Nissan Juke VS Haval H6
- Whopping 140kW engine
- Still looks edgy
- Plush seats
- Truly tiny boot
- Questionable design choices
- A good looker
- Nice space inside
- Good equipment for expenditure
- Disappointing to drive
- Expensive servicing
- No AEB
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|
If you’ve not heard of the Haval H6, you’re probably not alone. In fact, if you didn’t even know that Haval was a thing, you’re still probably in the majority.
The Chinese maker and its medium-sized H6 SUV are here to compete with the big players. The H6 fights in the largest segment of the SUV market, against the likes of the Mazda CX-5, Toyota RAV4, Hyundai Tucson, Honda CR-V, Nissan X-Trail and all of those other very impressive, family friendly offerings.
With two trim levels available, and aggressive pricing on both the entry-grade Premium and top-spec Lux tested here, the Haval H6 seemingly has something to make it stand out in the Australian market, offering customers who want a lot of car for their cash an alternative to the entry-level grades of the mainstream Korean and Japanese players.
But in the midst of fierce competition, ever-sharpening prices and the continually expanding equipment lists of base model SUVs, is there really a place for this Chinese model? Let’s see…
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
This is a hard sell. I mean, you could look at the Haval H6 and think to yourself, “that’s quite a handsome thing - I think that’d look good in my driveway”. I’d understand that, especially when it comes to the high-spec Lux.
But buying one of these over a Hyundai Tucson, Honda CR-V, Mazda CX-5, Nissan X-Trail or Toyota RAV4 - even in base model trim - would arguably be a mistake. It simply isn’t as good as any of those vehicles, despite its best intentions, and no matter how good it might look.
Would you roll the dice and choose a Chinese SUV like the Haval H6 over a mainstream competitor? Let us know in the comments section below.
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.
It doesn’t look very much like the other models in Haval’s range, and that’s a good thing. The H2, H8 and H9 all have the rounded edges of yesteryear, where the H6 is sharper, smarter, more sophisticated. It looks more European than Chinese, to my eye.
The proportions of the Haval H6 are quite fetching - the brand, cheekily, labels it the H6 Coupe in its home market. It has lines in the right places, a shapely silhouette and a pert backside, all of which combine to give it a certain presence on the road. It is more stylish than a few of its class compatriots, that’s for sure. And the Lux model rolls on 19-inch wheels, which certainly help in that regard.
The interior, though, isn’t as amazing, despite looking inviting. There’s a lot of fake wood and hard plastic, and it doesn’t have the ergonomic intelligence of the better SUVs in the class. The swooping roofline makes for difficult rearward vision, too, with a letterbox rear windscreen and thick D-pillars.
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.
The Haval H6 doesn’t set any new standards in terms of cabin space and comfort, but nor is it a bottom-feeder in the segment - there are some older cars from better-known brands that assume that mantle.
The good bits include decent storage - four door pockets that are big enough for water bottles, a pair of cupholders between the front seats and two in the back in the flip-down arm-rest, and the boot is decent, too. Plus you’ll easily be able to fit a stroller in the back if you have kids, or pushbikes if you’re that way inclined, and the opening is wide, if a little high when you’re placing heavy items in. There is a space-saver spare wheel under the boot floor, a 12-volt outlet in the boot and a pair of netted cubbies. The rear seats fold down almost flat in a 60:40 fashion.
The rear seat is comfortable, with a long seat squab making for good under-thigh support, and plenty of space - even for taller adults there is plentiful legroom and decent headroom. Because it is a front-wheel-drive vehicle, it doesn’t have a big transmission tunnel eating into floor space, making sidewards slides pretty simple. The back seats recline, too.
Up front, the button placement isn’t as logical as you might find in some of the other SUVs. The large volume wheel between the seats, for instance, and the array of buttons that reside down there, are out of your line of sight.
The digital information screen between the dials in front of the driver is bright and has a fair few things to look at, but crucially - and annoyingly - misses out on a digital speedometer. It will show you the set speed on cruise control, but not your actual speed.
And the chimes. Oh, the dings and dongs, the bings and bongs. I don’t need the cruise control to do a warning beep every time I adjust the speed by 1km/h… But hey, at least there are six mood light colours to choose from, using a rather innocuous button between the seats (the colours are: red, blue, yellow, green, pinkish purple and orange).
If the tech were more user-friendly and the plastics a little more special, the H6’s cabin would be a much nicer place to be. For roominess, it ain't bad.
Price and features
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.
Until recently, the Haval H6 definitely offered truly good value for money. At launch it arrived with a base price of $31,990 drive-away for the entry-level Premium and $34,990 drive-away for this Lux version. But since then, there has been a lot of new model activity in the medium-SUV segment, and some hallmark players have added kit and dropped prices to boost sales and maintain relevance.
