Nissan launched the Rogue Hybrid in January this year and by the time it recently arrived at the Roadshow HQ garage, I completely forgot about it. With just a 5 or 6 mpg advantage over the standard Rogue (and only 2 mpg better on the highway), it doesn’t look very interesting on paper and to be honest, pretty easy to forget and a slight boost that’s easy to lose between a larger vehicle with mid-cycle styling upgrades.
Then again,is indeed a pretty good starting point with quite good performance, cargo area, efficiency and technology. It’s not my favorite choice in class, but it’s still a very solid one. So even a slight bump in performance and performance would put the Rogue Hybrid in a pretty good, even better position considering our 2017.5 Nissan Rogue Hybrid SV for just $ 1,000 more expensive than with the non-hybrid SV AWD model.
The biggest change coming to the Rogue Hybrid happens under the hood, where the standard 2.5-liter engine has been replaced by a smaller 2.0-liter engine that makes 141 hp and 144 torque. pound-feet. The smaller engine is paired with an electric motor that adds 30 kW (about 40 hp) and 118 pound-feet of torque.
The hybrid system’s combined peak power is 176 hp 6 ponies higher than the larger standard petrol engine, but it feels less torque. Since Nissan doesn’t announce maximum hybrid torque – the hybrid math isn’t as simple as adding pound-feet – I can’t confirm my suspicions. I do note that the Hybrid feels less off-line response than the standard Rogue, but I’m not sure if that’s the cause for the electric train or the added weight (around 200 pounds).
In the initial moment accelerating from a stop – when the electric engine is operating alone – the Hybrid feels a bit awkward and hesitant. Only when the petrol engine starts does the SUV begin to feel alive and ready to get up and go. What really excites me about this tram is the inconsistent throttle feel around town. Start with insufficient throttle and end up releasing the throttle too hard when the gas engine starts, resulting in a sudden acceleration. It’s a bit annoying, but it’s not the end of the world and with a lot of patience I finally get to know the Hybrid’s sweet position.
Like the standard Rogue, the Hybrid is based on a front-wheel drive architecture, but is available with optional all-wheel drive. Checking that box yields the FWD Hybrid’s EPA fuel economy estimate of 34 cities, 33 highways and 35 mpg combined down to 31 cities, 34 highways and 33 combined – a drop of about 2 mpg on board. That said, I ended my comfort test week with a disappointing average of around 26 mpg combined.
Regardless of the engine chosen, all Rogue models feature a Nissan Xtronic Continuous Variable Transmission (CVT), which avoids fixed gear ratios that favor infinitely variable ratios. Nissan has proven they can make a good CVT gearbox with the standard Rogue and it’s fine here on hybrids too, with no hunting cases and any rubber bands that tend to do less harm to less examples of this drive system.
A little less cargo capacity
The standard Rogue is a fairly spacious small SUV. So spacious that there is even an option for a third row of seats. The Hybrid model, not too much, thanks to the lithium-ion battery pack.
The battery bank is located under the floor of the rear cargo area where there will be the Split-N-Hidden (eye roll) storage space of the standard model. This means the Hybrid takes about 12 cubic feet of maximum cargo capacity and cannot be equipped with the Family Package’s third row option. It still has a very respectable 27 cubic foot trunk for your belongings behind the second row, so it’s not a complete loss and the rest of the cabin is just as spacious as a non-hybrid car.
Speaking of the rest of the cabin, I have a little nitpick with the Rogue Hybrid’s ergonomics. Overall, it’s a comfortable place to sit, but Nissan has installed most of the buttons for the four-wheel drive, lift doors, steering mode, and a driver assistance system below the dashboard at the knees. left of the driver. I couldn’t see them down there without craning my neck, which is fine for most of them. I will not open the elevator doors on the highway. However, I just don’t understand why at least the drive mode buttons – which are used to press while driving – are not on the center console, where they can be accessed without looking too far away. .
A 5-inch screen sound system is standard equipment for the Hybrid SV, but our example comes equipped with an optional Premium package that adds almost all bells and whistles available for $ 2,870.
One of the highlights is the upgraded 7-inch NissanConnect infotainment system. Along with the larger display, the owners also get good navigation software with voice recognition. The system supports Siri Eyes-Free connection when paired with an iPhone device, but does not integrate actual Apple CarPlay or Android Auto on a smartphone. Instead, Nissan offers very basic integration with several apps including Pandora, iHeartRadio, and Facebook. There’s also the ability to search for destinations online through Google when connected to the car manufacturer’s smartphone app. Overall, the NissanConnect hasn’t changed much since this generation’sand starts to feel very outdated.
Along with infotainment features, the Premium package adds a large panoramic sunroof, motion-activated power windows, Bose audio and Nissan’s surround-view camera system, combined with the power supply. data from four cameras mounted around the Rogue Hybrid into a 360 degree view of the area around the vehicle. With motion detection software, the camera can also alert the driver if they get too close to people or pets.
This complements the standard SV-level equipment the Rogue Hybrid has available, including blind spot monitoring, rear cross-traffic alert and pre-travel warning with automatic emergency braking.
The Rogue Hybrid is also available in the SL version, which adds leather trim and LED headlights with automatic high beams and turns multiple SV Premium package options into standard features.
Every bit counts
About the best I can say about the Rogue Hybrid that hasn’t been talked about yetAt least it doesn’t cost much more. The 2017 Nissan Rogue Hybrid SV (technically, 2017.5 model) starts at $ 26,640, just $ 1,000 premium. Add $ 1,350 for all-wheel-drive, $ 2,870 for that Premium package, and a $ 960 destination charge to reach our tested price tag of $ 31,820.
With such a low hybrid premium, many drivers should go ahead and check that box if you’ve already set up a Rogue. Using EPA’s standard calculation of 15,000 miles annually and current fuel prices, the Hybrid electric train will start to pay for itself within five years of ownership – sooner, if you drive more annual miles so conservative estimate.
If you haven’t sold the Rogue yet, there are attractive alternatives to the Rogue Hybrid, including. Even Honda’s non-hybrid, turbocharged CR-V falls within a few mpgs of Nissan’s fuel-suction estimates, but is much more pleasant, offering much better technology, performance and comfort.