2017 Nissan Rogue

2017 is the mid-cycle facelift of the second-generation (T32) Rogue. The gas 2.5L four carries over unchanged at 170 hp, below the CR-V 1.5T (190) and near the floor of the SUV band. The new Rogue Hybrid is the range max at 176 hp combined.

175 lb-ft arrives high in the rev range at 4,400 rpm. That is typical for a naturally aspirated compact SUV and behind turbo rivals that make similar torque much lower down.

Instrumented tests of the 2017 2.5L cluster around 9 s, which is among the slowest in the mainstream compact SUV class. The CR-V 1.5T runs about 8 s.

The 2.5L is quiet and smooth at a steady cruise. It feels strained and buzzy when merging or passing with a load aboard, and reviewers consistently call it underpowered for the Rogue's size.

The Xtronic CVT is smooth and shock-free around town. Under hard throttle it holds high revs with drone and a rubber-band feel, typical of Nissan's CVTs of this era.

A 1,000 lb rating covers only the lightest utility trailers. It sits at the floor of the SUV band, below the 1,500 lb CR-V and RAV4.

Intelligent AWD with a driver-selectable AWD Lock is optional on every trim (S, SV, SL). It is a basic on-demand system with no terrain modes, low range or torque vectoring.

About 8.2–8.4 in of ground clearance and AWD Lock handle gravel and snowy roads. There is no off-road trim, skid plating or terrain selector, so this is a pavement-first crossover.

For 2017 the Rogue offers two powertrains: the 2.5L gas four and the new Rogue Hybrid (2.0L plus electric motor, SV/SL), each in FWD or AWD. That is broader than the gas-only 2020 Rogue, but there is no turbo or plug-in option.

The EPA rates the 2017 Rogue AWD at 27 MPG combined and the FWD at 29. That is mid-pack for a gas compact SUV of its era.

25 MPG city with AWD (26 with FWD) is typical for a naturally aspirated compact SUV.

32 MPG highway with AWD (33 with FWD) is a strong figure for the class at the time. It is 1 MPG better than the AWD rating the same drivetrain earned for 2020.

A small 14.5-gallon tank at 27 MPG combined gives about 392 miles for the AWD, which is below average for a gas compact SUV.

The EPA estimates $2,400 a year for the AWD and $2,250 for the FWD on regular fuel, which is middling for the class.

The naturally aspirated 2.5L runs on regular unleaded on every trim, and no premium is recommended.

The facelifted 2017 Rogue earned 4 stars overall in both drivetrains. A 3-star passenger-side frontal result and a 4-star rollover rating held it below the 5-star overall scores many compact-SUV rivals posted.

It was a 2017 Top Safety Pick+, but only with the optional front crash prevention and the LED projector headlights from the SL Premium Package. Every crash test IIHS ran was rated Good. The passenger-side small-overlap test was not yet part of the program.

The base S has no active safety systems beyond a rearview camera. The volume SV adds blind-spot warning and rear cross-traffic alert as standard, and gained Forward Emergency Braking only with the mid-year 2017.5 update. Pedestrian-detecting AEB, adaptive cruise and lane departure warning/prevention were limited to the SL Platinum Package. AEB became standard on every trim only for 2018.

Where fitted, both the plain FEB system and the version with pedestrian detection earned IIHS's top Superior rating in the vehicle-to-vehicle test. There is no IIHS pedestrian or nighttime result. The Center for Auto Safety petitioned NHTSA over phantom-braking complaints on 2017–18 Rogues.

Radar blind-spot warning and rear cross-traffic alert are standard on the volume SV and the SL but are missing from the base S. Both systems only warn the driver: there is no steering or braking intervention, and no safe-exit alert.

The volume SV has no lane assistance at all. Lane departure warning and brake-based Lane Departure Prevention come only in the top SL Platinum Package. Nothing offers lane centering: ProPILOT Assist arrived in 2018.

The volume SV has conventional cruise control only. Radar Intelligent Cruise Control was newly optional for 2017, available only in the SL Platinum Package, and did not offer the full-speed stop-and-go capability that ProPILOT added in 2018.

