Gac Emzoom vs Nissan Juke

What's the difference?

Candidly, I really didn’t want to like the Emzoom. I think Australia has too many car brands already and the market is in danger of becoming overwhelmed with mediocre products at bargain prices that will squeeze out better but more expensive products.

But I cannot help but really be impressed by what GAC is offering. There’s no doubt the brand faces a major challenge expanding its dealership network to grow sales, but if it continues to deliver vehicles as nice as the Emzoom then it at least has a shot.

Not only is it affordable but it has style, space and is enjoyable to drive. For anyone in the market for a small SUV or just a sub-$30k new car, this should definitely be on your short-list.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

The Juke is a fun little car. It looks cool, it packs most of the important features and safety equipment, but while it can be fun to drive, it’s also a little clunky around town.

It’s so frustrating, because there is a great car in there somewhere, and it would take only small tweaks and enhancements to bring it out.

Unfortunately one of the common themes for many of the new Chinese brands entering the Australian market is inoffensive but uninteresting design. The cars tend to be quite generic and lacking in style and statement.

That’s not the case with the Emzoom, which stands out with its bold, angular design that really sets it apart from its direct rivals. For a brand looking to make an immediate impression and attract a new demographic, GAC has made a strong opening move with the Emzoom.

It’s not limited to the exterior either, with an equally design-forward cabin. There’s only a smallish 7.0-inch LCD instrument display integrated into a wider panel, but it’s all housed within a single unit alongside the 14.6-inch multimedia display to create a hi-tech look.

Yes, there are other elements from rival brands that are evident in the design, but borrowing a few cues from other places isn’t something unique to GAC and the overall look and feel of the Emzoom is very likeable.

Urban style is clearly what the Juke is about. It’s always been about this, but the original incarnation, while unusual, was a bit bulbous and awkward. The current version is a razor-sharp re-interpretation of the original.

Ugly duckling no more, the Juke blends the elements of Nissan’s current design language with its own unique take, in a clever way.

The roofline and bulbous face of the original car, complete with its ‘eye’ headlights are all maintained, but this time they look more contemporary with a splash of chrome and gunmetal plastic in the face, offset by gloss blacks running down the doorline.

The new light fittings look great and the curviness is also gently off-set with some sharp angles. The massive 19-inch wheels finished in a two-tone gloss black and aluminium brush keep this car looking like a concept come to life. Just don’t crash them into the curb. It would be very easy to.

The cool elements continue inside, with rotary air vents, a blend of textures, including a gloss grey for the vent claddings, with white stitching for the wheel, seat, and into the door cards, too.

There are touches of chrome about the place, and an ambient red LED light surrounding the shifter, which sits on its own little pedestal thing.

It’s quirky and punches above its weight when it comes to soft trims in the doors. Like most higher-grade Nissans the seats are pretty comfy, too, clad in a hard-wearing synthetic leather material.

But it won’t be for everyone, and it’s not without its downsides. The abundance of grey plastic down the centre console is a bit cheap, and the tech offering doesn’t match the youthful style.

The centre screen is adequate, but compared to many rivals it’s a bit small and dull, and the Juke is still missing a digital overhaul for its instrument cluster.

The black headlining, usually reserved for sportier cars, makes the cabin feel smaller than it is.

The Emzoom offers a surprisingly spacious interior for a small SUV. 

We were required to travel with four adult occupants at one stage and even in the back seat there was enough room for this six-foot tall reviewer to ride comfortably.

It feels more spacious thanks to the panoramic sunroof which can let in a load of natural light and get rid of the cramped feeling you sometimes have in these smaller models, particularly in the back seats.

While the seats are trimmed in PVC, they look and feel fine for this price point, and the driver’s seat is ventilated and has six-way power adjustment.

There are two USB ports in the front (one A and one C) as well as a 12V outlet, and there’s one USB-A in the rear.

The boot measures 341 litres, which is a respectable size for this type of SUV. While the inclusion of a power tailgate is a very nice touch at this price and makes life easier.

The Juke is a small SUV in the true sense of the word, sitting below the Qashqai which is more like a mid-sizer these days in terms of dimensions.

However, it’s quite cleverly packaged on the inside and is more useful than it first appears.

The front seats, for example, offer heaps of headroom and a surprising amount of width, and while the seats are manual, they’re pretty adjustable. I was able to find a great seating position.

There are big pockets in the doors with an integrated bottle holder suitable for even the largest bottles, although the centre console area is a bit less versatile, choosing its funky design over additional storage.

It features two good bottle holders, but a tiny armrest box and a shallow tray with one 12V socket and a USB-A outlet, as well as an auxiliary audio input under the climate controls.

On the topic of climate controls, I love the fact the Juke maintains a dedicated ventilation panel complete with buttons and dials for all the core functions. No touchscreen nonsense here.

