Nissan Juke vs Honda ZR-V

What's the difference?

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

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

The Honda ZR-V has always been an engaging and fun car that’s the right size for many people. The frugal hybrid powertrain has always been the pick too.

It’s great that Honda has finally introduced more affordable hybrid trims with this update which addresses one of my biggest criticisms of this car previously.

If you’re willing to forgo some luxury features, this entry-level hybrid trim is a fantastic car that still offers enough creature comforts to be driven daily.

Hopefully Honda has some renewed sales success with this car as I believe it’s a clear benchmark for the segment.

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

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

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

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

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

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

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

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

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

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

The exterior of the ZR-V has always left me feeling quite… meh. It’s a mundane and generic look that doesn’t stand out from the crowd, but that's no bad thing because not everyone wants a flashy car.

That said, I’m still not a fan of the front grille, which makes it look like this car has a moustache.

The dark red paint looks nice, though when it’s paired with these generic-looking grey alloy wheels and black wheel arch cladding, it cheapens the look. The top-spec e:HEV LX looks more attractive.

Inside, it’s similarly standard and doesn’t break the mould. Everything is where you’d expect it to be, which is great for functionality.

The wildest part of the interior is the centre tunnel which features a push-button gear selector and a split console section including a small storage area underneath that’s big enough for a phone.

Looking around, it’s a sea of black finishes, which is a bit boring. However, I do like the mesh panel that spans the dashboard and houses the air vents. It’s a premium touch.

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

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

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

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

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

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

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

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

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

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

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

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

In base-model form, it’s expected the ZR-V will have fabric upholstery. However, the seats still feel premium and are deliciously padded. They’re manually adjusted but I was still able to find a good driving position with ease.

One feature I was looking for was heated seats, especially on these brisk Melbourne mornings. It’s rare for a car with fabric seats to get heated seats, though. If you want them that badly, they’re available on higher trims.

Ahead of the driver is a leather-wrapped steering wheel which feels lovely. I particularly like the tactile feel of the buttons and switches.

The digital instrument cluster is clear and crisp. It offers multiple views to customise it, as well as a range of infographic pages to cycle through. I wish you could see the fuel consumption and hybrid system graphics at the same time, but thankfully they’re just a single scroll away from each other.

Moving across, the central touchscreen multimedia system is looking a small in 2026, measuring only 9.0 inches, although it’s still high-resolution and the colours are vibrant.

It appears computing power has been given a boost along with the integration of Google Built-in, as jumping from menu to menu has never been snappier.

Speaking of Google Built-in, it’s great to have the flexibility of using the integrated Google Maps and apps like Spotify and Apple Music, without needing your phone.

However, it’s still nice having Apple CarPlay and Android Auto, though the latter is strangely only offered in wired form. With my iPhone 15 Pro Max, the wireless connection was rock solid, though known interference points did cause CarPlay to stutter.

It’s great to see Honda retaining a physical climate control cluster as it’s intuitive to use. The dials in particular have a satisfying click when twirled.

In terms of storage there are two cupholders, two USB-C ports, a big centre console box, as well as an adequately sized glove box. It’s worth noting this trim level forgoes a wireless charger, meaning you’ll need to plug in to charge your phone.

Moving to the second row, there’s a surprising amount of space, even for adults. At a leggy 182cm, I have plenty of legroom and headroom.

You would easily be able to get two adults in the second row, though you’d be pushing it to fit three as the middle seat is narrow and raised. Kids will be fine, though.

Adding to the annoyance of the middle rear seat, the seat belt is mounted from the roof, which can obstruct rear visibility.

In terms of amenities there are air vents on the back of the front centre console, two USB-C ports, map pockets on the back of each front seat, as well as a fold-down centre armrest with cupholders.

There are also ISOFIX points on the two outboard seats, as well as top-tether child seat anchorages on all three rear seats.

Around the back it’s expected the entry-level hybrid will feature a manually operated tailgate. It’s light to open and close.

With the rear seats upright there’s 380L of boot space available, which is decent for this size of car. This figure includes a small underfloor section.

If you fold the rear seats the boot space expands to 1312L, which is cavernous for this type of car. The rear seats cleverly fold forwards and down at the same time, creating a seamless flat floor.

Boot-related amenities include a number of hooks, a 12V socket plus some lights. As is the case with many hybrids, the ZR-V e:HEV doesn’t come with any spare wheel. You need to make do with a tyre repair kit, which is nowhere near as handy if you have a proper puncture away from a tyre repair shop.

Honda has shuffled the ZR-V line-up for 2026, decreasing the petrol variants to a single, entry-level trim, while increasing the hybrid grades from one to three.

On test here is the ZR-V e:HEV X, which is the cheapest hybrid. It’s priced from $43,400, drive-away, which is $3500 more than the base petrol trim and $8500 less than the top-spec hybrid option.

