Nissan Juke VS Haval H2
- Bold new look
- High spec and safety
- Now actually practical!
- Fiddly dual-clutch auto
- Ride can be crashy
- Annoying lane departure feature
- Good looking
- Spacious cabin
- Full-size spare
- 'Busy' ride
- Turbo lag
- Lack of cabin refinement
The original Nissan Juke was the wrong car at the right time.
A small SUV before the trend really kicked off, the Juke which arrived in 2013 was controversially styled, tiny on the inside, and powered by a wacky range of confusing and occasionally infuriating drivetrains.
It was very… Japanese. Not something which always gels well with Australia’s populace.
Enter the new Nissan Juke. This car is critically important to Nissan, because it heralds a crucial new era for the brand, one where it actually shares much of its product development with its alliance partners, Renault and Mitsubishi, but also one which could be make-or-break for the brand.
As such, the new Juke is quite the opposite of its predecessor – a truly global car built for the widest possible audience, designed to appeal to the diverse tastes of Australia, Europe, and Japan. Can it really do all those things and be a stronger competitor in this critical small SUV market segment? I excitedly took the keys to a mid-spec ST-L for a week to find out.
Read More:Nissan Juke 2020 review
|Engine Type||1.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The H2 is the littlest vehicle made by the biggest Chinese SUV company, Haval, and it competes against the likes of Honda’s HR-V, the Hyundai Kona, and Mazda's CX-3. Being Chinese, the H2 is more affordable than its rivals, but is it more than just a good price?
That's how big the brand could become in Australia. The company is owned by Great Wall Motors, which is China’s largest maker of SUVs, and anything that's big in Chinese terms is truly massive (have you seen their Wall?).
If you’ve done a bit of research you’ll have noticed that the H2 is more affordable than those rivals, but is it more than just a good price? Do you get what you pay for, and if so what is it you’re getting, and what are you missing?
I drove the H2 Premium 4x2 to find out.
Oh, and you pronounce 'Haval' the same way you say 'travel'. Now you know.
|Engine Type||1.5L turbo|
|Fuel Type||Premium Unleaded Petrol|
Forget everything you know about the Nissan Juke. The new one is a different beast entirely. It’s more globally appealing and ready to take on now-established opponents in the emerging small coupe SUV segment.
Despite some flaws, the Juke is now a fantastic, great looking, and practical little SUV.
The lack of hybrid and all-wheel drive will still make Toyota’s C-HR a tough opponent though, so watch this space for more on how these two compare.
It’s disappointing that a car which looks so damned good can be let down by its interior refinement and driveability issues. In some areas, the H2 is great and goes further than its rivals – tinted windows, a full-sized spare, sunroof and good rear legroom. But the HR-V, Kona, C-HR and CX-3 have set the standard high for build quality and driving experience, and in this regard the H2’s isn’t at the same level.
The H2 is more affordable that its rivals but is that enough to tempt you out of a CX-3 or HR-V? Tell us what you think in the comments below.
The new Juke looks fantastic. Better in the metal than it ever looks in pictures, the referential-but-futuristic front fascia is a sight to behold with its unorthodox lighting and abundance of striking lines.
Other angles of this car grab the eye too, with the dramatic descending roofline finished nicely with a contrast black spoiler, leading to the sculpted rear, which is much more subtly treated than its bulbous front. There is no doubt – in terms of this car’s design, dimensions, and highlights – that it is out to get the C-HR and its youthful target audience.
Still, although it has such a head-turning futuristic look, all the elements which made the previous Juke eye-catching are still there. Things like the giant concept-car-esque wheels, feature fog lights, raised bonnet, and convex windscreen are all still present and ready to win over any fans of the last-generation car.
Inside has a cool vibe with bucket-style front seats clad in comfy padded trim (a Nissan strong point), and a funky dash with lots of contouring. There’s no lack of attitude with the awesome round air vents, and there are plenty of references to the Juke’s predecessor with the raised plastic-clad centre console.
Thankfully, comfort hasn’t been forgotten in the pursuit of design, with soft claddings working their way down the door trims to your elbow, and a top box finished in padded leather, too. Pride of place in the dash is the new multimedia screen in today’s tablet-style with ergonomic controls and the slick, fast software bringing it all together.
It’s great the Juke can maintain its funky design signatures while bringing the technology and look of 2020 to fans and newcomers alike.