The Premium comes with 17-inch alloy wheels, fog-lights, auto headlights and wipers, laser puddle lights, heated auto-folding side mirrors, tinted glass, roof-rails, cruise control, mood lighting, stainless-steel scuff plates, electric driver’s seat adjustment, fabric seat trim, dual-zone climate control, keyless entry and push-button start, and an 8.0-inch touchscreen multimedia unit with Bluetooth phone and audio streaming and USB input.
The Lux adds a panoramic sunroof, heated front and rear seats, power-adjustable passenger seat, fake leather trim, its sound system gains a sub-woofer, and it has better headlights - xenon units with auto levelling - plus 19-inch wheels.
There are seven colours to choose from, six of which are metallics that attract a $495 premium. Buyers can even choose between a range of different coloured interiors; the Premium has the choice of black or grey/black, while the Lux has black, grey/black or brown/black, as you see here.
And there are deals to be had. The H6 Premium can now be had at $29,990 drive-away with free sat nav (usually $990 more) and a $500 gift card. You’ll get the Lux for $33,990 drive-away.
The H6 doesn’t have sat nav fitted as standard in any spec, and Apple CarPlay/Android Auto phone mirroring technology isn’t available at all.
Safety kit is respectable, if not class-leading, with a reversing camera, front and rear parking sensors, six airbags, dual ISOFIX child-seat attachment points (and three top-tether hooks), and blind-spot monitoring included in both variants.
Engine & trans
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.
There is only one engine available in the Haval H6 line-up - a 2.0-litre turbocharged petrol four-cylinder with 145kW of power and 315Nm of torque. Those figures are good for its competitive set - not as strong as a Subaru Forester XT (177kW/350Nm), but more than, say, a Mazda CX-5 2.5-litre (140kW/251Nm).
It has a dual-clutch automatic transmission from Getrag, but unlike plenty of its competitors, the H6 only comes in front-wheel drive.
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.
Haval claims fuel use of 9.8L/100km, which is high for the segment - in fact, it’s about 20 per cent more than most of its rivals’ stickers suggest.
In our testing, we saw even higher than that - 11.1L/100km over a mix of urban, highway and commuting. Turbocharged engines in some rival models find a better balance of performance and frugality, which the Haval just doesn’t quite have yet.
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.
I could just leave this review at that. But here's the justification.
The engine is decent, with a nice amount of zing once you’re off and running - particularly in the Sport mode, which ekes the most out of the turbocharged mill.
But getting away from the line is sometimes a stumble, with a bit of hesitation from the transmission, coupled with mild turbo lag, making for frustrating motoring at times. Cold starts aren’t its friend, either - at times it feels as though there's something wrong with the drivetrain, such is the chug factor. The refinement on offer just isn't what it should be.
That’s not the worst part, though, I also found the steering to be very hard to judge. At times the electric power steering system would load up, almost for no apparent reason, making roundabouts and intersections a bit of a guessing game. On the straight-ahead it is lacking meaningful feel, too, but it is easy enough to keep in its lane. When you're getting around back alleys and the like, the slow steering rack makes for plenty of arm-work - at least at really low speeds the steering is light enough.
It's hard to get a comfortable driving position for six-foot-ish tall adults, too: the reach adjustment doesn't quite reach far enough towards the driver.
The front-drive underpinnings struggle to harness the torque of the engine at times, with notable slip and squeal in wet conditions and some torque-steer under hard throttle.
The brakes lack the progressive pedal travel we’ve come to expect of a modern-day family SUV, with a woodenness at the top of the pedal, and they don’t pull up as strongly as you might hope, either.
The 19-inch wheels and confounding suspension setup makes for unsettled progress in many situations - on the freeway the suspension can rebound a little abruptly, while around town it isn't as comfortable as it could be. It isn't harsh or uncomfortable, but nor is it plush or well resolved.
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.
As for safety items, the bare essentials are there, such as six airbags, a reversing camera, parking sensors and electronic stability control with brake assist. Daytime running lights are standard, as is blind-spot monitoring.
It also has hill-start assist, hill-descent control, tyre-pressure monitoring and a seatbelt warning system - in our early build test car, the rear-seat warning lights (housed in the bottom of the auto-dimming rear-view mirror) stayed illuminated at all times, which was really annoying at night. Apparently that has been fixed as part of a running change.
Haval says further safety tech is on its way, with an update due in the third quarter of 2018 set to bring the addition of forward-collision warning and auto emergency braking. Until then, it’s a bit behind the times for its segment.
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.
Haval hit the market with a five-year/100,000km warranty, which didn't redefine the class, and it backs its buyers with the same duration of roadside-assist cover.
Your first service is due after six months/5000km, and from then on the regular interval is every 12 months/10,000km. The brand’s Service Price Menu runs out to 114 months/95,000km, and the company’s average cost per service over that entire period works out to be $526.50 - which is expensive. I mean, it’s more than what a Volkswagen Tiguan costs to maintain (on average).