2025 Nissan Rogue

Every 2025 Rogue trim (S, SV, SL, Rock Creek, Platinum) uses the 1.5L VC-Turbo three-cylinder, which is modest output for the segment.

225 lb-ft arrives low in the rev range, but the peak is only mid-pack for a compact SUV.

About average for a non-turbo-four compact SUV and slower than turbo CR-V/RAV4 hybrid rivals. The drivetrain didn't change for 2025, so test results from earlier years of this generation still apply.

Reviewers say it has usable low-end torque and is smooth in normal driving. The three-cylinder turns coarse and loud under hard acceleration, and there is some turbo lag.

The Xtronic CVT (EPA code AV-S8, meaning 8 simulated steps) avoids the worst rubber-band feel. It still drones and flares under wide-open throttle.

A light-duty rating typical of FWD-based compact crossovers, and well below the 3,500 lb Hyundai Tucson and Kia Sportage offer.

Intelligent AWD is optional on S/SV/SL/Platinum and standard on the new Rock Creek, with a terrain-mode selector. There's no low range or torque vectoring beyond brake-based vectoring.

The new-for-2025 Rock Creek adds all-terrain tires and a unique Off-Road mode, but ground clearance stays at 8.2 in and there are no lockers or real skid plates. Light trail duty at most.

One powertrain, the 1.5L VC-Turbo, with no hybrid or PHEV in 2025, while CR-V, RAV4, Tucson and Sportage all offer electrified versions. The Rogue PHEV doesn't arrive until MY2026.

Class-leading economy for a non-hybrid compact SUV. AWD is taken as the volume configuration.

Strong city rating for a gas-only compact SUV.

Excellent highway figure for the gas class.

The small 14.5-gal tank holds range to mid-pack despite the good MPG.

This is EPA's current published annual cost for regular fuel at 15,000 miles a year.

EPA rates it on regular unleaded. Nissan's 201 hp / 225 lb-ft figures assume premium, so full output needs premium, but regular is fine for daily driving.

NHTSA rates the 2025 Rogue 5 stars overall in both FWD and AWD form. The frontal crash rating is 4 stars, not 5, so the overall figure is not a clean sweep.

Small-overlap results are Good on both sides, but the Rogue rates only Acceptable in the updated moderate-overlap and updated side tests. In the side test, head protection was Marginal because the dummy's head slid down past the curtain airbag. It did not win a 2025 Top Safety Pick, which leaves it in the middle band, below award-winning compact SUVs like the CR-V and RAV4.

Nissan Safety Shield 360 is standard on every trim: AEB with pedestrian detection, blind-spot warning, rear cross-traffic alert, lane departure warning, rear automatic braking and high-beam assist. The base S has only conventional cruise control, though. Adaptive cruise (ProPILOT Assist) starts at the volume SV trim, which holds this item below the top band.

Pedestrian AEB rates Good. Under IIHS's tougher vehicle-to-vehicle 2.0 protocol (higher speeds, motorcycle and trailer targets) it rates only Acceptable, which puts it in the middle band.

Blind Spot Warning, Rear Cross Traffic Alert and Rear Automatic Braking are standard on every trim. Upper trims add Blind Spot Intervention, which nudges the car back into its lane. The Rogue offers no safe-exit alert and no trailer-aware blind-spot coverage.

Lane departure warning is standard, and ProPILOT Assist adds lane-centering steering assist from the volume SV trim up. Reviewers call it competent on well-marked highways but say it drifts toward lane edges on curves and faded lines, which is mid-pack for the class.

The volume SV gets full-speed-range ProPILOT Assist with stop-and-go, and SL/Platinum add Navi-link (1.1), which slows the car ahead of curves. It is a capable system with an integrated highway assist, but the base S makes do with plain cruise and reviewers note some abrupt braking on cut-ins.

New for 2025, hands-free ProPILOT Assist 2.1 is optional on the SL and Platinum. It allows hands-off single-lane driving on mapped divided highways. That puts the Rogue ahead of the CR-V and RAV4, which offer no hands-free mode, but coverage is limited and it is not offered on the volume trim.

IIHS rates the headlights Good on every 2025 Rogue trim, and automatic high-beam assist is standard through Safety Shield 360, so this lands in the top band.

