2024 Nissan Rogue

The 2024 refresh (T33 facelift) carried over the KR15DDT 1.5L variable-compression turbo three-cylinder unchanged; the SV volume trim makes 201 hp, which is competitive against compact-SUV rivals but low in the absolute 150–550 hp SUV band.

225 lb-ft on a broad mid-range plateau comfortably out-torques the gas CR-V 1.5T (179 lb-ft) and Forester 2.5 (182 lb-ft), though it sits in the lower third of the SUV band.

Mechanically identical to the 2022–2023 VC-Turbo Rogue, which Car and Driver ran to 60 in 7.8 s (Platinum AWD) — about 0.4 s quicker than the 2.5L it replaced and ahead of the gas CR-V and Forester.

The VC-Turbo three-cylinder delivers strong, flexible mid-range thrust but reviewers note a coarse three-cylinder thrum under load, some off-idle lag and idle vibration; Motor1 called the variable-compression engine a disappointment relative to its promise. Competent rather than refined.

Nissan's Xtronic CVT with simulated steps (EPA code AV-S8) is among the better-tuned CVTs — natural-feeling in normal driving — but still drones and flares under hard throttle.

A token rating matching the gas CR-V but well behind tow-capable compacts like the CX-50 or Escape 2.0T (3,500 lbs); near the floor of the SUV band.

Intelligent AWD is optional on every 2024 trim (S, SV, SL, Platinum, and standard on Rock Creek), with AWD models adding Snow/Off-Road drive modes; conventional on-demand system with no low range or true torque vectoring.

About 8.2 in of clearance and an Off-Road mode give light dirt-road ability; the Rock Creek trim (added for 2024) brings all-terrain tires, a raised-look and a higher tow-ready setup but no lockers, skid plates or low range.

One engine and one transmission across the whole 2024 US lineup — FWD vs AWD is the only choice; no hybrid or PHEV was offered in the US for 2024, unlike CR-V and RAV4.

Scored on the volume SV AWD configuration at 31 MPG combined; FWD S/SV reaches 33 — strong for a non-hybrid compact SUV.

28 MPG city for the volume AWD config is good for a gas SUV, though far behind hybrid rivals on the city cycle.

Highway is the Rogue's strongest cycle; the small turbo and tall CVT ratios put the AWD SV at 35 MPG.

A small 14.5-gallon tank caps range at roughly 450 mi for the volume AWD config despite good economy — mid-pack for gas compact SUVs.

EPA's current annual fuel-cost estimate for the volume AWD config at 15,000 mi/yr on regular; FWD saves about $150/yr.

The 2024 Rogue's 1.5L VC-Turbo is rated at 201 hp on regular unleaded and EPA lists regular gasoline for every variant — no premium requirement.

The 2024 Rogue earns NHTSA's top 5-star overall rating in both FWD and AWD form, though frontal crash is a 4-star result rather than 5.

Good in small overlap (driver and passenger) and the original moderate overlap test, but only Acceptable in the updated side test, with Marginal head protection because the dummy's head slipped past the curtain airbag. Under the 2024 criteria that Acceptable side result rules out a Top Safety Pick, and the 2024 rating page shows no award, so this sits in the no-award band despite the 2023 TSP+ history.

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. Adaptive cruise (ProPILOT Assist) is missing on the base S and only arrives on the volume SV trim, which keeps it just below the top band.

AEB with pedestrian detection plus rear automatic braking comes standard, and earlier years of this generation rated Superior on IIHS's legacy daytime tests. The 2024 IIHS page carries no rating under the tougher updated vehicle-to-vehicle protocol, and there's no published nighttime pedestrian result to support a higher score.

Blind Spot Warning, Rear Cross Traffic Alert and Rear Automatic Braking are standard on every trim, and upper trims add active Blind Spot Intervention. There's no safe-exit alert, and the volume trim only warns rather than intervening.

Lane departure warning is standard on every trim, but lane prevention and centering (ProPILOT Steering Assist) start at SV. Reviewers call the centering competent on well-marked highways but prone to drifting on curves and faded lines.

The volume SV trim gets ProPILOT Assist, which is full-speed adaptive cruise with stop-and-hold plus steering assist. SL and Platinum add Navi-link, which adjusts speed for curves and interchanges from map data. It's a capable system with the usual rough edges on cut-ins, and the base S has no adaptive cruise at all.

No 2024 Rogue trim offers hands-free driving. ProPILOT Assist 2.1, the hands-free system, reached the Rogue only for the 2025 model year on SL and Platinum.

LED reflector headlights rated Good on every trim, with high-beam assist standard across the range. The one gap is the lack of curve-adaptive lighting.

