2021 Nissan Rogue

The first year of the T33 generation used the new direct-injected 2.5L four-cylinder, rated at 181 hp. The 201 hp 1.5L VC-Turbo didn't arrive until MY2022.

181 lb-ft from a naturally aspirated four-cylinder is modest next to turbocharged rivals such as the CX-5 Turbo and Escape 2.0T.

Instrumented tests of the 2021 2.5L Rogue put it at about 8.2–9.2 seconds to 60, which is slow for the class.

The 2.5L is smooth and quiet at low speed, but it feels strained and gets noisy when merging or passing, and reviewers called it underpowered.

The Xtronic CVT uses simulated steps and is smooth in everyday driving, but it drones under full throttle. The updated CVT with a wider ratio spread and lower friction only came with MY2022.

The 2021 Rogue tows only 1,350 lbs, enough for a small utility trailer. The rating rose to 1,500 lbs with the 2022 VC-Turbo.

Intelligent AWD is an option on every trim from S to Platinum. AWD models add Off-Road and Snow modes to the drive-mode selector, but there is no low range or torque vectoring.

About 8.2 in of ground clearance and an AWD Off-Road mode make the Rogue fine on gravel and snowy roads. It has no dedicated off-road trim, underbody protection or lockers; Rock Creek arrived only with the 2024 facelift.

Every 2021 Rogue uses the same 2.5L/CVT, with only a FWD or AWD choice. No turbo, hybrid or plug-in was offered, while the RAV4 and CR-V had hybrids.

The new-generation 2.5L improved on the 2020 Rogue by 2 MPG with AWD. 29 MPG matches the CR-V AWD and beats the RAV4 AWD gas model.

26 MPG city with AWD is solid for a non-hybrid compact SUV.

33 MPG highway with AWD is strong for a gas compact SUV.

The small 14.5-gallon tank holds the range to about 420 miles despite the better fuel economy, which is average for the class.

The EPA's current annual fuel-cost estimate is $2,250 for the AWD model on regular fuel.

Every trim runs on regular unleaded, so there is no premium-fuel cost.

NHTSA rates every 2021 Rogue (FWD and AWD) 4 stars overall. Rogues built early at the Kyushu plant scored only 2 stars for the front passenger and 3 stars frontal overall; Nissan redesigned the passenger restraint for later builds, which improved them to 4-star frontal.

It earned the 2021 IIHS TOP SAFETY PICK+ with Good ratings in every test that year's award counted: driver and passenger small overlap, original moderate overlap, original side, roof and head restraints. Later, tougher protocols rated it Marginal in the updated moderate overlap test (rear passenger) and Acceptable in the updated side test, so it doesn't get the top of the band.

Nissan Safety Shield 360 is standard on every trim: AEB with pedestrian detection, blind spot warning, rear cross traffic alert, lane departure warning, high beam assist and rear automatic braking. Rear Door Alert and Intelligent Driver Alertness are standard too. Adaptive cruise (ProPILOT Assist) is missing only from the base S, and the volume SV trim has it standard.

The standard system avoided collisions in both IIHS vehicle-to-vehicle tests (12 and 25 mph) and earned Superior for daytime pedestrian detection. IIHS didn't run its nighttime pedestrian test on this model year, so there is no night result to push the score higher.

Blind spot warning, rear cross traffic alert and rear automatic braking are standard on all trims, so reversing gets real braking intervention. On the volume trim, blind-spot coverage only warns: active Intelligent Blind Spot Intervention is limited to upper trims, and there's no safe-exit alert.

Lane departure warning is standard, and ProPILOT Assist adds lane centering from the SV trim up. Reviewers found it generally helpful on the highway but noted occasional wandering and hands-on nag warnings; the base S has no lane centering at all.

ProPILOT Assist (SV and up) gives full-speed-range adaptive cruise with stop-and-go and lane centering. SL and Platinum add Navi-link, which uses map data to slow for curves, junctions and exits, a feature few in the segment had in 2021. Reviews called it capable but still hands-on, with some rough edges.

No hands-free system is offered on any trim. ProPILOT Assist, including the Navi-link version, requires hands on the wheel, and hands-off ProPILOT Assist 2.0 was sold only on the Ariya and never on the Rogue.

One LED reflector headlight is fitted to every trim, and IIHS rates it Good with no excessive glare. High beam assist is standard. The only thing missing is curve-adaptive lighting.

