Kia Sportage VS Nissan Juke
- Great ride
- Good standard safety
- Great standard features
- Rivals offer AWD cheaper
- Full safety suite on GT-Line only
- Petrol engine thirsty
- Whopping 140kW engine
- Still looks edgy
- Plush seats
- Truly tiny boot
- Questionable design choices
If you take a snapshot of the Australian mid-size SUV market, it becomes apparent that the Kia Sportage is an oft-overlooked option in a sea of storied Japanese nameplates.
Perhaps it’s because the Sportage is a bit more controversially styled than its Tucson cousin, or perhaps it’s a victim of its own success, having been an attractive option for populating car-share fleets like GoGet.
But I’d argue that the Sportage is special in more ways than it gets credit for, and shouldn’t be overlooked by Australians on the hunt for a new mid-sizer, even this far into its lifecycle.
Read on to find out why, and which variant in the Sportage’s just updated 2020 lineup is our pick of the bunch.
|Fuel Type||Regular Unleaded Petrol|
Not much has changed since we originally reviewed the current Nissan Juke Ti-S in November of 2018, with pricing and spec remaining the same.
There has been some news on the Juke's much-anticipated replacement, with an official reveal date of September 3, 2019.
Not much can be told about the new Juke yet, as it has only been spied under camouflage, but it is known to be larger than this current model, as the new car has been photographed alongside the current one.
It will also share roughly the same design theme and styling pillars, while bringing it up-to-date with Nissan's current line-up. Take a look at current versions of the larger US-market Murano for clues as to what it could look like.
It is also known that it will share a platform with the recently-revealed Renault Captur, paving the way for low-capacity turbocharged engines and even the possibility of hybrid tech in the Juke's next iteration.
As originally published September 3, 2018:
The Nissan Juke is straight-up bizarre.
Back in 2011, it was ahead of the small SUV curve, using the now-common trope of lifting up a small hatchback, giving it a slightly different body and calling it an ‘SUV’.
But the Juke didn't arrive locally until late 2013, the hatchback in question is the now-dead-in-Australia Nissan Micra, and despite that initial lead on its main competitors, the Micra-based Juke is hardly ahead on sales.
Despite that, Nissan is powering on with the Juke formula, while refining equipment levels, offering new style options and even introducing an even more performance-focused Nismo variant.
So, in a now-very-crowded small SUV segment are the Juke’s differences enough to set it apart? I spent a week reviewing the second-from-the-top Ti-S all-wheel drive (AWD) turbo to find out.
|Engine Type||1.6L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Sportage continues to age gracefully, now offering an increasingly finely tuned range of variants to suit most price brackets.
While its engine and transmission choices leave a little to be desired, it continues to offer impressive ride, handing, and technology when compared to many (but not all) Japanese segment rivals.
Our pick of the range is the SX in either engine, as it offers the lion’s share of Sportage spec items at the right price.
The Juke is nothing if not different, but it is hampered in Australia’s fastest-growing segment with a tall asking price, dated features, sub-par warranty and questionable design choices.
Credit where credit is due: it was one of the first in the wave of small SUVs dominating the market and it has a ripper little turbo engine, but most competitors feel a lot less… elderly.
Does the Juke's wild styling set it apart for you, or would you rather look at more recent entries in the small SUV market? Tell us what you think in the comments below.
The Sportage isn’t as conservatively styled as its sensible spec would suggest. Clearly influenced by the likes of the Porsche Cayenne, with the bonnet-mounted light fittings, curvaceous edges and strip-light across the tailgate, the overall look aims to put the “sport” in “Sportage”.
It has enough of its almost insectoid personality to be criticised as a straight rip-off though, for better or worse, and its most recent facelift in 2018 accentuated its best features. At least one criticism that can’t be leveled at the Sportage is that it looks boring.
The more aggressive look certainly sets it apart from the conservatively styled Hyundai Tucson with which it shares a chassis, and that’s even more evident on the inside where there’s a sportier asymmetrical dash with a raised centre-console and slick, three-spoke steering wheel.
While everything is ergonomic in here – with an added bonus of dials and shortcut buttons for the climate controls - the screen-in-dash look is getting a bit dated. The same could be said for the interior plastics, which are finished largely in the same drab grey colour, no matter which grade you pick. The design of them is nice, but anything under the soft dash-topper is hard to the touch.
Thankfully, everything is superbly put together with not a squeak or rattle to be heard on any of the test cars I sampled, and the pared-back application of silver highlights in the dash is tasteful. The quad-dial instrument cluster is a classic layout. There’s no option for a digital dash in the Sportage range.
