2022 Nissan Rogue

2022 is a change year: the 181-hp 2.5L PR25DD four was replaced by the KR15DDT 1.5L variable-compression turbo three on the volume SV AWD and every other US trim. With one engine across the range, 201 hp is also the model-range max. That is competitive for a compact SUV but low in the SUV band.

225 lb-ft is strong for a gas compact SUV, ahead of the CR-V 1.5T (179 lb-ft) and the Forester 2.5 (176 lb-ft), though mid-low in the absolute SUV band.

Car and Driver's 2022 Rogue Platinum reached 60 mph in 7.8 s, only 0.4 s quicker than the 2021 2.5L. That is mid-pack for a gas compact SUV: quicker than a gas CR-V but behind a RAV4 Hybrid.

The VC-Turbo's broad mid-range torque makes around-town driving feel more responsive than in the 2021 2.5L. Reviewers still note three-cylinder coarseness and vibration under load and some lag off the line. Competent rather than refined, similar to the Escape's 1.5L I3.

For 2022 the Xtronic CVT was revised with 17% more ratio spread and 32% less internal friction. It feels natural in everyday driving and uses stepped 'shift' logic under hard throttle, but it still drones when pushed. It is one of the better CVTs in the class.

1,500 lbs covers a small utility trailer or jet skis. That matches the gas CR-V but trails tow-focused compacts (CX-50, Escape 2.0T at 3,500 lbs) and sits near the floor of the SUV band.

Intelligent AWD is optional on every 2022 trim from S to Platinum, and AWD models get a drive-mode selector with Snow and Off-Road modes. It is a conventional on-demand system with no low range or torque vectoring: on par with the CR-V, short of Subaru's standard AWD.

8.2 in of ground clearance on every trim and an Off-Road mode on AWD models handle gravel and dirt roads. There is no off-road trim for 2022 (Rock Creek arrived with the 2024 refresh), and no skid plates, lockers or low range. It is a pavement-first crossover.

The 2022 US Rogue offers exactly one powertrain: the 1.5L VC-Turbo with a CVT, in FWD or AWD. There is no hybrid or PHEV (the e-Power X-Trail was not sold here), while the CR-V, RAV4 and Escape all offer hybrids.

The VC-Turbo raised combined economy by about 3 MPG over 2021. EPA rates the 2022 Rogue AWD at 31 MPG and FWD at 33, which is excellent for a non-hybrid compact SUV.

28 MPG city for AWD (30 for FWD) is strong for a gas powertrain, though far short of hybrid rivals.

35 MPG highway for AWD (37 for FWD) is the Rogue's best cycle, helped by the small turbo triple and the wider-ratio 2022 CVT. It is near the top of the gas compact-SUV class.

A 14.5-gallon tank at 31 MPG combined gives about 450 miles for the AWD volume config (about 479 FWD). That is mid-pack range for a gas compact SUV.

EPA estimates $2,100 a year for the AWD Rogue and $1,950 for FWD on regular fuel, which is low for a non-hybrid compact SUV.

EPA lists regular gasoline for every 2022 Rogue variant, so the VC-Turbo carries no premium-fuel cost penalty.

Later-release 2022 Rogues (the bulk of production, with the revised passenger airbag) earn a 5-star overall NHTSA rating in FWD and AWD form; early-release builds were rated 4 stars overall with the same 4/5/4 sub-ratings.

The 2022 Rogue earned an IIHS 2022 Top Safety Pick+, with Good ratings in both small-overlap tests, the original moderate-overlap and side tests, roof strength and head restraints, plus Good headlights on every trim. Against IIHS's later, tougher tests it rates Acceptable in the updated side test and Marginal in the updated moderate-overlap test (rear-passenger restraints), which keeps it off the very top of the band.

On the 2022 Rogue every trim gets Safety Shield 360: AEB with pedestrian detection, blind-spot warning, rear cross-traffic alert, lane departure warning, rear automatic braking and high-beam assist. Blind-spot monitoring and rear auto-braking are both standard, which is generous for the class. The base S has only conventional cruise and no lane-keeping steer, though; ProPILOT Assist (adaptive cruise plus lane centering) and Intelligent Lane Intervention start at the volume SV trim.

IIHS rates the 2022 Rogue's standard system Superior for vehicle-to-vehicle front crash prevention and Superior/Advanced for daytime pedestrian detection. No nighttime pedestrian rating was published for this model year, so it stops short of the top band.

Blind Spot Warning and Rear Cross Traffic Alert are standard on every trim, and Rear Automatic Braking backs up the cross-traffic alert. The volume SV and above add Intelligent Blind Spot Intervention, which actively steers the car back. There is no safe-exit alert.