The boxier third-generation body has a tall glasshouse and good forward and side sightlines, though the thick rear pillars and a smallish rear window leave typical compact-SUV blind zones over the shoulder. The Intelligent Around View Monitor makes up for that on SL/Platinum and on the SV with the Premium package, but not on the base car.

IIHS gives the LATCH setup its top 'Good+' rating: two full LATCH positions plus a third with a tether and borrowed lower anchors, all easy to find with nothing that could be mistaken for an anchor. The compact rear bench still makes three seats across a squeeze.

The 2021 (T33) Rogue is strictly a two-row, five-seat SUV; the previous generation's optional third row was dropped.

41.1 in of front headroom without the moonroof is generous for a compact SUV.

41.5 in of front legroom is adequate but on the short side of the compact band; CR also notes the console intrudes on the driver's right knee.

39.2 in of second-row headroom is competitive with the CR-V and RAV4.

38.5 in is adult-friendly and helped by rear doors that open almost 90 degrees, though CR notes short thigh support and it trails the CR-V.

No third row on any 2021 Rogue trim — the optional third row of the prior generation was discontinued; scored low per the two-row SUV rule.

The volume SV lacks the Divide-N-Hide adjustable floor, so it is rated at 31.6 cu ft behind the rear seat; the 36.5 cu ft figure widely quoted applies only to SL and Platinum.

74.1 cu ft with the rear seat folded is mid-pack, above the RAV4 and a little behind the CR-V.

The floating console with butterfly lid, the under-console shelf freed up by the electronic shifter and 32-oz door pockets are genuinely useful, but the clever Divide-N-Hide cargo system is SL/Platinum only and the SV has no 120V outlet.

Nissan's Zero Gravity front seats proved comfortable over hours of driving and the SV adds an 8-way power driver seat with power lumbar, but CR found the rear bench short on thigh support.

KBB calls it the Rogue's best-driving and most plush version yet, while CR notes an underlying firmness that makes passengers aware of broken pavement — composed and comfortable, not segment-leading.

CR rates the cabin one of the quietest in the class with muted road and wind noise, thanks to thicker engine insulation and a better-isolated multilink rear; the CVT can drone under hard acceleration.

Dual-zone auto climate and remote engine start with Intelligent Climate Control are standard on the volume SV, but heated front seats and wheel need the SV Premium Package; class-exclusive tri-zone arrives on SL and heated rear seats only on Platinum; no ventilated seats.

All-new third-generation Rogue opened at $25,650 for the S FWD; destination figures in secondary sources range $1,095–$1,150, the lower (Nissan-cited) figure is used.

The SV is the volume/value-pick trim and AWD is the common configuration; AWD is a $1,400 option on every 2021 trim.

CarEdge's model-wide maintenance projection is low; repairs (including CVT exposure after the 3-yr/36k basic warranty) lift a combined maintenance+repair estimate to mid-segment, consistent with adjacent Rogue model years.

Rogue residuals trail Toyota/Honda/Subaru compact SUVs; the 2021 model's 5-year window is now complete and tracks the ~50% industry projection.

Nissan's basic coverage is the segment minimum.

Standard mainstream powertrain coverage, well short of Hyundai/Kia's 10 yr/100k.

No factory prepaid scheduled maintenance on the 2021 Rogue; perks are limited to roadside assistance for the basic-warranty term and connected-service/satellite radio trials, behind Toyota's ToyotaCare.

$29,835 volume-trim price minus its estimated resale value after 5 years (50% retained, or about $14,918) leaves about $14,918 in depreciation. Add the projected $5,600 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $20,518 in total.

The 2021 Rogue is the launch year of the T33 generation. J.D. Power and Consumer Reports rate the redesign around to slightly above average, but CR owner surveys flag trouble spots in brakes, infotainment, power equipment and suspension, and KBB owners name reliability as its weakest attribute. That is a mixed-signals result, behind the CR-V and RAV4.

Nissan is a mid-pack brand. It sat near the bottom of CR's brand table in the early 2020s and has since climbed to mid-table. Its J.D. Power three-year dependability runs slightly below the industry average, while its initial quality is strong among mass-market brands.

The launch-year 2021 Rogue has nine NHTSA campaigns, a heavy count for one model year. They include a fuel-pump failure that can stall the engine, two rear brake-caliper fluid-leak recalls, a fuel hose and tank lock-ring fault, and a child-seat tether weld defect, plus infotainment, camera and rear-belt faults. None is a systemic engine or transmission recall. The VC-Turbo bearing recall 25V437 lists the 2021 Rogue, but it applies only to the 1.5L VC-Turbo, which the US 2021 Rogue did not offer (it has the 2.5L PR25DD). Because the count and severity are high even though nothing is systemic, it scores just under the typical band.