The model featured below is the 2020 Nissan Juke Ti
If you squint, the H2 looks a bit like a BMW SUV and that may be because BMW’s former head of design, Pierre Leclercq, led the H2’s styling team (it's worth pointing out that if you squint hard enough, I look like Robert Downey Jnr).
The H2 is small, at 4335mm long, 1814mm wide and 1695mm tall, but it’s bigger than nearly all of its rivals. The Kona is 4165mm long, the HR-V is 4294mm end-to-end and the CX-3 is 4275. Only the C-HR is longer at 4360mm.
Interior refinement could be better and it’s not on the same level as its Japanese competitors. Still, I like the design of the cockpit with its symmetry, the layout of controls is also considered and easy to reach, the hood over the instrument cluster is cool and I even like the opal-like milky finish on the dashboard trim.
I know the previous Nissan Juke was a practicality disaster, with a small claustrophobic cabin, tiny boot and sub-par ergonomics. Thankfully, this time around the global focus has helped Nissan design the Juke to be a much better companion.
Up front feels much more spacious than its predecessor, with more light entering the cabin, a lower seating position (relative to the shape of the car), and generally much more room for your arms and legs. The positioning is also fully adjustable with a telescopic steering column and more room for adjustability when it comes to seating.
It’s not all good news though. Front passengers still don’t have heaps of storage to work with, the Juke offering only the standard set of centre cupholders, a tiny binnacle under the climate controls barely suitable for a wallet or phone, as well as a truly tiny glovebox, tiny centre console box, and small bottle-holders in the doors.
There’s also no advanced connectivity in the Juke – no wireless Apple CarPlay, wireless phone-charging, or USB-C to be found in the cabin. In fact, the Juke only has a single USB port for front passengers, and at the ST-L grade, the addition of a second USB port for rear passengers.
On the topic of rear passengers, the Juke has improved out of sight when it comes to usability for more than just front-seaters. There’s far more headroom, legroom and arm-room than before. Even I fit pretty comfortably behind my own seating position, and the seat trim now matches the front. I’m not going to pretend it isn’t a little claustrophobic still, with the descending roofline evident and abundance of dark trim closing it in a little. Such complaints are standard fare in this particular corner of the market, however, and the point is the Juke has gone from being no good for four adults to more than competitive with the C-HR.
Boot space is again a very good story. The previous Juke had embarrassing city-car levels of space. But now with a whopping 422 litres (VDA – seats up, 1305L seats down) on offer it’s a real winner. It’s on par, if not bigger than some SUVs in the segment above.
The H2’s 300-litre boot capacity is small in comparison to its rivals. The Honda HR-V has a 437-litre boot, the C-HR’s is 377 litres and the Kona’s is 361 litres, but it does have more luggage space than the CX-3, which can only manage 264 litres.
That said, only the H2 has a full-sized spare wheel under the boot floor – so what you lose in luggage capacity you gain in being able to drive wherever you like without fear of a puncture and having to hobble to the next town 400km away on a wheel which can only handle 80km/h.
Inside storage is good, with bottle holders in all the doors and two cupholders in the back and two in the front. The tiny hidey hole in dash is more ash tray-sized, which makes sense because of the cigarette lighter next to it, and the centre console bin under the front centre armrest is a reasonable size.
The H2’s cabin is spacious, with good head, shoulder and legroom up front and the same goes for the back row, where I can sit behind my driving position with about 40mm to spare between my knees and the seat back.
Price and features
Our ST-L wears an MSRP of $33,940 and comes packed with massive concept-car style 19-inch alloys, an 8.0-inch multimedia screen with Apple CarPlay, Android Auto, built-in navigation, and voice recognition, LED head, tail, and fog lights, single-zone climate control, heated front seats with leather accents, leather-trimmed wheel and gear-knob, a 7.0-inch driver display in the instrument cluster, ambient lighting, 360-degree parking camera, electric parking brake, and an extra two drive modes over lower-spec cars.
A very good set of equipment even without mentioning the excellent safety suite, and at this point I must go out of my way to say: finally Nissan’s multimedia suite exceeds expectations, being fast, good looking, and easy to use! This one will be critical for winning the youth vote, and one which some competitors are yet to master.
The overall spec also bodes well for the Juke, keeping in mind you would have paid the same for a high-spec version of the previous car, which didn’t have anywhere near this level of equipment and space. At this ST-L level it is also brilliantly priced between the entry level and top-spec Toyota C-HR, which it most resembles. You’ll pay a little more for an equivalent-spec CX-30 though (G20 Touring - $34,990).