There is no hands-free or even hands-on steering-assist system. ProPILOT Assist did not arrive until the 2018 model year.

The halogen headlights on the S, SV and base SL were rated Poor by IIHS. The only better lamps, rated just Acceptable, are the LED projectors in the SL Premium Package. High beam assist is limited to the SL.

It has an upright greenhouse and decent forward sightlines. The thick D-pillars and a sloping rear window create rear-quarter blind zones. The volume SV relies on a rear camera plus blind-spot warning; the 360-degree Around View Monitor is limited to the SV Premium and SL.

IIHS rated the LATCH hardware Marginal. The lower anchors sit too deep in the seat cushions, only two positions have full hardware, and the rear center has a tether only. Wide-opening rear doors and a sliding, reclining second row help somewhat.

The volume 2017 Rogue is a two-row five-seater; a 50/50 third row was a low-take option on S and SV (not SL or Hybrid) in this final year before it was dropped for 2018.

Generous front headroom for a compact SUV without the moonroof.

Class-typical front legroom.

Second-row headroom is comfortably mid-pack for the segment.

Good second-row legroom with a sliding bench that trades legroom for cargo.

The volume 5-seat Rogue has no third row; the optional S/SV third row is child-only token seating (31.4 in legroom, 34.6 in headroom) that Nissan dropped the next year.

Nissan quotes 32.0 cu ft behind the second row in its rearmost position; sliding the bench forward raises it to the 39.3 cu ft figure most retail spec sites list.

A competitive maximum for a compact SUV of this era.

The Divide-N-Hide cargo system (18 configurations) and the EZ Flex fold-flat front passenger seat that takes an 8-ft ladder are genuine standouts. Everyday bins are ordinary and there is no household outlet.

Nissan's Zero Gravity front seats are widely praised for long-drive comfort, and the rear bench slides and reclines. Some find the seatbacks flat, and the front passenger seat is only 4-way manual.

Reviewers call the ride supple and composed over rough roads, even on 18–19 in wheels, with modest body lean. It is comfort-tuned rather than class-leading.

The 2017 refresh added damping, thicker seals and thicker rear door glass, bringing road and wind noise to class average. The 2.5L still drones under hard throttle.

Dual-zone automatic climate and a power driver seat are standard on the volume SV, and second-row vents are standard. Heated seats, the heated wheel and remote start are package or SL items, and no trim offers ventilated seats or rear seat heaters.

The facelifted 2017 Rogue started at $23,820 before destination for the S FWD, which put it at the low end of the mainstream compact SUV class.

The SV was the volume trim and most buyers chose AWD. At about $27,500 delivered it undercut a comparably equipped CR-V EX AWD or RAV4 XLE AWD.

Routine service on the 2.5L QR25DE is cheap. However, the second-generation Rogue's Jatco CVT has a documented record of failures after the warranty ends, which pushes projected repairs to mid-class or slightly worse.

Heavy rental and fleet volume plus deep incentives kept residuals well below the CR-V and RAV4, which hold closer to 60%. The 2021–22 used-car price spike temporarily inflated real-world values for this model year.

Nissan's basic coverage is the industry baseline, 3 years / 36,000 miles. That matches Honda and Toyota and trails Hyundai and Kia's 5 years / 60,000 miles.

Nissan's powertrain coverage of 5 years / 60,000 miles is at the bottom of the band, a real exposure given this generation's CVT reputation.

The Rogue included no complimentary scheduled maintenance, which put it behind ToyotaCare's 2 years / 25,000 miles. Owners got roadside assistance for the basic-warranty term plus a SiriusXM trial on equipped trims.

$27,530 volume-trim price minus its estimated resale value after 5 years (47% retained, or about $12,939) leaves about $14,591 in depreciation. Add the projected $5,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $20,391 in total.

The 2017 Rogue is the mid-cycle facelift of the second generation (T32). Model-specific ratings are around or slightly above average, but the CVT complaint history and the 2017–2018 phantom-braking investigation keep it below the later T32 years.

In this era Nissan sat mid-pack to slightly below average in dependability studies, and its CVT reputation weighed on its brand standing. It was never a top-5 brand.