The tall, upright greenhouse gives good forward and side sightlines for a compact SUV, and the Intelligent Around View Monitor 360-degree camera is available from SV. Thick rear pillars and a small rear window create some rear-quarter blind zones.

IIHS gives the Rogue's LATCH hardware a Good+ rating: outboard anchors sit in plain sight with near-zero attachment force and wide clearance angles, and a third position can borrow anchors. The near-90-degree rear doors make loading car seats easy, though three-across in a compact SUV is still tight.

Two-row, five-passenger compact SUV on every 2024 trim.

Generous front headroom for the class on non-moonroof trims such as the volume SV.

Front legroom is ordinary for a compact SUV.

Roomy rear headroom without the moonroof; the panoramic roof costs 1.4 in.

Competitive rear legroom, a touch behind the CR-V.

The Rogue has no third row on any 2024 trim; Nissan sells the Pathfinder for three-row buyers.

Cargo space behind the rear seats is average for the class.

Max cargo is competitive with CR-V/RAV4.

Divide-N-Hide adjustable cargo floor on SV and up, rear doors that open nearly 90 degrees, and a floating console with pass-through storage add up to good everyday storage, with no onboard AC power.

Nissan’s Zero Gravity front seats are standard and consistently praised for long-drive comfort; the rear bench reclines. The volume SV uses cloth, with leatherette in the SV Premium package.

The ride is comfort-biased and soaks up broken pavement well. It stays composed, if a little soft, on the SV’s 18-in wheels.

Road and wind noise are well suppressed at cruise, but the 1.5-liter three-cylinder and CVT get noisy under hard acceleration, which holds the score to average.

The volume SV has standard dual-zone climate, but heated front seats and a heated wheel come only in an optional package. Heated rear seats and tri-zone climate are Platinum-only, and no trim has ventilated seats.

The refreshed 2024 Rogue opens at $28,320 for the S FWD plus $1,365 destination, just under $30,000 delivered. That undercuts the 2024 CR-V LX and RAV4 LE entry points and sits near the bottom of the compact-SUV band, with AWD a $1,500 option on every trim.

The SV is the Rogue's long-standing volume trim, and it's usually bought with AWD. It adds ProPILOT Assist, Around View Monitor availability, 18-inch alloys and remote start over the S for about $1,700. At about $33,400 delivered, the SV AWD comes in roughly $1,500–2,500 under a comparably equipped CR-V EX AWD or RAV4 XLE AWD.

Scheduled service is cheap: a 1.5L three-cylinder with conventional intervals and inexpensive Nissan parts. But the Xtronic CVT and the new-for-T33 VC-Turbo engine (which later got an engine-bearing recall) are the main out-of-warranty exposures. I put it above the CX-5 ($4,600) and level with the RAV4 ($5,200) on the same broad maintenance-plus-repair basis used for peers in this dataset.

Resale is the Rogue's weakest ownership number. Heavy incentive spending and fleet/rental volume keep used prices down, so it loses noticeably more than the ~40% compact-SUV average and well trails the CR-V and RAV4 (68–69% retained in this dataset).

Nissan's New Vehicle Limited Warranty is the industry-baseline 3 years / 36,000 miles, the floor of the band. That matches Toyota, Honda and Mazda but is two years and 24,000 miles short of Hyundai and Kia.

The powertrain term is the baseline 5 years / 60,000 miles, the bottom of the band. The 2024 Rogue is gas-only (1.5L VC-Turbo + CVT), so there's no longer electrified-component coverage. That leaves the CVT, the component buyers worry about most, on half the term Hyundai/Kia give.

Nissan doesn't include factory complimentary scheduled maintenance on the 2024 Rogue, unlike ToyotaCare (2 yr/25,000 mi) and Honda's service programs. Buyers get roadside assistance for the 3 yr/36,000 mi basic warranty term plus NissanConnect Services and SiriusXM trials. That's the floor of the basic-roadside band, in line with the 2026 Rogue (52) and CX-5 (50) in this dataset.

$33,405 volume-trim price minus its estimated resale value after 5 years (53% retained, or about $17,705) leaves about $15,700 in depreciation. Add the projected $5,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $20,900 in total.

Consumer Reports' owner-survey data rates the 2024 facelift year as the most reliable Rogue of 2014-2025 and above the average new car, a clear improvement on the average-or-worse 2021-2023 T33 years. That is held to the upper-middle band because the survey data predates the 2025-2026 VC-Turbo bearing and throttle-body recalls that cover this model year, and J.D. Power's model score could not be retrieved to corroborate it.

