.
It’s all run by a new third generation of the Mercedes-Benz User Experience, with virtually everything now software driven instead of hardware-based, meaning just about anything can be updated at any time. It includes way more features and gadgets than we had time to fully explore, and, yes, that includes an in-dash selfie cam.
Even with very high expectations going in, we were not disappointed in any way.
An E 350 is the base model, equipped with a 255-horsepower 2.0-liter I4 turbo sending power to the rear wheels. This E 450 comes standard with 4MATIC all-wheel drive, along with a 3.0-liter inline-six turbo tuned to 375 horsepower and 369 lb-ft of torque. Both engines are aided by a 48-volt mild-hybrid system and work with a nine-speed automatic transmission.
Thanks to comprehensive drive modes, the E-Class’s ride can be as smooth or as sporty as any midsize luxury car out there, and it continued to impress when it came time to get some numbers at Mason Dixon Dragway.
Here, the ‘E’ put some serious power down in a hurry, as we were off to 60 in just 4.2 seconds. Great all-wheel-drive grip too, with almost immediate thrust throwing us back in the seat a little as the car pounced off the line with just a slight chirp of the tires, and it kept pulling strongly all the way down the track. Automatic shifts were very aggressive at first, but they seemed to smooth out in higher gears towards the end of the track, with our best quarter-mile run coming in at 12.8 seconds and 109 mph.
The 450 did great in our handling course too; turn-ins were quick and direct with all-wheel-drive delivering plenty of grip, feeling highly composed and classy throughout the whole exercise.
If stability systems or torque vectoring were happening, it was so far in the background that it was hardly noticeable. What we could really notice is the four-wheel steering. It leaps into action with urgency at times, pivoting you much quicker than you may be expecting. It’s part of an optional Airmatic package which also includes active dampers. Those dampers aided in delivering very calm and stable stops from 60 in our panic braking test, averaging just 99 feet with minimal nosedive.
Government Fuel Economy Ratings with the six-cylinder are 22 City, 31 Highway, and 25 Combined. We averaged a good 28.2 mpg of Premium. Rating an average Energy Impact Score, using 11.9-barrels of oil yearly, with 5.9-tons of CO2 emissions.
E-Class pricing starts with the 350 at $63,450, the 450 4MATIC begins at $69,250.
So, the new E-Class, and specifically our 2024 Mercedes-Benz E 450 4MATIC, does not exactly present a bargain scenario, but it is a perfect example of “you get what you pay for” situation. With 75 years of setting the standard in the midsize luxury sedan field behind them, Mercedes-Benz is not looking back, they’re pushing the brand forward with new levels of luxury and tech. All to make the premium Mercedes-Benz experience more desirable than ever.
Specifications
As Tested
- Engine: 3.0-liter I-6 turbo
- Transmission: 9-speed automatic
- Horsepower: 375
- Torque: 369 lb-ft.
- EPA: 22 City | 31 Highway | 25 Combined
- 0-60 mph: 4.2 seconds
- 1/4 Mile: 12.8 seconds and 109 mph
- Braking, 60-0: 99 feet (avg)
- MW Fuel Economy: 28.2 mpg (Premium)