![]() ![]() ![]() In theory, VC-Turbo allows a best-of-both-worlds character, varying the compression ratio between 8.0:1 and 14.0:1 depending on the throttle input and drive mode. If that description put you to sleep, wake up and watch this Engineering Explained video from VC-Turbo's 2018 debut for a more detailed explanation. A high compression ratio is easier on fuel, while a low compression ratio maximizes the engine's output. VC-Turbo engines, of which there was only one before this new US-built 1.5-liter hit the scene, can constantly adjust their compression ratio (the ratio of a combustion cylinder's volume when the piston is at the bottom and top of its travel). While moving to a smaller engine with forced induction is part of the reason for these gains, the arrival of VC-Turbo is the bigger news.įirst introduced a few years back on the Infiniti QX50, Nissan hailed variable compression as a revolutionary technology. At the same time, Nissan is citing a 3-mile-per-gallon increase in the combined fuel economy. While the cylinder count drops, output climbs to 201 horsepower and torque swells to 225 pound-feet. This is the only powertrain Nissan will offer in the Rogue for this year. The new three-cylinder VC-Turbo and an updated CVT replace it completely. But it was also whinier than Timmy's friends and worked alongside a continuously variable transmission that struggled to hide the bad manners coming from under the hood. The old Rogue's naturally aspirated 2.5-liter engine managed 181 horsepower and 181 pound-feet of torque, which is at the low-end of adequate for a vehicle that already weighs anywhere from 3,400 to 3,700 pounds before little Timmy and his soccer buddies pile in.
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