Nissan is a mid-pack dependability brand that has been improving: it ranked highest among mass-market brands in J.D. Power's 2025 Initial Quality Study and took two segment awards in the 2025 VDS, but it was not the VDS mass-market leader (Buick) and its long CVT history still weighs on multi-year brand rankings. Upper-middle, not top-5.

The 2024 Rogue sits inside three separate engine recalls, two of them for bearing seizure that can destroy the engine, and a throttle-body gear failure that can cut power. That is repeated, systemic powertrain recall activity, squarely in the guidance's sub-50 band, before counting a rearview-camera software recall.

The only 2024 US powertrain is the KR15DDT 1.5L variable-compression turbo three-cylinder with an Xtronic CVT. The engine is mechanically novel, has no high-mileage record, and has now been recalled twice for bearing failure. The CVT family carries a long durability reputation of its own. That is a known-problem powertrain in the guidance's low band.

Reviewers consistently rate the T33 cabin as more upscale than most compact-SUV rivals, with soft-touch dash, door and console surfaces and hard plastics kept away from primary touchpoints. The volume SV is plainer than the quilted-leather Platinum, which keeps it just short of class-leading.

Assembly is solid: Nissan led mass-market brands in J.D. Power's 2025 initial-quality study, and neither reviews nor owner forums show a pattern of rattles or panel-gap complaints for 2024. There is no model-specific top initial-quality award to justify the upper band.

Nissan's US dealer network of about a thousand stores gives nationwide coverage for one of the country's best-selling SUVs, but it includes no complimentary scheduled maintenance and service satisfaction runs around the mass-market average. The recall workload on this model year is another burden on dealers. Adequate-to-good.

As a very high-volume nameplate, the Rogue has cheap, plentiful routine parts and wide independent-shop familiarity. It is pulled toward the middle of the normal band because its two big failure modes, the VC-Turbo engine and the CVT, are costly and largely dealer-only repairs once the recall or warranty coverage no longer applies.

The volume SV keeps the old 8-inch screen. The 12.3-inch display that came with the 2024 refresh is only on SL and Platinum.

The SV’s 8-inch NissanConnect system works and keeps physical controls, but it looks and runs dated. The new Google-based 12.3-inch system on SL and Platinum is a big step up that most volume buyers don’t get.

CarPlay and Android Auto are wired on the S/SV 8-inch system and wireless on the SL/Platinum 12.3-inch system.

The SV has only basic voice recognition and no native navigation, so owners rely on their phones. Google Assistant and Google Maps built in are limited to SL and Platinum.

The six-speaker base audio is adequate. A 10-speaker Bose system with a dual-driver subwoofer is standard on SL and Platinum, a modest upgrade.

The SV has analog gauges around a 7-inch configurable Drive-Assist display. A full 12.3-inch digital cluster is reserved for SL and Platinum.

Google built-in on SL and Platinum gets over-the-air app and map updates. The volume SV’s 8-inch system has no meaningful OTA scope, and vehicle-system updates are done at the dealer.

The NissanConnect Services app offers remote start, lock, locate and alerts after a trial, then requires a subscription. There is no digital key.

The 2024 Rogue is USB-C only, with two front ports on S/SV and more on upper trims. Wireless charging is SL/Platinum-only, and there is no AC outlet.

Intelligent Key with push-button start and keyfob remote start is widely fitted. The motion-activated liftgate is limited to SL/Platinum packages, and there is no phone-as-key.

A 360-degree Intelligent Around View Monitor and rear sonar are reported on the SV, with an HD Enhanced version on SL/Platinum. There is no automated parking.

A head-up display is available only on the top Platinum trim.

Rear doors open nearly 90 degrees, the rear seat is roomy (38.5 in legroom, 39.2 in headroom) and IIHS rates the LATCH hardware G+, so car-seat loading is easy. Cargo space is only average.

NHTSA gives it five stars overall, Safety Shield 360 is standard on every trim, and ProPILOT Assist is standard from the volume SV. The IIHS updated side-test result of A keeps it off the top tier.

Zero Gravity seats, a reclining rear bench and a ride that works for four adults make it comfortable. Rear amenities are thin on the SV (no heated rear seats or tri-zone below Platinum), and cargo with the seats up is average.

It is easy to drive in traffic, with a soft ride, a good driving position, visibility and ProPILOT Assist on the SV. CVT response and three-cylinder lag off the line are the minor annoyances.

31 MPG combined (AWD) on regular fuel is good for a gas compact SUV, though below the hybrid rivals.

A tight 35.4-ft turning circle, a compact footprint and a surround-view camera reported on the SV make it easy to park.

With a 1,500-lb tow rating and a small three-cylinder, it can pull a small utility trailer and little more.