In terms of the other Juke variants, you can get most of the important equipment on a lower spec ST or ST+, but the ST-L here is where it really starts to get impressive. On that alone I’d probably say this one is the pick of the range.
At the time of writing the H2 Premium 4x2 petrol could be had for a driveaway price of $24,990, which is a $3500 discount on the RRP, according to Haval.
You could, of course, be reading this in the year 2089, having just survived another nuclear winter in your impenetrable mountain compound, so it's best to check the Haval website to see if the offer is still valid.
Ignore the word 'Premium', because this 4x2 is the most affordable H2 you can buy, and $24,990 drive-away sounds amazing, but a quick look reveals that many small SUV rivals are also offering deals.
The Honda HR-V VTi 2WD lists for $24,990, but can currently be had for $26,990 driveway; the Toyota C-HR 2WD is $28,990 and $31,990 drive-away, while the Hyundai Kona Active lists for $24,500, or $26,990 drive-away.
So, buy a H2 Premium and you’ll save about $2000 over a Kona or HR-V, which is an attractive prospect for families where every cent counts.
The features list also ticks most of the typical boxes for this end of the segment. There’s a 7.0-inch touchscreen with reversing camera, four-speaker stereo, rear parking sensors, auto halogen headlights, LED DRLs, sunroof, auto wipers, air-conditioning, fabric seats and 18-inch alloy wheels.
So on paper (or on screen) the H2 stacks up well, but in reality I found the quality of the features wasn’t as high as those in the HR-V, Kona or C-HR.
You should know that the H2’s display screen, while largish, feels and looks cheap, and required several finger stabs to select items. The windscreen wipers were overly noisy, the indicators themselves didn’t ‘blink’ in a regular pattern, and the phone system had a delay when a connection was made, which resulted in me saying 'hello' but not being heard at the other end of the line. This caused a few arguments between my wife and I, and no car is worth that. Oh, and the sound of the stereo isn’t great, but there is a cigarette lighter.
Engine & trans
The Juke comes with a single new powerplant. A 1.0-litre three cylinder turbocharged unit, which produces a so-so sounding 84kW/180Nm, about on par with its C-HR rival.
There’s a little more to the story though, much of which is brought about by the Nissan’s seven-speed dual clutch automatic transmission which grants it both good and bad characteristics. More on that in the driving section.
You can’t have the Juke as a hybrid like its Toyota rival, and there’s no option for all-wheel drive either.
Were you planning to take this off-road? Well, maybe reconsider that because the Haval H2 is only available now in front-wheel drive and comes exclusively with a six-speed automatic transmission, so there's no manual gearbox option.
The engine is a 1.5-litre four-cylinder turbo-petrol (you can’t get a diesel) which makes 110kW/210Nm.
Turbo lag is my biggest issue with the H2. At revs above 2500rpm you’re fine , but below this if you plant your foot if feels as though you could count to five before the grunt appears.
The sticker most cars will wear claims the Juke will consume 5.8L/100km on the combined cycle. Pretty good compared to rivals.
Our (mostly urban) test returned a computer-reported figure of 7.2L/100km, which is a fair bit more than the claim, but not outrageous for the segment.
Annoyingly, larger naturally aspirated 2.0-litre engines mated to CVTs or torque converter autos can produce figures not much more than that, which leads us to the real reason the Juke needs all of its whiz-bang dual-clutch transmission and stop-start system – emissions.
If all the tiny turbocharged engine and dual-clutch automatic was sounding very European it’s because the Juke uses it to get under the EU’s strict emissions protocols in order to give it economies of scale across a global market.
Well, the Juke is much better than its predecessor in every way. Let’s get that out of the way immediately. Sadly though, the whiz-bang new drivetrain presents some annoying issues which stop it from being truly excellent.
While the new three-cylinder turbo sounds like it’s about on par with the C-HR’s disappointing 1.2-litre engine, it’s far from it. Like a lot of three-cylinder engines, it’s a little bit exciting with lots of gruff mechanical noises and the peak torque arriving with a massive punch at 2400rpm that makes you question what you read on the spec sheet.
Power then, is not the issue. No, this car’s fundamental problem is its seven-speed dual-clutch transmission. I hear some of you say, “at least it’s not a CVT” and that’s true. It’s quite the opposite. While a CVT is typically dull and lifeless, this dual-clutch has, let’s say, a bit too much life.