The two-tone alloys look great, no matter which grade you pick, and aside from the flared bits and LED light fittings on the GT-Line, it’s genuinely hard to tell the grades apart from each other, which is good for low-spec buyers.
Overall, the Sportage presents a design which has aged well, thanks to a more risqué approach being taken when this generation first launched in 2016.
I’m not sure how the Juke was designed, but it seems to me that a product guy described a 370Z to an engineer, then only gave them Nissan Micra parts to execute their vision.
To say the Juke is unique is an understatement. Up front there’s a lot to take in, including three layers of lighting - 370Z-style DRLs perched on the bonnet, almost Beetle-esque headlights embedded in the grille, and little fog lights nestled below.
Then there's the mess of angles dominating the lower bumper and windscreen, plus the curves just about everywhere else.
Up the back the mish-mash continues, with more echoes of the 370Z in the rear light fittings, a Micra-like boot and an expensive-looking curved rear window.
The side-profile exacerbates the almost comically-exaggerated wheel arches.
It seems the Juke is not afraid to target a niche audience that wants to be seen. Our test car was fitted with a ‘myJUKE personalisation pack’ which consisted of the ‘Energy Orange’ highlights on the wheels, bumpers and wing-mirrors you can see in the pictures.
The pack adds $800 to the price, alongside our car’s premium ‘Platinum’ paint ($500) for an as-tested MSRP of $34,790.
Inside the Juke, it all looks a little dated. There’s an abundance of large, nasty plastic panels, made all the more obvious through the orange highlights strewn throughout.
It seems at odds with the nice, comfortable leather seats, and great little leather-bound steering wheel.
For some reason there are two screens embedded in the centre of the dash. The main 5.8-inch screen isn’t the worst I’ve used, but the design is lagging behind the standard set by brands like Volkswagen and Hyundai. The built in nav is satisfactory, but I was wishing for Apple CarPlay to remove the sub-par interface.
The second screen, embedded between two dials, controls the air-conditioning and driving modes. The buttons surrounding it change depending on which mode you turn the screen to.
It’s neat, if a little unnecessary. The screen can show everything from a boost gauge in ‘Sport’ mode, to fuel efficiency graphs in the ‘Eco’ setting. But sadly, both screens were frequently subject to glare on sunny days.
Our test car had excessive panel gaps where the front doors connect to the A-pillar, as well as around the boot lid and bonnet. Inside, there were trim pieces that didn’t quite meet up, or flexed a bit too far when pushed on.
There was also a rattle emanating from the boot during my test. Despite attempts to take all the boot pieces out and put them back carefully, I could not find the source.
The Juke is built in the UK. Go figure.
Like most Korean SUVs, the Sportage has the idea of practicality cooked-in throughout its cabin. It starts in the front row, where the driver and passenger have access to some large cupholders in the doors and centre console (suitable for 500ml containers), a decently sized top-box and glovebox, as well as a very large trench in front of the shift-lever, which also hosts the USB and aux inputs, as well as dual 12V power outlets.
In the back seat, there are plenty of amenities, with decently sized cupholders in each door, pockets on the back of the seats, air-conditioning vents on the back of the console as well as dual power outlets. Another neat trick is that the Sportage has reclining rear seats, allowing extra comfort for rear-seat passengers, or extra boot space where required.
To its credit, the boot space is easy to use and comes with an adjustable rolling cover. Part of the reduction in sheer capacity is due to a full-size alloy spare living under the boot floor – a big bonus for regional buyers, who may need one as a matter of safety.
Leg and headroom are simply great, no matter which seat you’re sitting in, and the big rear doors on the Sportage open nice and wide – good for low-mobility passengers or those needing to fit a child-seat.
The Juke’s over-commitment to styling compromises its practicality, which is especially true for our AWD Ti-S.
The multi-link rear suspension hampers available boot space by bringing the boot floor up to almost level with the rear hatch opening.
On offer is just 207 litres, which makes the CX-3’s already small 264 litres look huge.
You could fit maybe two duffle bags stacked on top of one another in the space, but any hard cases larger than carry-on size is asking for trouble.
With the seats down, it’s a better story, as the space is, if nothing else, level.
Expect small hatchback amounts of space in the rear. Back-seaters don’t get any air conditioning vents, but there’s a small bucket-shaped area for storage on the back of the front centre console.
There’s not much else back there in terms of amenities, although the plush leather seats continue, and headroom was not as limited as my 182cm self expected. Two ISOFIX child seat mounting points are present on the outer two seats.