The 2021 is the only US model year of the T33 with the new direct-injected 2.5L PR25DD (181 hp) and a revised Xtronic CVT. The engine is a conventional naturally aspirated four with no recall or systemic failure pattern, and it avoids the unproven VC-Turbo that replaced it for 2022. Nissan's CVT family still has a mixed long-term durability record, so it scores as a newer powertrain with a mixed history.

Reviewers praise the T33 cabin as above class for materials, with good soft-touch coverage and quilted semi-aniline leather on the Platinum. The volume SV uses cloth and more hard plastic in low-touch areas, so it is not class-leading.

Nissan's brand-level initial quality is strong, and reviews show no rattle or panel-gap pattern. As a launch year, though, the 2021 had many assembly escapes: missing caliper bushings, mis-welded tether wires, wrong wheel nuts, an unseated fuel-tank lock ring and rear-belt faults. That keeps it at the lower end of the generally-solid band.

Nissan's network of roughly 1,000 US dealers gives nationwide coverage. Its service satisfaction runs at or below the mass-market average, and there is no complimentary scheduled maintenance.

The Rogue is one of the best-selling US SUVs, so routine parts are abundant and cheap. The conventional 2.5L avoids the specialized VC-Turbo engine work of later years, but a CVT replacement remains an expensive, dealer-territory tail risk.

The volume SV uses the 8.0-inch NissanConnect touchscreen; the class-leading-at-launch 9.0-inch unit is limited to Platinum and the SL Premium Package.

CR praises simple-to-read fonts flanked by physical volume and tuning knobs, and physical climate controls remain; graphics on the 8-inch unit are dated and the electronic shifter takes getting used to.

Wired Apple CarPlay and Android Auto are standard; wireless CarPlay (late availability) is limited to Platinum and the SL Premium Package, and Android Auto is wired-only on every 2021 trim.

The volume SV has basic voice recognition and relies on phone projection (Google Maps/Waze) for navigation; Door-to-Door Navigation with online traffic is only on Platinum and the SL Premium Package.

The SV's six-speaker system is merely adequate (the S has four); a 10-speaker Bose system with dual-driver subwoofer is available only on SL (package) and Platinum.

Lower grades get a 7.0-inch center display between analog gauges; the 12.3-inch fully digital Digital Dashboard is Platinum-only.

No whole-vehicle or feature OTA on the 2021 Rogue; connected map updates come only with Door-to-Door Navigation on Platinum/SL Premium.

NissanConnect Services (remote start, lock/unlock, locate, alerts) and a Wi-Fi hotspot come on SV and above, but after a trial they are subscription-gated through SiriusXM and there is no digital key.

The SV has one USB-A and one USB-C up front plus two rear charge-only ports; the 15W wireless charging pad is Platinum-only and there is no 120V outlet.

From the volume SV, Intelligent Key extends proximity unlock to all four doors with push-button start and remote engine start; a power liftgate needs the SV Premium Package and the hands-free Motion Activated Liftgate starts at SL. No phone-as-key.

A rear camera and rear sonar are standard; Intelligent Around View Monitor is on SL/Platinum (SV via package) and front/rear sonar comes only with the SL Premium Package or Platinum.

A 10.8-inch full-color head-up display — one of the largest in the segment — is standard on Platinum only, out of reach of volume-trim buyers.

Rear doors opening almost 90 degrees, LATCH rated Good+, child-seat installation in all three rear positions, rear-door Intelligent Key access and a butterfly console for pass-back make family duty easy; the SV's 31.6 cu ft hold is a little tight for strollers plus groceries.

Safety Shield 360 (AEB with pedestrian detection, blind-spot, rear cross-traffic, rear auto braking, lane departure) plus Rear Door Alert are standard and ProPILOT Assist is on the volume SV; IIHS named it a Top Safety Pick+, though NHTSA rated it only 4 stars overall.

Rear vents, rear USB ports on SV, a quiet cabin and Zero Gravity seats suit long trips for four, but heated front seats need a package, tri-zone and heated rear seats are SL/Platinum only, and the SV's hold behind row two is 31.6 cu ft.