The media screen, as mentioned, is a tad small, and falls victim to glare easily.

The stock Nissan software is a massive upgrade on the brand’s previous-generation products, but while it’s functional it’s far from the prettiest or the fastest on the market.

The back seat offers more space than you might assume, but it’s not as well thought-out as the front of the cabin. At 182cm tall I fit behind my own driving position with just enough space for my knees and just enough headroom.

There are decent bottle holders in the doors, and a further two small ones in the drop-down armrest. The backs of the front seats are clad in that synthetic leather material, which is nice, and have soft pockets, too.

The back of the front centre console offers just a single USB-A outlet and a small cubby. There are no adjustable air vents for rear passengers. It also feels a little claustrophobic back there thanks to the black trim on everything and smaller windows.

Boot capacity for the Juke is impressive for an SUV in this class, with 422 litres on offer, which is close to the volume we’d expect from something a size-bracket up, and 1305L with the second row folded down. There is a space-saver spare under the boot floor.

The Juke range kicks off from just $28,390 which gets you into a base ST and reaches to $36,890 for the top-spec Ti.

We’re driving the $34,440 (before on-road costs) ST-L which is the upper mid-grade car.

It scores concept-style 19-inch alloy wheels, synthetic leather interior trim, an 8.0-inch multimedia touchscreen with Apple CarPlay and Android Auto connectivity, a 7.0-inch digital screen between the analog dials, a surround camera system, single-zone climate, keyless entry and push-start ignition, and LED headlights. 

The quite attractive ‘Magnetic Blue’ paint our car wears is a $700 option. For an additional $1133 you can also step up to the ST-L+ grade which adds alternate two-tone seat trim, chrome and black highlights and a 10-speaker Bose audio system.

While this ST-L grade gets the lion’s share of Juke equipment without the price-hike to the Ti (and is therefore the pick of the range) there are some notable items missing at this price.

For example, there’s no wireless phone charging, no head-up display, no fully digital instrument cluster, and no electrical adjustment for the seats. The 8.0-inch multimedia screen is starting to look a bit dated, too.

Still, it looks trendy and those massive wheels are well above the standard for a car at this size or price. So, if you’re going for style over equipment there is a choice to be made here.

Nissan also hasn’t cheaped out on safety equipment, with most active stuff coming standard, even on the base ST. More on this later.

Pricing is about line-ball with its most direct competitors. It’s a tad cheaper than some like the outgoing similarly-styled Toyota C-HR (Koba 2WD - $35,695), or slightly more expensive than others like the current equivalent Ford Puma (ST-Line - $33,190) or Mazda CX-3 (Touring SP - $34,300) although it is also ever so slightly larger than those last two by width, height, and wheelbase.

Bucking the trend for electrification, the Emzoom is powered by a 1.5-litre four-cylinder turbocharged petrol engine that makes 125kW/270Nm. This provides adequate performance for a small SUV, without offering anything special.

The engine is paired to a seven-speed dual-clutch transmission, which sends its power to the front wheels. More on that set-up under ‘Driving’...

In the Juke’s messy engine bay lies a 1.0-litre, three-cylinder, turbo-petrol engine which sends 84kW/180Nm to the front wheels.

Nissan has its own 'HR10DET' engine code for this unit but it’s actually a Renault 'H5Dt' engine as evidenced by Renault logos all over the place.

Power is communicated by a seven-speed dual-clutch automatic which has been a source of strife for this car since it arrived. This very European engine and transmission combination is one which the Juke shares with its Renault Captur cousin.

I can’t believe I’m actually saying this, but I would prefer a continuously variable transmission (CVT) which Nissan uses elsewhere in its range. It would solve maybe the main issue with this car, which we’ll explore up next in the driving section of this review

Slightly confusingly GAC quotes a claimed combined urban/extra urban figure of 6.6L/100km, but based on the WLTC testing protocol, which is similar but marginally different to the more common and real-world-focused WLTP.

However, in our actual real-world test drive we instead saw a return of 7.6L/100km, so expect to use slightly more than the claim, regardless of testing protocols.

The Emzoom has a 47-litre fuel tank, which means if you can hit the claimed economy, you’ll have a range of just over 700km on a single tank. Our real-world average would still be good for more than 600km, which is a respectable range for what is designed to be a city-friendly SUV. 

One of the reasons this car comes equipped with a dual-clutch automatic is to chase fuel efficiency as well as emissions output. On paper DCT autos don’t suffer the inherent losses of a traditional torque converter transmission.

The official combined cycle fuel consumption figure is 5.8L/100km. My week of driving, weighted slightly more towards freeway conditions, produced a marginally higher average of 6.8L/100km. It’s not the claim, but it’s pretty good.

This little engine requires mid-shelf 95RON unleaded fuel, and the Juke has a 46-litre fuel tank, suggesting a driving range of 793km using the official fuel consumption number.