It’s busy, at times incoherent when it comes to selecting the correct ratio, and spends a lot of time between, or out of, gears at low speeds.
This means a lot of lurching between first, second, and third gears off-the line and moments of frustration exacerbated by turbo-lag where pushing the pedal further will simply mean you’ll be punished a full second later with a dollop of wheelspin.
This is all quite frustrating because once you’re up at cruising speeds above 60km/h there are no problems at all. This experience is reminiscent of the early days of Volkswagen dual-clutch automatics, and it’s perhaps telling how some VW Group products are now reverting to more traditional torque converter automatics on some of their lower-torque engines.
The rest of the drive experience is very good, mind you, with the Juke’s ride now being well balanced across the front and rear, making it far more fun and definitely more confident than its predecessor in the corners.
While it deals with smaller corrugations and coarse-chip surfaces reasonably well it is on the firm side, a characteristic which conspires with the giant wheels to make for an occasionally harsh and crashy experience over more abrupt bumps.
Dimensionally, the Juke is quite perfect for city-slickers. It's in that Goldilocks zone between too-small-to-be-practical and too big to fit in spaces marked "small car only". As always a 360-degree parking suite and (unlike the previous car) good visibility tips the odds in your favour when it comes to running into ill-placed shopping trolleys or bollards.
There’s a fair bit to say here but if you don’t have long the upshot is this: the H2’s driving experience falls short of what has now become the norm in this segment.
I can look past a seating position that feels too high even on the lowest setting. I can ignore indicators which don’t ‘blink’ in a regular rhythmn or windscreen wipers that clunk loudly. Or even headlights that aren’t as bright as LED or Xenon, but the turbo lag, uncomfortable ride and less than impressive braking response are a deal breaker for me.
First, the turbo lag at low revs is frustrating. A right turn at a T-intersection needed me to move quickly from a standstill, but planting my right foot saw the H2 dawdling out into the middle of the junction and me waiting frantically for the grunt to arrive as traffic approached.
While handling isn’t bad for a small SUV, the ride is overly busy; a jiggly feeling that suggests the spring and damper set-up is less than great. Other car companies tune their vehicle suspension for Australian roads.
And while emergency braking tests show the H2 had automatic activated hazard lights, I feel the brake response to be weaker than its rivals.
Steep hills are not the H2’s friend, either, and it struggled to climb an incline other SUVs in this class have scampered up easily.
Nissan’s big technology jump has been more than just in the cabin, with every Juke sporting a formidable actve safety suite.
By the time you get to the ST-L spec, this includes auto emergency braking (up to freeway speed and includes pedestrians and cyclists) with forward collision warning, lane departure warning with lane keep assist, blind spot monitoring, rear cross traffic alert, adaptive cruise control, and traffic sign recognition.
Lane departure warning was off when I picked my car up – and I soon found out why. The Juke’s version of the technology vibrates the steering wheel (with alarming vigour) whenever you commit even the thought crime of straying from the very centre of your lane. It became annoying so quickly I had turned it back off within an hour of using it.
Unsurprisingly with all the included tech, the new Juke has hit the Australian market wearing a maximum five-star ANCAP safety rating. It’s regular suite of items includes six airbags, as well as the expected electronic brake, stability, and traction controls.
There are also dual ISOFIX and three top-tether child seat mounting points across the rear row.
Haval wants you to know its H2 scored the maximum five-star ANCAP rating and while it has disc brakes, traction and stability control and airbags galore, I want you to know that it was tested last year and doesn’t come with advanced safety equipment such as AEB.
A full-sized spare wheel is also safety equipment in my eyes – the H2 has one under the boot floor, something its rivals can’t claim.
Nissan offers the Juke with the standard expected of Japanese manufacturers – a five-year and unlimited kilometre warranty promise.
The Juke needs to be serviced once a year or every 20,000km whichever occurs first, and the first six years are capped at between $287 and $477 for a yearly average cost of $382.67. Not bad – especially given its complex Euro-style drivetrain.
The H2 is covered by Haval’s five-year/100,000km warranty. There’s also a five-year, 24-hour roadside assistance service, which is covered in the cost of the vehicle.
The first service is recommended at the six-month mark, and then every 12 months thereafter. Prices are capped at $255 for the first, $385 for the next, $415 for the third, $385 for the fourth and $490 for fifth.