An upright greenhouse and tall side glass give good natural sightlines for the class. From the volume SV trim up, a standard 360-degree camera covers the blind zones, and SL/Platinum add a 3D view and optional Invisible Hood View. Thick rear pillars are the main drawback.

IIHS rates LATCH ease of use Good and notes extra LATCH positions. The Rogue's rear doors open to nearly 90 degrees, which makes loading a car seat easy. Fitting three seats across in a compact rear bench is still tight.

Two-row, five-seat compact SUV on every 2025 trim; no third row offered.

Generous front headroom for the class without the moonroof; the dual-panel roof on Premium-pack/Platinum cars costs about 2 in.

Front legroom is on the short side of the compact-SUV norm.

Tall rear headroom for a compact crossover.

Rear legroom is competitive, a bit shy of the CR-V's 41 in but ahead of many rivals; rear doors open to nearly 90 degrees.

No third row is offered on any 2025 Rogue.

Class-competitive cargo space behind the rear seat.

Middle-of-the-pack maximum cargo; slightly behind the CR-V and RAV4.

Divide-N-Hide adjustable cargo floor and dividers (SL/Platinum), a bridge-style center console with open pass-through below, and remote-folding rear seats on Platinum make storage thoughtful, though nothing segment-defining.

Nissan's Zero Gravity front seats are consistently praised for long-drive comfort; the volume SV has a power driver's seat with lumbar but cloth with no heat unless optioned.

Reviewers describe a cushy, easygoing ride that soaks up rough pavement; body control is fine but not class-leading.

One of the quieter cabins in the compact class, with muted road and wind noise at highway speed.

Dual-zone auto climate and remote start from SV, heated seats/wheel optional on SV and standard higher up, tri-zone and heated rears only on Premium-pack SL/Platinum; no ventilated seats offered.

Nissan cut 2025 Rogue prices across every grade on April 1, 2025, dropping the S FWD to $29,980 delivered — $640 below its launch price and well under a CR-V LX or RAV4 LE. The post-cut figure is what the 2025 model sold at for most of its run.

SV is the Rogue's volume grade and took the largest cut of the mainstream trims ($1,380), landing at $30,980 FWD delivered — just $1,000 over the S. With the ~$1,500 Intelligent AWD option the typical SV AWD comes to about $32,480.

The two industry estimates disagree sharply — CarEdge projects $2,523 in 5-year maintenance and repairs, KBB $6,739 maintenance plus $1,830 repairs — so a midpoint is used. VC-Turbo engine exposure, the Rogue's biggest repair risk, is now largely absorbed by Nissan's 10-yr/120k engine warranty extension for 2023–2025 Rogues.

Resale is the Rogue's weak ownership dimension: heavy incentive and fleet sales, plus publicized VC-Turbo engine recalls, keep 5-year retention around half of MSRP, well below CR-V/RAV4 levels in the 60s.

Industry-baseline 3-year/36,000-mile basic coverage, matching Honda and Toyota but two years short of Hyundai/Kia.

The published powertrain warranty is the class-minimum 5 years/60,000 miles. Nissan has since extended coverage of the 1.5L VC-Turbo engine long block alone to 10 yr/120k for 2023–2025 Rogues after recalls — a defect remedy that excludes the CVT and the rest of the driveline, so it is noted rather than scored.

No complimentary scheduled maintenance, unlike ToyotaCare or Honda's service pass on key rivals; buyers get 3-yr/36k roadside assistance plus NissanConnect Services and SiriusXM trial periods — the floor of the 'basic roadside only' band.

$32,480 volume-trim price minus its estimated resale value after 5 years (50% retained, or about $16,240) leaves about $16,240 in depreciation. Add the projected $5,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,740 in total.

Two sources agree on a good result. Consumer Reports rates the 2025 Rogue above average, better than earlier T33 years and tied with the CR-V (the RAV4 is higher), and J.D. Power gives it an 81/100 predicted reliability score. It stays in the upper-middle band, not the top one, because CR's survey data predates the 2026 VC-Turbo bearing and throttle-body recalls that cover this model year.

Nissan is a mid-pack dependability brand that is getting better. It was the highest-ranked mass-market brand in J.D. Power's 2025 Initial Quality Study, but it did not lead mass-market brands in the 2025 VDS (Buick did), and its long CVT history still pulls down multi-year rankings. That puts it in the upper part of the middle band, not the top five.