Lane Departure Warning is standard. The volume SV adds Intelligent Lane Intervention and ProPILOT Assist lane centering, which reviewers describe as competent on well-marked highways but prone to drifting on curves and faded lines. The base S has warning only.

The volume SV has ProPILOT Assist, a full-speed-range adaptive cruise with stop-and-hold and steering assist. SL (optional) and Platinum (standard) add Navi-link, which slows for curves and interchanges. The S has only conventional cruise, so adaptive cruise isn't standard across the range.

No 2022 Rogue offers hands-free driving; every ProPILOT Assist version requires hands on the wheel. Hands-free ProPILOT Assist 2.1 did not reach the Rogue until the 2025 model year.

IIHS rates the 2022 Rogue's headlights Good, with LED reflector low and high beams and standard High Beam Assist on every trim. They are not curve-adaptive.

The upright greenhouse and tall side glass give better-than-average forward and side sightlines, but the thick rear pillars leave blind zones over the shoulder. Only SL and Platinum add the Intelligent Around View Monitor, so the volume SV relies on the rearview camera.

IIHS rates LATCH ease of use Good, with extra LATCH positions available. The rear doors open close to 90 degrees, which makes loading a car seat much easier. Three full-size seats across is still tight in a compact SUV.

The 2022 Rogue is a two-row, five-seat compact SUV on every trim; the third-generation T33 never offered a third row.

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

41.5 in of front legroom is adequate but on the short side of the compact-SUV band.

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

38.5 in is roomy for adults and helped by rear doors that open nearly 90 degrees, though it trails the CR-V's 41.0 in.

No third row exists on any 2022 Rogue trim; scored in the low band per the guidance for two-row SUVs.

About 36.5 cu ft behind the second row is competitive for a compact SUV, a step behind the CR-V's 39.3 cu ft; the SL/Platinum Divide-N-Hide floor trades some volume for a hidden compartment.

74.1 cu ft with the 60/40 bench folded is mid-pack, between the RAV4 (69.8) and CR-V (76.5).

The six-configuration Divide-N-Hide cargo system is SL/Platinum-only, so the volume SV has a conventional hold; the cabin gets a deep console with a pass-through lower shelf under the floating console and good door bins. Competitive everyday storage rather than standout.

Nissan's Zero Gravity front seats are consistently praised for long-drive support; the volume SV has cloth trim with an 8-way power driver's seat and power lumbar but a manual passenger seat (dual power from SL).

Reviewers describe the 2022 Rogue's ride as silky and compliant, among the better-riding gas compact SUVs; SL/Platinum 19-inch wheels add some sharpness over broken pavement.

Wind noise is well suppressed and CR calls the cabin relatively quiet, but the new 1.5L three-cylinder brings idle vibration and an unfamiliar thrum under load, and tire noise intrudes on the SV.

Dual-zone automatic climate and remote start are standard from SV, but heated front seats and wheel on the volume SV need the SV Premium Package; tri-zone climate and heated front seats are standard on SL, and heated rear seats are Platinum-only. No ventilated seats on any trim.

The 2022 Rogue S FWD starts below the compact-SUV norm and undercuts a base CR-V and RAV4, even after the move to the new VC-Turbo engine.

SV is the Rogue's volume trim and AWD the majority mix. At about $31,100 delivered it is priced a few thousand under comparably equipped CR-V and RAV4 trims.

Routine service on the 1.5L VC-Turbo is ordinary for the class, but 2022 is that engine's first model year, and out-of-warranty CVT and early VC-Turbo repair exposure push the full maintenance-plus-repair projection slightly above the 2023 estimate. This uses the same blended method as the peer scorecards.

Resale is the Rogue's weakest ownership dimension. Heavy incentive and fleet volume keep used values well below the CR-V and RAV4.

Nissan's basic coverage is the industry-baseline 3 years / 36,000 miles, level with Honda and Toyota and two years short of Hyundai/Kia.

Nissan's 5 yr / 60,000 mi powertrain coverage is the bottom of the band and half of Hyundai/Kia's 10 yr / 100,000 mi, which matters on a first-year turbo three-cylinder with a CVT.

The 2022 Rogue comes with no complimentary scheduled maintenance, which puts it behind ToyotaCare (2 yr / 25,000 mi). Buyers get roadside assistance for the basic-warranty term plus NissanConnect and SiriusXM trial periods, which is basic coverage only.

$31,115 volume-trim price minus its estimated resale value after 5 years (50% retained, or about $15,558) leaves about $15,558 in depreciation. Add the projected $5,600 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,158 in total.

Consumer Reports rates the 2022 Rogue about average for its model year. It is the second year of the T33 generation and the first year of the new VC-Turbo engine, and an engine-bearing recall was later issued that covers it. That is a mixed-signals result, well behind the CR-V and RAV4.

