The Nissan Leaf was one of the first modern electric vehicles to go on sale, but Nissan has been slower to adopt plug-in hybrids. It’s only just now getting one in its lineup, and only by borrowing from another automaker.
At first glance, the 2026 Nissan Rogue Plug-In Hybrid seems like a straightforward addition to the Rogue’s resume. Many competitors have already checked that box, giving customers who aren’t ready to make the leap to an EV many of the benefits of electric power — as long as they regularly plug in these plug-in hybrids, that is.
There’s a twist here, though. Instead of adding a plug-in hybrid powertrain to the standard Rogue, Nissan repurposed the Mitsubishi Outlander PHEV, swapping the Mitsubishi badges for its own. It’s, as they say, a bold strategy. Let’s see if it pays off.
Borrowing from the best
Before touchscreens and piano black plastic trim, low-effort rebadges were the bane of automotive journalists. Selling the same car under different brands names — known as “badge engineering” — produced duds like the Cadillac Cimarron (a Chevrolet Cavalier with extra chrome) and redundancies like the Mercury Tracer (a Ford Escort by another name). It’s much less common now, which makes the Rogue Plug-In Hybrid an even more puzzling move at first glance.
Nissan knew what it was doing, though. Since 2016, it’s been Mitsubishi’s largest shareholder, having acquired a 34% stake in the smaller automaker after Mitsubishi was hobbled by an emissions-cheating scandal in the two companies’ mutual home market of Japan. As a result, the current-generation Rogue and Outlander were designed around a common architecture. Under the skin, the Outlander-based plug-in hybrid model is thus still technically a Rogue.
Mitsubishi is also more proficient with plug-in hybrids. Debuting in 2012 (although U.S. sales came much later), the original Outlander PHEV was the first plug-in hybrid SUV. So Mitsubishi has had plenty time to revive its plug-in hybrid system, giving Nissan well-developed tech to temporarily plug (no pun intended) a hole in its lineup until a new, in-house hybrid system is ready for the U.S.
Design dissonance
The Outlander is a handsome-looking crossover. It won’t be confused with a station wagon, but also has modern styling that avoids SUV cliches. It’s just weird seeing a Nissan badge affixed to this design, considering that it was meant to be purely Mitsubishi. Shoppers will also likely be confused seeing two completely different-looking vehicles wearing the Rogue badge at their local Nissan dealership.
The interior is less jarring, mainly because the Outlander elements are plainer, if still handsome. The tech is a step behind the non-hybrid Rogue, however. Wireless Apple CarPlay and Android Auto are standard, but with a 9-inch touchscreen, rather than the 12.3-inch screen available in high-end versions of the standard Rogue. Graphics on both the touchscreen and the standard 12.3-inch digital instrument cluster appear to have come from a 1990s arcade game, but important functions are controlled by analog buttons and knobs anyway.
Infotainment isn’t the only area where the Rogue Plug-In Hybrid lags behind the original-flavor Rogue. That model can be equipped with Nissan’s most-advanced ProPilot Assist 2.1 driver-assistance system, but the plug-in hybrid (along with its Mitsubishi twin) is only available with version 1.1 of the system. That means you don’t get hands-free highway driving.The Rogue Plug-In Hybrid gets the Outlander’s third-row bench seat, making this model a seven-seater. However, the back seats are too small to be of any real use, and as in other three-row vehicles, they take a big bite out of cargo space. Fold it, and you get comparable space to other small crossovers. Headroom and legroom in the first two rows are segment-appropriate as well.
Maintains an EV-like driving experience
Specs are identical to the Outlander PHEV. A 2.4-liter four-cylinder engine is mostly used as a generator to maintain charge in the 20-kilowatt-hour battery pack, but can help power the front wheels when needed. Instead, the system is designed to rely on a pair of electric motors, one providing power to each axle. Total system output is 248 horsepower and 332 pound-feet of torque — less than plug-in hybrid versions of the Hyundai Tucson, Kia Sportage, and Toyota RAV4.
The Rogue Plug-In Hybrid also has the same drive modes as the Outlander PHEV. What Mitsubishi calls the Super All-Wheel Control (S-AWC) system includes three modes (Normal, Power, Eco) for managing the mix of gasoline electric power and four (Tarmac, Gravel, Snow, Mud) to make the best use of that power on different surfaces. As in the Outlander, the Tarmac mode felt reasonably good on normal pavement (we didn’t have the opportunity to take the Rogue on gravel, snow, or mud) but not fun. That’s compounded by floppy suspension that, as in the Outlander, doesn’t inspire confidence and corners while degrading ride comfort.
Nissan may not have addressed the Outlander’s vices, but it did preserve this plug-in hybrid’s virtues. Mitsubishi’s powertrain is EV-like, delivering plenty of torque off the line and smoothly ramping up acceleration regardless of what the internal-combustion engine is doing. Drivers can also take advantage of strong regenerative braking although, as in the Outlander PHEV, regeneration tends to abruptly cut out when nearing a stop. Regardless, this gives drivers a great preview of what they’ll experience in an all-electric vehicle.
Enough electric range for short trips
The Rogue Plug-In Hybrid is also just as efficient as the Outlander PHEV. It’s EPA-rated at the same 38 miles of electric range and 26 mpg combined once battery charge gets low. Electric range should be enough to cover short trips, but it’s worth noting that Toyota is promising up to 52 miles of electric range for the next-generation 2026 RAV4 plug-in hybrid. Today’s Hyundai Tucson and Kia Sportage plug-in hybrids are rated at 32 miles and 34 miles, respectively, but with fuel economy of 35 mpg combined in hybrid mode.
However, the Rogue Plug-In Hybrid doesn’t have the Outlander PHEV’s DC fast-charging hardware. But given that the Mitsubishi uses the orphaned CHAdeMO connector and can only fast charge at 50 kilowatts, necessitating 38 minutes for a 10%-80% charge, owners won’t be missing much.
Even with the standard 3.5-kW AC onboard charger, the Rogue Plug-In Hybrid can fully recharge overnight (Nissan specifically quotes 7.5 hours), which should be adequate for daily use. Nissan also retained the Outlander PHEV’s dual 12-volt, 1,500-watt outlets so you can use the battery pack to run your coffee maker at a campsite.
The warmup act for Nissan’s next-generation hybrid system
Nissan hadn’t revealed pricing for the Rogue Plug-In Hybrid at press time, which is unfortunate, because that will determine this model’s relevance. The Rogue looks and drives exactly like its Mitsubishi Outlander PHEV twin, and is just as efficient. If it’s not cheaper, there’s no reason to buy one.
Even Nissan doesn’t seem to care about selling many Rogue Plug-In Hybrids. This rebadging exercise serves primarily as a placeholder until the next-generation Rogue arrives with a new hybrid system dubbed e-Power. This system, already available outside the U.S. is unique because the gasoline engine is completely separate from the drivetrain. All drive power comes from electric motors. Nissan promises up to 41 mpg with EV-like driving dynamics, albeit without a plug.
Nissan supplied a European-market Qashqai e-Power for this test drive, and it certainly didn’t drive like other hybrids. The lack of engine vibration was impressive, as was the amount of regenerative braking, which got the Qashqai pretty close to one-pedal driving. If Nissan can deliver on fuel efficiency, this will be a great option for buyers who don’t have a place to plug in. But it’s interesting to note that, between the e-Power and plug-in hybrid models, Nissan will have to versions of the Rogue that promise an EV-like driving experience — without adding another EV to its lineup.