What makes the Emzoom really impressive, particularly at its price, is the way it drives. GAC has been in partnership with both Toyota and Honda in China for decades, and clearly the brand has been paying attention to how those more established global brands do things.

The net result is a small SUV that is genuinely enjoyable to drive and a far cry from the dull, unresolved offerings from other Chinese newcomers.

The Emzoom’s ride is nothing short of remarkable, given this is an all-new brand to Australia. It managed to soak up some very nasty-looking bumps without any notable fuss in the cabin. There is still some fine-tuning that could be done to make it class-leading in terms of both comfort and responsiveness, but the overall first impression is very, very positive.

It’s a similar story for the steering, with responsiveness and good weighting, not the occasionally numb and dull steering other Chinese competition offer up. 

The engine is fine, nothing special to report, it does the job steadily but does need to be worked hard at times. The gearbox, on the other hand, is more notable.

While a dual-clutch transmission is better on paper, providing faster gear changes for more responsive driving and lower fuel consumption, in practical terms they can be more challenging to operate smoothly.

That’s very much the case with the Emzoom, with the clutch tending to ‘slip’ when you take-off from standstill, often resulting in wheel spin - and a more dramatic-sounding departure than you intended. 

This is probably not helped by the tyres, a Chinese brand that this reviewer had never experienced before but felt light on grip.

Once on the move, it works well enough, although occasionally it gets caught between gears when you’re trying to drive more spiritedly, but most of the time it’s fine.

By far the biggest foible of the Emzoom is the noise. GAC clearly saved money on what’s known in the business as ‘NVH’ (or noise, vibration and harshness), with a noticeable amount of tyre roar, wind noise from mirrors and poor sound deadening underneath.

It’s not ideal but there was always going to be a compromise to get this type of SUV for this price.

The Juke can be fun to drive, and I wanted to like it more, but the transmission its peppy little engine is paired with is frustrating.

Outputs of 84kW/180Nm doesn’t sound like a lot, but power isn’t the problem. The little engine has a fun turbo-surge which pairs with the Juke's light frame to make for a car which is quite athletic when you push it.

The issue is a mountain of turbo-lag conspires with the clunky dual-clutch automatic to make it far too sluggish off the line.

There’s a full second (or two, at times) to wait for any power to arrive, which simply isn’t good enough at T-junctions and roundabouts, the kind of situations a little urban SUV like this will constantly be encountering.

Nissan says the transmission software was even updated after the Juke’s launch, but it’s still not where it should be.

It has good traits, too. When you’re out on the open road, it has quick, snappy and well-defined shifts, and the engine is much better when it’s being properly pushed, too.

It has a gruff, entertaining tone, and the Juke’s light frame, firm ride, and comparatively heavy steering make it a joy to throw into some corners.

The long wheelbase for such a small SUV, paired with a decent set of tyres, also keeps it confident when its predecessor was a little clumsy.

Again, though, the reasonably hard ride, not helped by the very large wheels, isn't its best trait in an urban environment. The Juke is by no means uncomfortable, it just seems like the priorities for this little SUV aren’t in the right place.

I’ve said this before but there’s a great car in here somewhere. The Juke is fun to drive in the right environment, it’s just this environment is not where most prospective buyers will primarily be looking to use it.

What could fix this issue? A different transmission perhaps. Better yet, an e-Power hybrid powertrain.

The Juke's standard active safety features include freeway-speed auto emergency braking, lane departure warning with lane keep assist, blind-spot monitoring with rear cross-traffic alert, adaptive cruise control and traffic sign recognition.

Last time I reviewed this car I complained about the way it vibrates the steering wheel when the lane keep function decides you’re going out of your lane. But having since experienced so many more invasive lane keep systems, this one seems comparatively low-key.

Elsewhere, the Juke gets the standard array of six airbags (dual front, side, and curtain) and wears a maximum five-star ANCAP safety rating to the 2019 standards.

GAC has tried to be proactive and match the market with a seven-year/unlimited kilometre warranty, but strangely offers an even longer warranty for its electric and plug-in hybrid models.

It is an unusual decision and raises question marks over the longevity of its internal combustion engine models for no apparent reason.

As we wrote when we tested the Aion V, GAC is starting from scratch in Australia with less than a dozen dealers set to operate in the first 12 months. That means limited opportunities to both buy and service a GAC vehicle.

Nissan offers the Juke with a five-year, unlimited km warranty, with five-years of roadside assist included.

It requires servicing every 12 months or 20,000km and the cost is subject to a capped price servicing program for the first six years.

This averages $651.33 annually, which is not cheap for a small SUV in this class.

However, there is also the option of a pre-paid five-year service plan which brings the annual cost over five years down to a more reasonable $429.60.

But, notably, it does not include the pricy $1521 sixth-year interval. It’s worth asking yourself how long you’ll own the car for before splurging on it.