Nissan is a mid-pack brand. It was 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 2022 Rogue has six NHTSA campaigns. One is a systemic powertrain recall for VC-Turbo bearing damage that can cause engine failure. Two are fuel-tank manufacturing defects and three are rear-camera, infotainment and rear-belt faults. Because of the serious engine recall and the fuel-tank leak risk, it falls just under the 'typical activity' band. The 2022 model year is not included in the follow-up 26V080 re-recall (2023–2025).

2022 is the launch year of the Rogue's 1.5L KR15DDT variable-compression turbo three-cylinder, paired with a revised Xtronic CVT. The engine has no high-mileage track record and is already covered by a bearing-failure recall. Nissan's CVT family also has a mixed durability history. That puts it in the 'known problem or unproven high-risk design' band.

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 initial quality is strong at brand level, and reviews show no pattern of rattle or panel-gap complaints for the T33. The 2022 model year did have small manufacturing escapes: two fuel-tank wall defects and a rear-belt buckle issue. That keeps it in 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 tail risk is above the segment norm: CVT replacement and specialized VC-Turbo engine work are dealer-territory jobs, though the recall covers engine replacement where damage is found.

The volume SV uses the 8-inch NissanConnect touchscreen; the 9-inch unit is Platinum or SL Premium Package only, and the 12.3-inch screen did not arrive until the 2024 refresh.

The pre-refresh NissanConnect system is simple and keeps physical climate controls and a volume knob, but its graphics and response feel dated next to Hyundai/Kia and Honda rivals.

Wired Apple CarPlay and Android Auto are standard; wireless CarPlay comes only with the 9-inch system on Platinum or the SL Premium Package, and wireless Android Auto was a late addition at best — the volume SV is wired-only.

The volume SV has basic voice recognition and no native navigation; Door to Door Navigation is Platinum or SL Premium Package only, so most owners rely on phone projection.

The SV's six-speaker system is merely adequate; a 10-speaker Bose system is available only on Platinum or with the SL Premium Package.

S/SV/SL get a 7-inch Advanced Drive-Assist display between analog gauges; the 12.3-inch fully digital dashboard is Platinum-only.

The 2022 Rogue has no whole-vehicle or feature-adding OTA program; at most map data updates apply to nav-equipped Platinum/SL Premium cars, and the volume SV has no native nav to update.

NissanConnect Services (remote start, lock/unlock, locate, alerts) is offered from SV with a trial before subscription; the NissanConnect app draws mediocre owner ratings and there is no factory phone-as-key.

The volume SV has USB-A and USB-C ports front and rear, but the wireless charger is Platinum-only and there is no 120V outlet.

Intelligent Key with push-button start and remote engine start are standard from the volume SV; a power liftgate needs the SV Premium Package and the Motion Activated hands-free liftgate is SL/Platinum. No phone-as-key.

The volume SV has a RearView Monitor and rear sonar; Nissan's Intelligent Around View Monitor starts at SL and front/rear sonar is SL Premium/Platinum. No automated parking.

A 10.8-inch color head-up display exists but only as an option on the Platinum, far from volume-trim buyers.

Rear doors that open nearly 90 degrees, a roomy 38.5-in second row and a big hold make car-seat installs and stroller loading easy; the Divide-N-Hide floor is SL-and-up only.

Safety Shield 360 (AEB with pedestrian detection, blind-spot warning, rear cross-traffic alert, rear automatic braking, lane departure warning, high-beam assist) and Rear Door Alert are standard from the S; ProPILOT Assist arrives at SV.

Rear vents, rear USB ports, a compliant ride and a sizeable hold make it a capable tourer for four, but SV heated seats need a package, tri-zone climate is SL-up, heated rear seats are Platinum-only and there is no rear entertainment.

A relaxed commuter: light steering, silky ride, good sightlines, Zero Gravity seats and ProPILOT Assist on the volume SV; the new three-cylinder's idle vibration and CVT rubber-banding keep it out of the top band.

The 2022 VC-Turbo raised EPA figures to about 33 mpg combined FWD (31 AWD) on regular fuel — best among gas-only compacts — but there is no hybrid to match the CR-V and RAV4 hybrids.

A compact footprint, a tight 35.4-ft turning circle and an upright glasshouse make it easy to park; the volume SV has a rear camera and rear sonar, with surround view from SL.

Not meaningfully a work vehicle: towing is 1,500 lbs on every trim, well below the 3,500 lbs of the RAV4 or turbo Escape, and the CVT has little reserve under load; the 74.1 cu ft hold is its only real work asset.