The VC-Turbo three-cylinder and CVT are unproven under sustained load. Fleet and rental use suggest it holds up in light duty only.

It offers cargo tie-downs, roof rails on SV Premium and above, and Divide-N-Hide, but no onboard power outlets or real upfit ecosystem.

Comfortable seats, low road noise at cruise, roughly 450 miles of range and ProPILOT Assist make it a good tourer. Engine drone on grades and when passing is the limit.

Available AWD, about 8.2 in of clearance, roof rails and the 2024 Rock Creek trim with all-terrain tires handle gravel roads and bike racks. The 1,500-lb tow limit caps toy-hauling.

The 60/40 folding rear seat, Divide-N-Hide floor and 74.1 cu ft maximum cargo are all competitive. There is no factory hitch program beyond the light tow rating.

Handling is composed and secure with some body roll. Reviewers call it nimble for the class but not engaging.

The steering is light, accurate enough, and mostly numb.

The brakes are smooth and capable with a progressive pedal. No 2024-specific instrumented stopping distance was found, and T33 tests fall around the class average.

The 201-hp 1.5-liter VC-Turbo and Xtronic CVT make adequate torque, but off-idle response is soft and the CVT could respond faster. Stop/start is acceptable.

The three-cylinder sounds coarse and drones through the CVT under load, though it is quiet once cruising.

A tight turning circle for a compact SUV.

Zero Gravity seats, good outward visibility, physical HVAC controls and wide door openings are recurring praise points. The SV’s dated 8-inch screen is the only ergonomic sore spot.

It is a competent, comfortable appliance, and no reviewer recommends it for driving enjoyment.

Every 2024 Rogue, base S included, 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. Remote start, push-button start and LED headlights are also standard, and a base CR-V or Tucson doesn't match all of that. It stays out of the top band because the S has only the 8-inch screen with wired CarPlay/Android Auto and no adaptive cruise; ProPILOT Assist starts at SV, and the 12.3-inch Google built-in screen is SL/Platinum only.

On the sticker the Rogue undercuts the CR-V and RAV4 while matching them on safety content. The SV AWD at about $33,400 delivered includes ProPILOT Assist, and in 2024 big incentives cut transaction prices further. Two things hold it in the fair-value band: 31 MPG and 201 hp are competitive but not class-leading, and there's no hybrid. The ~53% five-year retention also hands back much of the purchase-price advantage.

Four evenly spaced trims (S, SV, SL, Platinum), each available in FWD or AWD, run from about $29,700 to about $42,000. The 2024 Rock Creek model adds a rugged-look option. The gap is the powertrain: a single 1.5L VC-Turbo/CVT across the whole range with no hybrid, narrower than the CR-V's and RAV4's gas-plus-hybrid lineups.

The Rogue was the US compact segment's third-best seller in 2024 with about 245,700 units, behind the RAV4 (350,331) and CR-V and far ahead of every other rival. It remains Nissan's volume backbone. It's held at the bottom of the leader band because volume fell roughly 10% year over year and leaned heavily on incentives.

In this cross-shop Nissan's image is neutral to weak. The CVT durability reputation, discount-led selling and the weakest residuals among the mainstream Japanese brands all drag on the Rogue. It rates above genuinely damaged brands thanks to wide familiarity and a large dealer network, but well behind Toyota, Honda, Subaru and Mazda. This matches the 2026 Rogue's 52 in this dataset.

Scored on what the buyer gains, this is the Rogue's strongest item. In 2024 Nissan offered 0% APR for 60 months, $500 customer cash on select units and around $4,000 in dealer cash, one of the best SUV financing deals of the year, on a volume model dealers discount freely. That's far better than the at-MSRP market for a CR-V or RAV4 hybrid. The heavy discounting is also what drags down resale, so the benefit is front-loaded.

2024 is the fourth model year of the T33 generation (launched for MY2021) and the year of its mid-cycle facelift, unveiled 16 October 2023. It brought new front and rear fascias, the 12.3-inch Google built-in touchscreen and the Rock Creek model. The cabin tech is current, but the platform is mid-cycle and the powertrain can't electrify, so it lands mid-band.

Reviewers praise the 2024 Rogue's cabin quality, ride comfort, cargo space, standard safety content and wide-opening rear doors. But it's rarely the pick of a compact-SUV comparison, finishing behind the CR-V, RAV4, CX-5 and Tucson in most 2024 rankings, with recurring complaints about three-cylinder coarseness and no hybrid. It earned no 2024 IIHS Top Safety Pick (side test rated Acceptable) and no 10Best. Recognition picked up only with MotorTrend's March 2025 ranking of the 2025 Rogue as the best compact SUV, which is after this model year.