2027 Nissan Rogue Hybrid Prototype Evaluation: Nissan is Now in Action

      Joel Feder

      The most important car news and reviews, straightforward and honest

      Sign up for our free daily newsletter to receive the stories that truly matter to you every weekday.

      Nissan is taking steps to quickly reshape its identity and reputation as efficiently as a large corporation can. A key element in this transformation will be the new Nissan Rogue, which appears to have a lot of potential.

      Last week, Nissan introduced the 2027 Rogue, featuring a futuristic yet recognizable design, a hybrid powertrain that stands out from the competition, and the intention to pave the way towards an electric future.

      Nissan invited me to one of its private testing locations, where I had the chance to drive a prototype of the new Rogue, offering a glimpse of what to expect. My first impression? This is not the Rogue we're used to seeing as a budget rental option, and it could represent the beginning of a new chapter for the automaker if they can fulfill some ambitious promises. The new Rogue seems to be a strong starting point for the mass market, in my opinion.

      Joel Feder

      Exterior and Interior

      The Rogue I drove in Japan was entirely camouflaged, both inside and out, although photos of its debut can be seen above.

      While we don’t have the exact dimensions yet, the new Rogue appears slightly wider than the current model, though this could just be an optical illusion due to its new grille. The design is both familiar and evolutionary, yet avant-garde and assertive, with scattered LED daytime running lights merging into the front grille, sharply creased bodywork at the fenders, a geometric wheel design resembling a star, and a full-width LED taillight. It looks sleek, less like a budget vehicle than today’s Rogue, not as aggressive as a RAV4, and more elegant than a Tucson.

      Inside, the vehicle was almost entirely draped in black cloth, but I observed a two-spoke steering wheel featuring physical buttons, a real volume knob at the center of the dashboard, a push-button gear selector located on the left side of the center console, and I was informed there’s a single piece of glass covering a 14.3-inch screen that merges the digital gauge cluster with the touchscreen infotainment system. The rear seating area, where I placed my backpack, seemed slightly more spacious than the current model, although I wasn’t allowed to sit there. Legroom appeared ample.

      Joel Feder

      Driving Impressions

      The new Rogue will initially be available only as a hybrid, but it diverges from the typical hybrid experience most are familiar with. Instead of a gas engine paired with an electric motor or transmission like in the Hyundai Tucson hybrid, or a gas engine combined with motor generators like in the Toyota RAV4, the Rogue employs a battery pack to drive the wheels with a 1.5-liter turbocharged three-cylinder engine functioning as a generator to recharge the battery. The gas engine does not drive the wheels. Every Rogue will feature a dual-motor setup with a 150-kW motor in the front and a 100-kW motor in the rear. Although Nissan hasn’t shared final power specifications, Corporate Executive Product Planner Richard Candler mentioned to The Drive that the Rogue Hybrid produces around 200 horsepower.

      Fuel economy details are still under wraps, but Nissan anticipates that the Rogue Hybrid will be approximately 20% more efficient than the gas-powered version currently available. Theoretically, this translates to EPA estimates of around 33 mpg in the city, 42 on the highway, and 37 combined. There’s no plug-in feature or need (or option) to recharge the system; it operates automatically in the background. This system is referred to as e-Power, but to prevent any confusion regarding its classification as an electric vehicle or the necessity of recharging, it will carry a hybrid badge and be named the Rogue Hybrid e-Power.

      Nissan allowed me to drive the current Rogue with its (unrelated, though ironically identical in displacement) 1.5-liter turbocharged three-cylinder engine for two laps before switching to the new Rogue Hybrid to observe the differences. And indeed, these are two distinct vehicles.

      The new Rogue Hybrid immediately feels more substantial, likely heavier, with the weight distributed more centrally and lower compared to today’s Rogue. It has a more solid feel. The steering is surprisingly well-weighted, though don’t expect significant feedback.

      In terms of acceleration, both from a standstill and in motion, the new model delivers a smoother experience with less surging than current models, which strive to balance a turbocharged engine with variable compression and a continuously variable transmission. There’s ample power suited to its competitive segment, and its powertrain is noticeably quieter and smoother than leading competitors.

      The suspension of the Rogue Hybrid appeared somewhat firmer than that of the current model, resulting in fewer bounces, reduced body roll during corners, and generally more controlled handling.

      The new brake-by-wire system engages the brakes early in the pedal