MY2025 is outside the first VC-Turbo bearing recall (25V437, which covers 2021-2024), but it is still inside two powertrain recalls. One is for bearing seizure from oil breakdown, which can destroy the engine. The other is for throttle-body gears that can break and cut power. A rearview-camera software recall comes on top of those. That is repeated powertrain recall activity, which falls in the sub-50 band, with a small step up from 2024 because this year avoids one of the campaigns.

The only US powertrain for 2025 is the KR15DDT 1.5L variable-compression turbo three-cylinder with an Xtronic CVT, carried over unchanged from the 2024 refresh. The engine design is new, has no high-mileage track record, and has been recalled more than once for bearing seizure. The CVT family has a long durability reputation of its own. That makes it a known-problem powertrain, in the low band.

Reviewers rate the refreshed T33 cabin as more upscale than most compact-SUV rivals. Soft-touch materials cover the dash, doors and console, and hard plastics are kept to low-touch zones. MotorTrend ranked the 2025 Rogue the best compact SUV. 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, the 2025 Rogue is reported among the top three in its segment for initial quality, and reviews show no pattern of rattle or panel-gap complaints. Without a model-level IQS win, it stays below the top band.

Nissan's US network of about 1,000 dealers gives nationwide coverage for one of the country's best-selling SUVs. On the other side, there is no complimentary scheduled maintenance, service satisfaction is around the mass-market average, and the open engine and throttle-body recalls add to the dealer workload for this model year. Adequate to good.

The Rogue sells in very high volume, so routine parts are cheap and plentiful and independent shops know it well. Its two big failure modes, the VC-Turbo engine and the CVT, are expensive and mostly dealer-only repairs once recall and warranty coverage run out. That holds it to the middle of the normal band.

The volume SV keeps the small 8-inch screen; the 12.3-inch Google built-in unit is reserved for SL/Platinum.

The 12.3-inch Google built-in system is quick and intuitive with physical climate controls retained, but the volume 8-inch unit is dated and small.

CarPlay and Android Auto are standard on every trim but only wired on the 8-inch S/SV/Rock Creek; wireless comes with the 12.3-inch SL/Platinum system.

Google built-in (Assistant + Google Maps) and Alexa Built-in are genuinely good on SL/Platinum, but volume trims have only basic voice recognition and no native nav.

Base S gets only four speakers and SV six; the 10-speaker Bose system is Platinum-only.

Lower trims use analog gauges flanking a 7-inch Advanced Drive-Assist display; the full 12.3-inch digital dashboard is standard only on SL/Platinum.

Google built-in trims receive infotainment/map updates over the air; no evidence of feature-adding whole-vehicle OTA on the 2025 Rogue.

NissanConnect Services app offers remote start/climate, lock and locate, but after the trial those functions are subscription-gated and there is no digital key.

USB-C throughout (two on S, four with rear ports on SV+), 12V outlets, and a wireless charger on SL/Platinum or optional; no household AC outlet.

Intelligent Key with push-button start, approach unlock/walk-away lock and remote start on SV and up; motion-activated liftgate only in Premium packages; no phone-as-key.

Surround view is available well down the range (Rock Creek/SL, reported on SV) and SL/Platinum add front/side sonar plus a 3D view with Invisible Hood View in the Tech Package.

A head-up display exists but only in the SL and Platinum Premium Packages.

Rear doors that open to nearly 90 degrees, tall rear headroom and IIHS-Good LATCH make car-seat duty easy; 36.5 cu ft cargo swallows a stroller.

Five-star NHTSA overall and Safety Shield 360 with pedestrian AEB and Rear Door Alert on every trim, but IIHS updated moderate-overlap/side tests are only Acceptable.

Quiet cabin, comfortable seats and decent luggage room suit family trips; rear amenities (USB-C, vents) are fine but tri-zone climate, heated rears and sunshades are top-trim options.

Smooth CVT, quiet cabin, soft ride and ProPILOT Assist on SV make stop-and-go easy, though the three-cylinder feels leisurely when merging.

Class-competitive mileage for a non-hybrid (33 FWD/31 AWD combined) on regular fuel, but trails hybrid CR-V/RAV4 rivals.

A tidy 35.4-ft turning circle, good outward visibility and widely available surround-view camera make it easy in town.

Only a 1,500-lb tow rating and a 201-hp three-cylinder limit it to light chores.