A relaxed commuter: smooth CVT tuning that mimics shifts, a quiet cabin, good visibility and ProPILOT Assist with stop-and-go hold on the volume SV, which KBB found made heavy freeway traffic less stressful.

28–29 MPG combined AWD (29–30 FWD) on regular fuel is ordinary for a gas compact SUV, and there is no hybrid to match the RAV4 or CR-V hybrids; CR measured 25 MPG overall.

A 183-in footprint, a tight 35.4-ft turning circle and an upright glasshouse make it easy to park; the SV has a rear camera and rear sonar, with Around View Monitor only via package or on SL+.

Not a work vehicle: towing is only 1,350 lbs on every trim, far below the RAV4's 3,500 lbs, and the 181-hp CVT drivetrain has little reserve under load.

The 2.5L PR25DD four-cylinder is a simpler, one-year-only engine, but the Xtronic CVT carries Nissan's long-running durability reputation concerns and nothing in the package is built for hard use.

Four floor tie-down hooks and an easy-to-wash cargo liner are standard, but roof rails need the SV Premium Package or SL, there is no 120V outlet and no commercial upfit ecosystem.

Zero Gravity seats KBB found comfortable over hundreds of miles, a quiet cabin and ProPILOT Assist on the SV make it a good mile-eater, with roughly 420 miles from the 14.5-gal tank; it strains when passing at speed.

Intelligent AWD with a new electro-hydraulic clutch and Off-Road/Snow modes plus 8.2 in of clearance handle gravel and trailheads, but the 1,350-lb tow limit and 100-lb roof rating rule out most toys.

A 60/40 folding bench and 74.1 cu ft maximum swallow normal luggage, but the volume SV's 31.6 cu ft seats-up hold is small for the class and Divide-N-Hide and remote-fold levers are SL/Platinum only.

CR found the new platform taut and agile with quick turn-in and minimal body roll, and Vehicle Motion Control helps tighten lines; secure and competent, but not as rewarding as a CX-5.

Quick 14.3:1, 2.5-turn electric steering with speed-variable assist feels precise and light for parking, but communicates little as cornering loads build.

Four-wheel disc brakes with brake assist and an easy-to-modulate pedal; no 2021-specific instrumented stopping distance was retrieved, so it is held mid-band.

The 181-hp 2.5L four with CVT is smooth and CR says the CVT does an excellent job mimicking stepped shifts, but acceleration is unexciting and power only just enough; Eco mode notably mutes throttle response.

Unlike the thrummy three-cylinder that replaced it for 2022, the four-cylinder is well insulated and quiet at cruise, though the CVT drones under hard acceleration.

A 35.4-ft turning diameter is tight for a compact SUV, making the Rogue easy to maneuver in lots.

Zero Gravity seats, an 8-way power driver seat with lumbar on SV, good sightlines and physical knobs help, but CR notes the console intrudes on the driver's right knee and the low center vents are awkward.

Tidier handling than before, but the modest 181-hp CVT drivetrain and comfort-first tuning make it a pleasant appliance rather than a car to take the long way home in.

Even the base S gets Safety Shield 360 (AEB with pedestrian detection, blind-spot, rear cross-traffic auto braking, lane-keep), LED headlights, an 8-inch touchscreen with Apple CarPlay/Android Auto; the SV adds ProPILOT Assist — generous for the class.

Strong interior and feature content at ~$29.8k for an SV AWD, offset by a modest 181-hp 2.5L/CVT (replaced after one year by the 201-hp VC-Turbo) and below-par residuals.

Four well-spaced trims (S, SV, SL, Platinum) with AWD on every trim and two premium packages, but a single gas powertrain and no hybrid while RAV4/CR-V/Escape offer electrified options.

The redesign lifted Rogue volume to roughly 285k units in 2021, keeping it in the compact-SUV top tier behind only RAV4 and CR-V.

Nissan's mainstream image had been dented by fleet-heavy sales and CVT reliability reputation; the new Rogue improved perception but resale still lags Toyota/Honda.

Launch-period incentives existed early in the model year, but the 2021 chip shortage pushed industry transaction prices to or above MSRP from mid-2021, limiting deals.

2021 was the first year of the all-new T33 generation on a new platform, though its carry-over-style 2.5L engine was superseded after one year.

Widely praised as a big step up in interior quality and tech; earned IIHS Top Safety Pick+ and several secondary awards, though reviewers still preferred CR-V/RAV4/CX-5 for powertrain and driving.