Up front there are decent cupholders in the centre console and bottle holders in the doors, although nothing that’ll hold anything bigger than a 600ml bottle.
Aside from that there are precious few stowage spaces for items in the cockpit. There’s a strange rubberised pad underneath the air conditioning controls. It barely fit my phone, and the lack of sidewalls made it hardly suitable for loose objects. I’m not really sure what it was for.
There’s also a massive glove box that seems to go forever under the dash.
Price and features
You did read that right, the Sportage range – despite looking exactly the same as last year’s iteration – has received a mild nip and tuck, which includes new variants and pricing. As before, the Sportage range is offered with a choice of three engines, two petrols and a diesel, with either front- or all-wheel drive across four trim levels. All prices on the Sportage range are drive-away.
Kicking off the range is the S, which is available as a 2.0-litre petrol front-wheel drive in either a re-introduced six-speed manual ($28,990), six-speed auto ($29,990) or as an eight-speed auto diesel AWD ($36,990).
Standard spec, even on the entry-level car, is impressive. Included are 17-inch alloy wheels (no steelies here), LED DRLs (but halogen headlights), leather-trimmed wheel and shift-lever, hard-wearing cloth seat trim, a 3.5-inch dot-matrix info screen in the dash, a 7.0-inch multimedia touchscreen with Apple CarPlay and Android auto support, dual-zone climate control, as well as rear parking sensors and camera. Another nice touch is that the base S model also scores auto rain-sensing wipers as standard.
Considering the standard active-safety suite explored in the safety section of this review, the S could easily be the pick of the range of any other SUV lineup, but our pick is still the mid-grade SX (previously known as the Si).
Available in the same three drivetrain choices at a $2500 premium, the SX adds larger 18-inch alloy wheels, front-facing parking sensors, a more impressive-looking 8.0-inch touchscreen with DAB+ digital radio and built-in sat-nav, backed by an eight-speaker JBL audio system. We’d say the extra spice is well worth it, making the SX our pick.
Jumping up to the SX Plus (previously the SLi) adds leather seat trim (which is hard-wearing, but isn’t the most luxurious-feeling fake leather on the market), an upgrade to the visual treatment with chrome and gloss black highlights, a larger colour TFT screen embedded in the dash, and, for the first time in a mid-grade Sportage, a powered tailgate. The SX Plus is well equipped, but if you can do without leather seat trim, it's not really worth the $7000 like-for-like switch up from the SX…
Available as an all-wheel-drive only, the penultimate Sportage is the GT-Line. Finally gaining a full suite of LED front lights and, frustratingly, the only way to specify a Sportage with blind-spot monitoring, active cruise control and rear cross traffic alert, the GT-Line is relatively expensive, even for the segment, at $46,490 for the 2.4-litre six-speed auto petrol or $49,490 for the eight-speed auto turbo diesel.
Other fruit for the extra money includes a sports bodykit, aggressive 19-inch alloy wheels, a panoramic sunroof, flat-bottomed sports steering wheel, a wireless phone-charging bay, and an automatic-parking suite.
There's no two ways about this – the Juke Ti-S is very expensive. In its segment, the $33,490 (before on-road costs) asking price is enough to make the Mazda CX-3 look cheap, and that's saying something. Hell, you can get a really very good mid-size SUV for that price.
Not a great start for an SUV that has remained largely unchanged while fresh competitors continue to pop up all around it.
Given the Juke's diminutive dimensions, its main competition is the Mazda CX-3 sTouring (petrol, AWD) at $31,790, Renault Captur Intens (petrol, FWD) at $28,990 and maybe the Toyota C-HR Koba (petrol, AWD) at $35,290.
The Koba, and a lot other small SUVs are arguably a size-up from the Juke, but price-wise it's hard to pitch it against something closer to its size like the Suzuki Ignis GLX which is far, far cheaper at $18,990.
As you can see, the Juke hardly fits in to the current small SUV landscape… but do you at least get good equipment for the price?
Yes and no.
The Ti-S gets some nice features, like the surprisingly plush heated leather seats, push-start ignition, 360 degree surround-view reversing camera, LED DRLs, auto-folding wing-mirrors, rain-sensing wipers and a particular boon for the Ti-S – multi-link rear suspension.
It also gets some okay features, like the 5.8-inch multimedia touchscreen which has DAB+ support and built-in nav, xenon headlights (not halogen, but also not LED), single-zone climate control, 17-inch alloy wheels, and a tyre pressure monitoring system.