The first-year 1.5L variable-compression turbo three-cylinder with a revised Xtronic CVT is complex and unproven under sustained load, and sits behind Nissan's CVT durability reputation; nothing here is fleet-proven.

Few work provisions: roof rails need the SV Premium Package or SL, there is no 120V outlet, no washable cabin option and no commercial upfit ecosystem.

Zero Gravity seats, a compliant highway ride and ProPILOT Assist on the volume SV make it a good mile-eater, with roughly 450–480 miles of range from the 14.5-gal tank; three-cylinder thrum and tire noise are the endurance limits.

Intelligent AWD with a drive-mode selector including Snow and Off-Road handles gravel and trailheads with 8.2 in of clearance, but the 1,500-lb tow ceiling rules out most campers and boats and roof rails aren't standard on the SV.

A 60/40 folding bench and 74.1 cu ft maximum swallow normal luggage well; the Divide-N-Hide multi-level floor and standard roof rails that add flexibility are SL-and-up, so the volume SV is conventional.

Secure and predictable with well-controlled body motions — CR calls it taut and agile for the class — but it never rewards a quick pace like a CX-5; competent rather than engaging.

Light and accurate for parking, with Sport mode adding weight, but the electric assist is numb as cornering loads build.

Four-wheel disc brakes with a firm, easy-to-modulate pedal; no 2022-specific instrumented stopping distance was retrieved, so this is held mid-band.

The new-for-2022 201-hp 1.5L VC-Turbo three-cylinder has hardly any turbo lag and healthy mid-range punch (7.8 s to 60), but idle vibration and CVT rubber-banding blunt its refinement.

Despite new lower torque rods for vibration isolation, the three-cylinder has an inherent thrum at idle and an offbeat note under load, and the CVT holds revs high on grades.

A 35.4-ft turning diameter is tight for a compact SUV, tighter than the CR-V and RAV4.

Zero Gravity seats, an 8-way power driver's seat on SV, tilt/telescoping column, high seating position with good sightlines, wide door openings and real physical controls make the cockpit easy to live with; memory seating is SL-up.

The VC-Turbo adds a little mid-range verve over the 2021's 2.5L, but numb steering, comfort-first damping and a CVT keep it pleasantly inoffensive rather than engaging.

Every 2022 Rogue, including the $26,700 S, comes with Safety Shield 360 (AEB with pedestrian detection, blind-spot warning, rear cross-traffic alert, lane departure warning, rear automatic braking, high-beam assist), LED headlights and push-button start. It falls short of the top band because the S uses the 8-inch screen, and ProPILOT Assist and the 9-inch display start at SV.

At about $31,100 delivered, the volume SV AWD undercuts comparably equipped CR-V and RAV4 trims and includes ProPILOT Assist, while the new 201-hp VC-Turbo improves both power and EPA economy over 2021's 2.5L. The weak ~50% five-year resale gives back much of that sticker advantage, and there is no hybrid, so this is upper-fair value rather than standout.

There are four evenly spaced grades (S, SV, SL, Platinum), each offered with FWD or AWD at a flat $1,500 step, plus SV/SL Premium packages, covering roughly $27K to $39K. The gap is powertrain choice: every trim uses the same 1.5L VC-Turbo with a CVT, and there is no hybrid.

The Rogue remained Nissan's best-seller and a top-five compact SUV. However, chip-shortage supply cuts drove calendar-2022 US sales down by roughly a third from 2021's ~285,600 to the high-180,000s, a sharper drop than the RAV4 or CR-V saw.

Nissan's image is neutral to weak in this segment. Its CVT durability reputation, history of discount-led selling and weak residuals weigh on the Rogue, and it trails Toyota, Honda, Subaru and Mazda in the cross-shop. The brand is widely known and has a broad dealer network.

Model year 2022 fell in the depths of the chip shortage. Rogue inventory was thin, cash allowances largely disappeared, and many dealers sold at or above sticker. Nissan still offered occasional subvented APR and lease deals, so buyers had more room than on a RAV4 or CR-V, but far less than in Nissan's usual incentive-heavy years.

2022 is the second model year of the T33 generation, which launched for MY2021, and it adds an all-new 1.5L VC-Turbo engine and a revised CVT. Both the platform and the powertrain are current. The next change was a mid-cycle facelift for MY2024, and the next full redesign did not arrive until MY2027.

Reviews of the T33 Rogue are strongly positive: critics praise its interior, features and ride, and the 2022 engine swap fixed its biggest weakness, a lack of power. It still trails the CR-V and RAV4 as the typical class pick, critics fault the three-cylinder's coarseness and CVT drone, and it won no 10Best or NACTOY award, so it sits in the upper well-reviewed band.