A family-oriented crossover with a CVT and a relatively new variable-compression turbo triple that has had recall issues; not built for abuse.

Roof rails/rack, cargo hooks and a 12V outlet (two on Rock Creek) but no AC power or work-focused upfits.

Excellent highway quietness and seat comfort plus ~450 miles of range; ProPILOT Assist standard on SV and hands-off ProPILOT 2.1 available on SL/Platinum.

Available AWD, 8.2-in clearance and the Rock Creek's all-terrain tires, hill descent and off-road camera view handle gravel and trailheads, but it's no real off-roader and tows only 1,500 lbs.

60/40 fold-flat rear seats, Divide-N-Hide adjustable floor and roof rails on upper trims make it flexible, though max cargo is only mid-pack.

Planted and secure through bends but 'far from agile'; comfort-tuned rather than sporty.

Light, accurate steering with little feedback; Sport mode adds heft.

Reviewers report quick, controlled stops with a predictable pedal.

The CVT simulates shifts convincingly without drone and tip-in is smooth, but the three-cylinder's modest punch (8.4 s to 60) and occasional hesitation limit it.

Better isolated than expected for a triple — reviewers call it very quiet even at full throttle — though some note a three-cylinder thrum at idle.

A tight turning circle for the class.

Commanding seating position with good visibility, tilt/telescoping wheel and physical climate controls; SV's power driver's seat with lumbar suits most sizes.

Relaxed and pleasant but appliance-like; nothing about the powertrain or chassis invites the long way home.

Every 2025 Rogue, including the $29,980 S, carries Safety Shield 360 (AEB with pedestrian detection, blind-spot warning, rear cross-traffic alert, rear automatic braking, lane departure warning), Intelligent Cruise Control, LED headlights and push-button start — content rivals often hold back to mid trims. It stops short of the top band because the S keeps the 8-inch screen and the 12.3-inch Google built-in system is reserved for SL and Platinum.

The April 2025 price cut made the 2025 Rogue one of the sharpest buys in the class: the SV at $30,980 delivered is only $1,000 above the S and undercuts a comparably equipped CR-V or RAV4 by roughly $2,000–3,000, and the Platinum tops out under $40k FWD. Held below the standout band by weak resale (~50% at 5 years), which returns much of the savings, and the lack of any hybrid option.

Five well-spaced grades — S, SV, Rock Creek, SL and Platinum — run from about $30k to $41k+, with AWD available across the range and a rugged Rock Creek variant. The gap is powertrain: the 201-hp 1.5L VC-Turbo three-cylinder with a CVT is the only engine, with no hybrid while CR-V, RAV4 and Tucson offer one.

Still Nissan's best-selling US model and a high-volume compact SUV at about 216,000 units in calendar 2025, but down ~12% year over year and now trailing the RAV4 (479k), CR-V (404k), Equinox (332k) and Tucson (234k). A large, steady seller that is losing ground — upper mid-pack rather than segment leader.

Nissan is a neutral-to-weak brand in this cross-shop: a CVT durability reputation, the widely publicized VC-Turbo engine recalls and warranty extension affecting this very model year, discount-led selling and weak residuals all drag on the Rogue relative to Toyota, Honda, Subaru and Mazda. Broad dealer reach and loyal value buyers keep it in the neutral band.

Buyers of the 2025 Rogue benefited from an across-the-board MSRP cut ($640–$1,930 by trim) on top of routine incentives — $1,000–$1,250 cash or 2.9% APR for 60 months on SV and up — and deep model-year clearance discounting as the 2026 arrived. Dealers negotiate freely on it, unlike on a RAV4 or CR-V.

2025 is the fifth model year of the third-generation Rogue (MY2021) and the second after its MY2024 facelift, so styling and the SL/Platinum infotainment are current, but the platform and sole VC-Turbo/CVT powertrain are late-cycle and Nissan has confirmed a fourth-generation Rogue with e-Power hybrid for MY2027 — meaningful redesign risk for a 2025 buyer.

The 2025 Rogue had a strong run with critics: MotorTrend ranked it first among compact SUVs for 2025 and it won the Cars.com Compact SUV Challenge for a third straight year, praised for cabin quality, comfort, rear-door access and standard safety content. Kept just below the top band because broader rankings (e.g. U.S. News ~#6) place it behind the CR-V, RAV4 and CX-5 and reviews consistently fault the three-cylinder's coarseness and the CVT.