The 2017 Rogue carries more recall activity than later T32 years, including a year-specific water-intrusion harness corrosion recall and the fleet-wide jackknife-key campaign, and it sits inside the NHTSA phantom-AEB probe. There are no engine or fire recalls on the gas model.

The naturally aspirated 2.5L QR25DE has a proven high-mileage record. The Jatco Xtronic CVT of the 2014–2018 era, though, has a widely reported history of judder, shudder and early failures, which puts the powertrain at the low end of the middle band.

The cabin is competitive for the class in 2017: a soft-touch upper dash and door tops, the facelift's refreshed trim, and an upscale-feeling SL. Hard plastics appear in lower zones, and the cabin sits a step behind the class benchmarks.

Assembly at Smyrna and Kyushu is generally solid. The 2017 does carry two assembly-quality escapes: rear seat recliner welds and body sealing that lets water reach the dash harness.

The network is dense nationwide, but Nissan's service satisfaction runs around or below the mass-market average.

The Rogue was America's best-selling Nissan and one of the top-selling SUVs, and its QR25DE powertrain is shared widely, so parts are abundant and cheap with broad aftermarket support. An out-of-warranty CVT replacement is the one expensive risk.

The volume S and SV use a 5.0-in non-touch audio display. A 7.0-in touchscreen came only with navigation on SL or the SV Premium Package; Wikipedia records that the SV got it as standard for 2018.

The base 5-in screen does little more than show audio and the camera. The optional 7-in nav unit is small and dated with low-resolution graphics and no pinch-to-zoom, though its physical buttons keep it easy to operate.

Neither Apple CarPlay nor Android Auto, wired or wireless, was offered on any 2017 Rogue. Only NissanConnect Mobile Apps and Siri Eyes Free were available.

Native navigation with Nissan Voice Recognition and SiriusXM Traffic is limited to the SL and the SV Premium Package. The volume SV has only Bluetooth voice and optional Siri Eyes Free, with no phone-projection fallback.

The volume SV gets a basic 6-speaker CD system. The 9-speaker Bose, optional on SV and standard on SL, is well regarded for the class.

Analog speedometer and tachometer flank a standard 5.0-in color Advanced Drive-Assist Display. That is partial digital at best, with no full-digital cluster on any trim.

No over-the-air update capability. Map and software updates were dealer/USB-based on this generation.

NissanConnect Services by SiriusXM (remote lock, horn/lights, vehicle locate, remote start where fitted) is standard only on the SL and subscription-gated. The volume SV has only app integration for streaming, and its remote start works from the key fob, not the phone.

A single front USB port (iPod interface) plus three 12V outlets. There is no rear USB, no wireless charging and no AC outlet.

Intelligent Key proximity entry with push-button start is standard from the volume SV up, and fob remote start was new for 2017. A power liftgate and the new kick-sensor Motion-Activated Liftgate are limited to the SV Premium Package and SL, and there is no phone-as-key.

The rear camera is standard, and an Around View Monitor with Moving Object Detection was available on the SV Premium Package and standard on SL, which was rare in the class for 2017. Low-res screens and no rear sonar on the volume trim hold it back.

No head-up display was offered on any 2017 Rogue trim.

Wide rear doors, a sliding and reclining 40/20/40 bench and 37.9 in of rear legroom make daily family logistics easy. IIHS rates the LATCH Marginal because the anchors sit too deep in the seat, and rear-door alert did not arrive until 2018.

IIHS crash tests are Good across the board and NHTSA gives it 4 stars. Automatic emergency braking and adaptive cruise were SL-package items until the 2017.5 update made FEB and blind-spot warning standard on S, and the headlights on the volume trims rate Poor.

Zero Gravity seats, a supple ride and rear A/C vents suit long trips. Rear amenities are thin, with no rear USB, no rear seat heat and no entertainment, and luggage space with the bench slid back is only about 32 cu ft.

It is easy to drive with a smooth ride and simple controls. The CVT's rubber-band delay, sluggish acceleration and weak rear visibility add friction in traffic.