Then there’s the bad. No Apple CarPlay or Android Auto, no electrically-adjustable seats, no digital dashboard, no head-up display and, while some modern safety features arrive at this price, there are some major omissions.
As a value proposition then, the Juke is lacking for its tall list price.
Engine & trans
The Sportage is offered with a choice of three engines, all of which are unremarkable.
These engines are also starting to show their age, but the fact that you can choose either petrol or diesel across the range will be a win for some consumers.
The 2.0-litre petrol offered as the front-wheel drive option on the S, SX, and SX Plus grades produces 114kW/192Nm and can be chosen with either a six-speed auto, or a six-speed manual on the bottom two grades.
The 2.0-litre turbo diesel engine offered across the range with only an eight-speed automatic in all-wheel drive produces a better-sounding 136kW/400Nm (hence the price hike).
The GT-Line is the only grade that can be had as a petrol in all-wheel drive, it benefits from a larger 2.4-litre petrol engine with outputs set at 135kW/237Nm, paired only to a six-speed automatic.
It would be nice to see higher tech turbocharged petrol engines make it to the Sportage range for the sake of both power and fuel efficiency, but these kinds of dated petrol powertrains are par-for-the course in the Australian mid-size SUV landscape.
A benefit to many drivers will be the torque-converter automatic transmissions, rather than their lacklustre CVT counterparts, which appear in most of this car’s Japanese rivals.
The Juke stands out here, too. It’s powered by a 140kW/240Nm 1.6-litre turbocharged petrol engine. That’s plenty of power. Peak torque arrives reasonably early, too, and lasts throughout the rev range from 1600–5600rpm.
It stands up well to competitors like the CX-3 with its 110kW 2.0-litre petrol engine, and the sub-90kW turbocharged engines in both the Renault Captur and Toyota C-HR.
The Ti-S can be had with a manual if you opt for the front-wheel drive (FWD) version, AWD ones like the one we tested here can only be had as a Continuously Variable Transmission (CVT) auto.
The AWD set-up has torque vectoring and is an opt-in system activated by a button to the right of the steering wheel. Our Juke spent most of the week as a FWD.
A downside to old engines with rigid transmission ratios pulling heavy SUV bodies is a notable cost in the fuel-consumption department.
The 2.0-litre front-drive variants carry claimed combined fuel-consumption figures of 7.9L/100km, but the figure most people will experience is in the rather more honest official “urban” figure of 10.9L/100km.
In my back-to-back tests of the 2.0-litre petrol versions of the SX and SX Plus I produced figures on either side of that number, scoring 10.5L/100km and 11L/100km in the real world, over about 350km of testing respectively.
Not great, then, and those figures are easily bested by CVT rivals – even the 2.5-litre all-wheel-drive Forester – according to real-world figures put on the board in recent CarsGuide reviews.
Mercifully, the Sportage is capable of drinking base-grade 91RON petrol to fill its 62-litre tank.
Nissan claims the Juke Ti-S will consume 6.5L/100km of (minimum) 95 RON premium unleaded petrol. Over my week of mixed freeway and urban traffic usage it returned 10.0L/100km. A solid miss.
I’m not entirely sure why this number was so high given I only activated the AWD system for a few short expeditions on the weekend. Most competitors claim less than 7.0L/100km and I’ve found a reasonable number to expect is 8.0-ish, so 10.0 was a let-down.
The Sportage’s engine choices don’t offer the most modern drive experience on the mid-size SUV market, but its locally tuned suspension really makes it stand apart from the pack. This means it’s at its best in most driving scenarios you’ll experience in Australia. I’ve driven Sportage variants on long-distance freeway drives, across the worst, most potholed streets Sydney’s CBD has to offer, as well as rutted gravel tracks on the other side of NSW’s Blue Mountains, and all of them behaved admirably, everywhere.
On the axis of sport-to-comfort I’d say the Sportage’s ride sits slightly to the sportier end of the equation. It’s a stiffer ride than the Honda CR-V, Nissan X-Trail, or the new Toyota RAV4, for example. Yet it seems to strike a more comfortable balance than the sporty CX-5.
The handling is really nice for an SUV this size, as I’ve said in previous reviews – it’s nimble and feels almost like you’re piloting a giant hatchback. For reasons I can’t seem to pin down, I vastly prefer the Sportage’s ride and handling to that of the Tucson. It just feels more balanced all round than its Hyundai cousin.