This is priced keenly against entry-level versions of the Hyundai Kona Hybrid and Toyota Corolla Cross Hybrid, while undercutting the Nissan Qashqai e-Power hybrid.

For the price you get standard 18-inch alloy wheels, adaptive LED headlights, a 10.2-inch digital instrument cluster, a 9.0-inch touchscreen multimedia system with wireless Apple CarPlay and wired Android Auto, dual-zone climate control and cloth upholstery.

Now standard across the ZR-V line-up is Google Built-in which allows for Google Maps integration, the Google Assistant, plus you can download a number of apps, including Spotify, from the Google Play Store.

If you’re after features like a power tailgate, premium sound system, wireless charger, leather upholstery, plus heated seats with electric adjustment, you’ll need to look higher in the line-up. These are largely all nice-to-haves than musts, anyway.

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

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

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

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

Power in the ZR-V hybrid continues to come from a 2.0-litre four-cylinder petrol engine with two electric motors. Total system outputs are 135kW and 315Nm.

This is sent to the front wheels only via an electronic continuously variable transmission (eCVT).

The Honda hybrid system positions the engine primarily as a generator for the battery pack at lower speeds, however once you reach 60-70km/h it can couple with the front axle and directly power the wheels.

It’s a smart system that allows for an electric zippy feel at lower speeds with the backing of a petrol engine at higher speeds.

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

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

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

Honda claims the ZR-V hybrid consumes an average of 5.0L/100km on the combined cycle, according to ADR testing.

In practice, I’ve seen way less than this, which is fantastic. On one particular drive around the city I achieved a mind-boggling average of 3.7L/100km, but my overall average hovered around 4.5L/100km.

There is a 57L fuel tank and a minimum of 91 RON regular unleaded petrol is required.

You should easily be able to travel more than 1000km per refill, so don’t expect to be visiting servos very often.

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

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

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

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

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

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

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

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

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

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

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

The ZR-V’s hybrid powertrain has oodles of zip, thanks to there being two electric motors which handle a lot of the low-speed grunt.

It’s surprising how much of the driving can be done on electric power alone, provided there’s enough battery charge. Even at highway and freeway speeds the engine will switch off and coast on electric power alone.

When the petrol engine kicks on, you can barely feel it in the cabin or through the accelerator pedal. Instead you’ll only hear a familiar CVT-like drone as the engine charges the battery.

The petrol engine drone is noticeable but the note it makes more pleasant than a Toyota hybrid. Plus when you push the accelerator that bit harder it pretends to shift through gears, making the driving experience more engaging.

At higher speeds there’s plenty of oomph as the petrol engine and electric motors work in tandem. It feels like the powertrain is never stressed, making for an effortless touring feel.

There are a number of different regenerative braking modes accessed via the paddle shifters. The default is the weakest which allows you to coast more like a regular, pure-combustion car.

You can ramp up the intensity of the regenerative braking but there is no 'one-pedal' driving mode and you’re required to use the brake pedal to come to a complete stop.

From the driver’s seat you have a commanding view of the road ahead thanks to the elevated driving position. There are also large side mirrors and a big rear envelope, giving good all-around visibility.

Around town the ZR-V has a nimble feel thanks to its light-ish steering. This translates to a dynamic feel with a touch more weight out on the open road.

It’s surprising how engaging and fun this car is to drive, especially because it’s a regular SUV with no obvious sporty characteristics.

The suspension errs towards soft, but this helps soak up sharper bumps. This car never feels uncomfortable from behind the wheel which is at least partially down to the 18-inch alloy wheels being the right diameter for a car of this size.

The Honda ZR-V received a four- out of five-star ANCAP safety rating based on testing conducted by Euro NCAP in 2023.

Despite this, the entire line-up is stacked with standard safety equipment. Highlights include 11 airbags, autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane-keep assist, adaptive cruise control, front and rear parking sensors as well as a reversing camera.

It’s worth noting a surround-view camera is reserved for the top-spec hybrid trim only, which is a little annoying.

However, the ZR-V doesn’t have any annoying beeps and bongs that play while you’re driving. All the safety systems are well calibrated and only interact or engage when required.

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

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

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

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

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

ZR-V owners receive a five-year, unlimited-kilometre warranty as standard, whereas the high-voltage battery is covered for eight years.

If you service at Honda dealers when required, however, the standard warranty coverage is extended to eight years. This is more on par with many mainstream brands.

Speaking of servicing, it’s required every 12 months or 10,000km. The latter may be troublesome if you do a lot of kilometres.

The first five services are capped at $199. This is very affordable and on par with Toyota.

There are close to 90 'Honda Centres' across the country covering state and territory capitals as well as key rural and regional centres.