It returns 29 MPG combined (FWD) on regular fuel with cheap consumables and 17-in tires on the volume SV, about average to slightly better than average for 2017 compact gas SUVs.

A compact footprint and a 37.6 ft turning circle are class-typical, and the optional Around View Monitor helps. Reviewers flag poor visibility, and the volume SV has only a rear camera.

The 1,000 lb tow rating and a strained 170 hp CVT powertrain limit it to hauling light cargo inside. It is not a work tool.

It has a large fleet and rental presence, but this generation's CVT has a reputation for judder and failure, and the interior is not built for abuse.

Divide-N-Hide panels, a fold-flat passenger seat for 8-ft items, roof rails and a cargo 12V outlet help with light jobs. There is no AC power, and upfit support is minimal.

Comfortable seats and a quieter post-refresh cabin make it a decent tourer, with about 420 miles of range (14.5 gal × 29 MPG). Adaptive cruise was limited to the SL Platinum Package, and the engine drones on grades.

Available Intelligent AWD with a lock mode, 8.2 in of clearance and standard roof rails handle gravel roads and bike racks. The 1,000 lb tow limit and lack of power outlets limit its use for camping and toys.

The EZ Flex seating (every seat but the driver's folds), a sliding 40/20/40 bench, 18-way Divide-N-Hide and 70 cu ft maximum give it standout flexibility for its size.

It is secure and resists lean better than expected for a comfort-tuned crossover, and some reviewers call it fairly nimble. Its limits are unremarkable, and it trails the CX-5 and Escape for engagement.

The electric rack has fairly heavy effort and decent on-center feel at moderate speeds, but reviewers say it lacks sharpness and feedback.

Stopping power is adequate, but the pedal is softer than reviewers like. This generation also drew owner complaints and an NHTSA probe over phantom automatic emergency braking on FEB-equipped cars.

The CVT is smooth in gentle driving and improved over earlier Nissan units, but it has a clear rubber-band delay on tip-in. Acceleration from the 170 hp 2.5L is lethargic.

It is quiet at cruise thanks to the 2017 NVH work, but the 2.5L four gets loud and droney under hard throttle as the CVT holds revs.

A class-typical turning diameter.

It has a comfortable seat with lots of fore/aft travel, a tilt/telescope D-shaped wheel (new for 2017) and simple button-heavy controls. Rear three-quarter visibility past the thick D-pillars is widely criticized.

It is a pleasant, practical appliance, but slow acceleration and a CVT drone remove any reason to take the long way home.

The volume SV includes blind-spot warning, rear cross-traffic alert, push-button start, dual-zone automatic climate and heated seats as standard. The base S is sparse, with a small 5-inch display, and no trim offered Apple CarPlay or Android Auto. Automatic emergency braking was optional rather than standard until 2018.

A low sticker price and heavy discounting give fair content per dollar. Against that, the 170-hp CVT powertrain is sluggish, resale is weak and the warranty is short, so the Rogue is fair value rather than a bargain.

The lineup is S, SV and SL, each with FWD or AWD. A new Rogue Hybrid came in SV and SL, and an optional two-seat third row was available on the S and SV. Premium and Platinum packages rounded it out, making this generation's broadest lineup.

The Rogue was Nissan's top seller in 2017, a record year, and at times outsold the RAV4 and CR-V month to month. Its annual total ran close to theirs. The volume leaned heavily on fleet.

Nissan's brand image was neutral to slightly negative, weighed down by its reliance on fleet and incentives and by its CVT reputation. The brand has less loyalty and resale halo than Toyota, Honda or Mazda.

Nissan pushed volume hard in 2017 with some of the industry's largest incentives. Big cash-back offers, 0% financing and cheap leases on the Rogue were common, a clear benefit for buyers.

This was the fourth year of the 2014 generation, freshly facelifted with a new grille, lights and cabin trim and newly available adaptive cruise control and pedestrian detection. It was mid-cycle, with the redesign still four years away (2021).

Reviewers praised its comfort, cargo flexibility and fuel economy but consistently criticized its slow acceleration and CVT drone. It usually ranked mid-pack behind the CR-V, CX-5 and Escape in comparisons and won no major awards.