2026 Nissan Rogue Plug-In Hybrid: An In-Depth Analysis of Its Electric Performance and Adaptability

Do you recall around three decades ago when car manufacturers marketed nearly identical vehicles under various brand names with slight modifications? Badge engineering still exists to some extent, but it’s not the same as it once was, especially with the newest addition to the Nissan lineup, the Rogue Plug-In Hybrid. It’s essentially a Mitsubishi Outlander PHEV with a different trim level.

That’s not necessarily a bad thing, as I found out after spending less than sixty minutes with this SUV. Prior to this, I had never driven any version of the latest Outlander, but I was always intrigued by it. Now that I have, it’s clear why Nissan pursued this route: They needed a hybrid quickly, and the Outlander PHEV is quite powerful. The automaker has even suggested that once its proprietary E-Power system is introduced in the next-gen Rogue, expected for the 2027 model year, this Rogue Plug-In Hybrid might vanish as rapidly as it debuted.

Alternatively, it may remain available—Nissan states it’s receptive to consumer preferences. For now, here’s what potential buyers can expect.

The Essentials

The Nissan Rogue Plug-In Hybrid will become available at dealerships early next year. Similar to Mitsubishi’s iteration, it incorporates a 131-hp, 2.4-liter four-cylinder engine along with two electric motors—one on each axle, generating 114 horsepower upfront and 134 horsepower at the rear. However, the total system power doesn’t simply add up to those energy sources, as Nissan estimates it to be 248 hp and 332 lb-ft of torque.

That’s indeed substantial torque, particularly for an otherwise typical SUV like the Rogue (or, more precisely, Outlander). With a full tank of gas and a fully charged battery, Nissan projects a total range of 420 miles. On electric power solely, it can reach up to 38 miles, though its fuel economy is rather underwhelming at 25 mpg in the city and 27 mpg on the highway. The SUV’s 20-kWh lithium-ion battery is forecasted to require 7.5 hours to recharge via a Level 2 charger, which isn’t rapid.

The Rogue Plug-In Hybrid makes very few adjustments to the Outlander’s design. There’s slightly more black and body-color trim instead of the Outlander’s chrome, which I personally believe detracts from the original aesthetics. The real Rogue and the Outlander are built on the same platform, making it even more peculiar that Nissan chose not to incorporate the PHEV powertrain within the existing Rogue’s framework—but at least Mitsubishi’s SUV was already decently attractive.

Inside, I couldn’t help but observe that all buttons feature Mitsubishi’s typography, as opposed to Nissan’s. Replacing switchgear can be costly. That said, the infotainment system remains Nissan’s proprietary version, albeit the previous generation version, unlike the updated interface found in the Pathfinder and Murano, for instance.

The Cabin

I’ve always believed the Outlander’s interior could look appealing, especially in that partially tan color scheme Mitsubishi offers. However, in an all-black finish, such as my high-end Platinum-grade tester here, it doesn’t stand out as much. The diamond quilted pattern on the leather seats and door panels is appreciated, and the materials are nice, though not particularly memorable to the touch.

The Rogue Plug-In Hybrid provides adequate second-row space, despite its seemingly compact dimensions. Its 38.5 inches of legroom matches that of the gas Rogue and falls just short of the Honda CR-V’s 41 inches. Additionally, unlike a standard Rogue, this vehicle offers the choice of a third row of seating.

Now, it’s not a great third row; I’ll let our colleague Ezra Dyer, the expert on this matter, articulate that in his own words. The second row must be adjusted forward from its most spacious position to afford any legroom to rear passengers. But it exists, and it flattens when not in use. There will likely come a moment during your ownership of this vehicle when you’ll wish to accommodate a sixth or potentially even seventh passenger, and for that eventuality, the Rogue Plug-In Hybrid is equipped.

Interestingly, while Mitsubishi provides the Outlander with the option of a 12-speaker Yamaha sound system—a brand not often seen in vehicles this side of the Pacific—the Rogue Plug-In features a nine-speaker Bose setup. I wasn’t particularly focused on assessing sound quality during my brief time with the vehicle, but I thought that was a notable detail worth mentioning.

Driving the Rogue Plug-In Hybrid

With such generous torque and the capability to seamlessly combine battery power with the four-cylinder engine’s thrust, the Rogue Plug-In Hybrid is fairly spirited for its class. Once again, I comprehend why Nissan chose to emulate Mitsubishi’s work here. There exists a one-pedal driving feature named E-Step, which renders the driving experience akin to that of a battery-electric vehicle, with high regeneration off-throttle, necessitating only the use of the accelerator, except when coming to a complete stop.

Most of the time, the drive is smooth. The minor issues that interfere are E-Step’s tendency for the gas pedal to twitch under very light pressure, and more annoyingly, the whir of the electric motor. Yes, the Rogue Plug-In Hybrid emitted this faint yet high-pitched whine during my entire 45 minutes with it. It never dissipated, and it intensified as I demanded more from those motors. With music playing, you might not notice it—so I wouldn’t classify it as a dealbreaker—but it’s definitely present.

The Rogue Plug-In’s chassis is particularly well-tuned, benefiting from Mitsubishi’s torque-managing Super All-Wheel Control system that offers seven (count ’em) driving modes. Drawing from Mitsubishi’s rallying heritage, most modes cater to specific surface conditions, like mud, gravel, or snow. I didn’t take the Rogue off-road, and while it was quite chilly during my journey to Nissan’s U.S. headquarters in Tennessee, it wasn’t actually snowing, so I can’t comment on the vehicle’s capabilities off the pavement. Curiously, this dial permits drivers to choose either a power mode or a tarmac mode, and it’s not entirely clear which I’d opt for “spirited driving,” let alone why.

Nonetheless, the Rogue Plug-In, akin to its Mitsubishi counterpart, is a well-handling SUV—one that’s certainly tailored for comfort, with its pedal feel, light steering, and soft suspension, but not sluggish and perfectly competent for daily commuting. I merely wish it were quieter.

Rivals and Summary

At this time, Nissan hasn’t released a price for the Rogue Plug-In Hybrid. Unfortunately, this might just seal its fate. It’s a good vehicle, much like the Outlander PHEV is. However, unless Nissan can substantially undercut Mitsubishi’s $42,190 base price (why would it?), I’m concerned this will be too costly a venture.

You see, the Outlander’s success hinges on how affordable it is from the get-go. A base price of $32,205 garners consideration, as it doesn’t require much option selection to build a fairly nice one. Yet, once you’re firmly in the low-to-mid $40K territory, numerous alternatives are available.

Alternatives such as the 37-mpg CR-V Hybrid, which significantly outperforms the Rogue Plug-In’s lackluster fuel economy, even with all-wheel drive. Or the Mazda CX-50, which isn’t necessarily a more exhilarating drive than the Rogue, considering its hybrid system’s Toyota roots, but boasts a notably upscale interior. Additionally, if you’re particularly drawn to this Rogue due to its plug-in capability, Hyundai also offers a Tucson with that option, and it far outshines it in gas efficiency while providing a similar all-electric range. Oh, and the 324-hp plug-in RAV4 that Toyota has prepared deserves a mention as well.

In summation, the Rogue Plug-In Hybrid doesn’t seem to be a vehicle designed to lead its class or excel in any specific area, other than featuring the most terrain modes. It feels like a mere entry by a manufacturer that required one. And if it indeed fades away after next year, replaced by an all-new Rogue with a completely distinct hybrid powertrain, we’ll recognize it served its intended purpose.

Nissan provided The Drive with travel and accommodations, along with the use of a vehicle for the purpose of writing this review.