2014 Nissan Rogue

2014 Nissan Rogue

Episode 3324
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After what has to be one of the longest life cycles for a compact crossover, six model years, the second generation of the nissan rogue has finally arrived for 2014. But there’s nothing wrong with taking your time, if the result is worth the wait. Especially if you bring something unexpected to the party. And that’s exactly what the new rogue does. 

It may have taken awhile for the 2nd generation, 2014 Nissan Rogue to arrive, but its arrival will not go unnoticed by the rest of the compact crossover segment as Nissan is making a serious attempt to grab a much bigger piece of the market. And we can all agree that in order for that greedy sales grab to take place, the Rogue will need to stand out more than before; so Nissan has brought about much change.

This is an all new chassis, one that will be sold globally; and while the overall length is actually down an inch to 182.3-inches, wheelbase, width, and height are all up. The upgraded looks feature lots of flowing lines and substantial wheel arches; all very reminiscent of the Rogue’s big brother Pathfinder.  But the Rogue’s grille with its narrowed U shape is all its own.

And that slick new shape not only looks great but cuts through the air even better and works with an uprated CVT transmission to raise all-wheel-drive Government Fuel Economy Ratings to 25-City, 32-Highway, and 28-Combined. The Energy Impact Score is also very good for a crossover at 11.8-barrels of annual oil consumption with yearly CO2 emissions of 5.3-tons. 

And while few mainstream compact crossovers deliver notable driving enjoyment, and none provide extreme levels of comfort, the Rogue has enough of both to keep your commute enjoyable and vacation time very pleasant. Active Trace Control uses selective braking to mitigate understeer and Active Ride Control goes one step further by using brakes and engine torque to reduce both vehicle vibration and body motion. 

And there was a definite attempt by Nissan to go more premium on the inside, with very good material quality as well as more features like Nissan Connect. 

But the most unexpected surprise by far is a new 3rd row option for 7-passenger seating. Access is aided by the EZ Flex sliding second row. But, as Rogue is still a compact, 3rd row space is expectedly tight, best fit for small children. Still, most rivals don’t offer comparable versatility. And, even with the 3rd row in place there’s 9.4 cubic-ft. of luggage space. Capacity behind the second row is 32.0 cubic-ft. 

And with both rows folded, there’s a mid-size like 70.0 cubic-ft.  And a trick divide-‘n-hide cargo management system helps you keep things organized. Working our way forward, new Zero Gravity front seats offer excellent comfort for drives both long and short. 

But the newness doesn’t make it all the way forward however, as under the hood is the same QR25DE 2.5-liter I4 as before. There are updates in the name of efficiency, but horsepower and torque are unchanged at 170 and 175 lb-ft. And the usual excessive engine noise that accompanies a CVT is on full display as you work your way from a stop light, or in our case, down a drag strip.

Power is a tad soft at launch, but once those RPM’s reach their steady peak it feels fairly decent. The simulated shifts feel more like bouncing off a rev limiter and don’t really seem to help times. 0-60 takes a leisurely 8.9-seconds, with a slow quarter mile of 16.9-seconds at 83 miles-per-hour.  

The fully independent front and rear suspension with stabilizer bars and  twin tube shocks performs above average, provided you keep inputs smooth thus keeping the aggressive traction control from engaging. Except for some pretty hard nose dive, braking performance is also good, with stops averaging 126-feet. 

Safety conscious families can opt for one of the two Premium packages to add a Blind Spot Warning system, as well as Lane Departure Warning and Moving Object detection. 

As for prices, they slot in nicely against compact CUV rivals, starting at just $23,350. Top level SL trim begins at $28,930; and all-wheel-drive can be added to any Rogue for 13-hundred-50 dollars more. 

While it was definitely long overdue for a re-design, it looks to have been worth the wait; as the 2014 Nissan Rogue appears to be a much more serious player in the segment.  That’s good news for Nissan and good news for buyers looking for unexpected largess in a compact crossover. 

Specifications

  • Engine: 2.5-liter I4
  • Horsepower: 170
  • Torque: 175 lb-ft.
  • 0-60 mph: 8.9-seconds
  • 1/4 mile: 16.9 seconds @ 83 mph
  • EPA: 25 mpg city/ 32 mpg highway
  • Energy Impact: 11.8 barrels of oil/yr
  • CO2 Emissions: 5.3 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
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Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW