Nissan Recalling 712,000 Rogues and Rogue Sports for Faulty Keys

Matthew Guy
by Matthew Guy

Most of us have seen a set of the so-called ‘jackknife’ ignition keys. You know the ones: a press of a button causes the business end of the key to flip outwards, permitting it to light the fires on a car and instigating those of us with active personalities to say “HI-YA!” while jabbing the thing skyward as if it were a real jackknife.


No? Huh; maybe it’s just me, then.


Anyways, that type of key is at the crux of a major recall for Nissan, one which involves nearly a quarter million Rogue SUVs.


According to the National Highway Traffic Safety Administration, certain 2014-2020 Rogue and 2017-2022 Rogue Sport vehicles equipped with this type of key could suffer from an issue that may cause the rig to shut off unexpectedly. Apparently, it has been found that accidental driver contact with the key whilst it is in the ignition may cause it to ‘collapse’, after which it could inadvertently shut off the vehicle while moving. This, logically, increases the risk of a crash. Not helping matters is the fact that the internal pivot of the jackknife key may weaken over time, acerbating the issue.


Owners are advised not to attach any accessories to their key and only use the key in the unfolded orientation until a remedy is available. In other words, use the bloody thing as intended, and don’t weigh it down with keychains from Vegas and that lump of enriched uranium you keep around for good luck. Interim notification letters are expected to be mailed out in March, notifying owners of the safety risk. A second letter will be mailed once the remedy is available. There’s mention that the fix may simply be a spacer inserted in the key slot of the jackknife key, which sounds suspiciously to us like a cheap piece of plastic that prevents it from closing at all.


Owners may contact Nissan's customer service at 1-800-867-7669 or the National Highway Traffic Safety Administration Vehicle Safety Hotline at 1-888-327-4236. Nissan's number for this recall is R22C5.


[Image: Nissan]


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Matthew Guy
Matthew Guy

Matthew buys, sells, fixes, & races cars. As a human index of auto & auction knowledge, he is fond of making money and offering loud opinions.

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  • Rick T. "If your driving conditions include near-freezing temps for a few months of the year, seek out a set of all-seasons. But if sunshine is frequent and the spectre of 60F weather strikes fear into the hearts of your neighbourhood, all-seasons could be a great choice." So all-seasons it is, apparently!
  • 1995 SC Should anyone here get a wild hair and buy this I have the 500 dollar tool you need to bleed the rear brakes if you have to crack open the ABS. Given the state you will. I love these cars (obviously) but trust me, as an owner you will be miles ahead to shell out for one that was maintained. But properly sorted these things will devour highway miles and that 4.6 will run forever and should be way less of a diva than my blown 3.8 equipped one. (and forget the NA 3.8...140HP was no match for this car).As an aside, if you drive this you will instantly realize how ergonomically bad modern cars are.These wheels look like the 17's you could get on a Fox Body Cobra R. I've always had it in the back of my mind to get a set in the right bolt pattern so I could upgrade the brakes but I just don't want to mess up the ride. If that was too much to read, from someone intamately familiar with MN-12's, skip this one. The ground effects alone make it worth a pass. They are not esecially easy to work on either.
  • Macca This one definitely brings back memories - my dad was a Ford-guy through the '80s and into the '90s, and my family had two MN12 vehicles, a '93 Thunderbird LX (maroon over gray) purchased for my mom around 1995 and an '89 Cougar LS (white over red velour, digital dash) for my brother's second car acquired a year or so later. The Essex V6's 140 hp was wholly inadequate for the ~3,600 lb car, but the look of the T-Bird seemed fairly exotic at the time in a small Midwest town. This was of course pre-modern internet days and we had no idea of the Essex head gasket woes held in store for both cars.The first to grenade was my bro's Cougar, circa 1997. My dad found a crate 3.8L and a local mechanic replaced it - though the new engine never felt quite right (rough idle). I remember expecting something miraculous from the new engine and then realizing that it was substandard even when new. Shortly thereafter my dad replaced the Thunderbird for my mom and took the Cougar for a new highway commute, giving my brother the Thunderbird. Not long after, the T-Bird's 3.8L V6 also suffered from head gasket failure which spelled its demise again under my brother's ownership. The stately Cougar was sold to a family member and it suffered the same head gasket fate with about 60,000 miles on the new engine.Combine this with multiple first-gen Taurus transmission issues and a lemon '86 Aerostar and my dad's brand loyalty came to an end in the late '90s with his purchase of a fourth-gen Maxima. I saw a mid-90s Thunderbird the other day for the first time in ages and it's still a fairly handsome design. Shame the mechanicals were such a letdown.
  • FreedMike It's a little rough...😄
  • Rochester Always loved that wrap-around cockpit interior. The rest of this car, not so much. Between the two, it was always the mid-90's Cougar that caught my attention.
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