The engines are a bit of a letdown, however. While all are adequate for city-commuting duty, on the open road and up hills the petrol drivetrains get thrashy and noisy quickly – and at higher revs the limitations of these engines' outputs become apparent.
That having been said, both automatic transmissions are slick and predictable. When power is needed they also lock into gear nicely, unlike their CVT competition. We are yet to sample the re-introduced manual variants.
In a way, the Juke lives up to its sporty looks. The 140kW engine is, without a doubt, one of the most powerful in the segment, and to be completely honest, the CVT was fine, if a little uninspiring.
Once you’ve dispatched the small amount of lag, the little turbo engine surges into the power-band, where the steering wheel will simply be torn out of your hands thanks to 'torque-steer' in FWD mode.
AWD mode is decidedly more stable, but makes the Juke feel significantly heavier. I don’t doubt it will increase fuel usage if you remain in this mode.
The suspension is stiff. Perhaps harsher than it needs to be. While this didn’t result in too much discomfort, thanks to the plush seats, it combined with the large alloy wheels to create a lot of road noise. It also revealed some less than impressive rattles and creaks in the cabin.
My test car had a consistent rattle emanating from the boot, which despite my investigations (I took the cargo cover, boot floor and spare out, and carefully placed them all back in their properly secured position), I couldn’t find the source of, and turning it into corners or over inclines caused creaks from the B- and C-pillars.
The steering was also somewhat inconsistent and ambiguous. Nissan says the Juke has ‘speed sensitive power steering’ although, at speeds of 70-90km/h it lacked feel and feedback. I wasn’t really confident I could feel where the front wheels were at any given moment.
Aside from the steering issue, the Juke felt okay in the corners, likely due to the multi-link rear suspension. Pushing it any harder than conservative speeds introduced a bit too much tilt to make it truly ‘fun’, however.
Even just last year, the Sportage’s standard active-safety equipment would have been considered pretty good, even a whole point better than what I’ve given it here. The thing is, though, thanks largely to ANCAP and EuroNCAP’s far more stringent analysis of active technology in the last year, the game has been raised by many of the Sportage’s competitors.
It would be nice, for example, to see active cruise control and blind-spot monitoring available on the SX Plus grade, or, better still, available as an option pack across the range, a-la-Hyundai’s approach.
And now, with the introduction of high-tier active-safety suites on low-spec variants of the Toyota RAV4, Mazda CX-5 and Subaru Forester, it’s hard to give the Sportage flying colours in this department.
Still, the fact that auto emergency braking (AEB), lane-keep assist (LKAS) and driver-attention alert (DAA) ship on the base-model S is reasonably impressive.
Outside of that, all Sportage grades get six airbags, the expected stability and brake controls, as well as three top-tether and two ISOFIX child-seat mounting points.
The Sportage carries a maximum five-star ANCAP safety rating as of this-generation’s launch in 2016.
At this price, the Juke scores some significant safety additions over the rest of the range. On the active front the Ti-S scores Lane Departure Warning (LDW) and Blind Spot Monitoring (BSM) as well as the aforementioned 360-degree parking camera and standard reversing camera.
These are also paired with something that Nissan calls ‘Moving Object Detection’ which seems to be equivalent to rear cross traffic alert, only it works around the front of the car as well.
Missing is the all-important AEB. This feature is becoming standard (or at least an affordable option) on most competitors. While FWD versions of the Juke carry maximum five-star ANCAP safety ratings, this rating was from 2011 and not to the most recent and stringent testing process.
The Juke benefits from the regular electronic stability enhancements as well as six airbags.
Kia continues to lead the pack with a seven-year, unlimited-kilometre warranty, which is two years more than the acceptable segment standard. That’s also backed by eight years of roadside assist if you service at an authorised dealer.
There’s also a comprehensive capped-price-servicing program for the life of the warranty, averaging out to a not-particularly-cheap $391.71 per year for the 2.0L petrol, $408.14 for the 2.4L petrol, or $511.43 for the diesel.
The Sportage will have a battle on its hands in the coming years, with fellow Korean competitor, Ssangyong, looking to launch its new-generation Korando with a highly competitive seven-year ownership program.
Nissan is one of the few remaining mainstream manufacturers still offering a distance-limited three-year warranty. The major competitors – Mazda, Hyundai and Honda are offering five-year/unlimited kilometre promises.
The Juke requires servicing once a year or 12,000km. Nissan has a scheduled servicing plan that covers the Juke for up to 12 years, with the cost changing every year. It averages out to a not particularly cheap $378.58 a year if you were to carry out the whole plan.