Nissan Juke VS Haval H6
- Bold new look
- High spec and safety
- Now actually practical!
- Fiddly dual-clutch auto
- Ride can be crashy
- Annoying lane departure feature
- A good looker
- Nice space inside
- Good equipment for expenditure
- Disappointing to drive
- Expensive servicing
- No AEB
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|
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|
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.
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.
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
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.
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 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
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.
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 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.
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.
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.
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.
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.
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.
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.
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 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.
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).