Nissan Juke vs Hyundai Kona

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 Hyundai Kona Premium Extended Range offers a great amount of passenger comfort and space but its ongoing costs are a bit more expensive for the class and its low safety rating is surprising given its strength in that category in the past.

However, it drives well, looks good, and has great storage space so it's still in the race!

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 design for the Kona has always been a win in my books because it’s cute and functional.

Hyundai also designed the EV Kona first then based the fuel-powered versions on it. So, you get a flat floor in the back row, a cool-looking front with extended body panelling and some futuristic pleating across the panels.

The exterior LED lights are pretty cool as a lot of them resemble pixels and can be found in multiple spots at the front and rear. The long LED strip light across the front also sets it apart from it's fuel-based siblings.

The interior exudes a good sense of luxury with its light-coloured leather upholstery and trims. Coupled with the sunroof the cabin space is bright and cheery.

The 64-colour ambient lighting adds a touch of fun and the update sees some minor tweaks to accent panels where black plastic has been dropped in favour of a brushed metal look.

The dashboard has been redesigned with dual 12.3-inch technology screens (one for media, one for instruments), now standard across all variants instead of just the top model, which is great to see.

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.

The Kona's size has increased for its second generation, which means more occupant space and storage capacity. The front offers more space than you’d expect for a small SUV and I’d describe it as roomy, even for someone taller than my 168cm height.

The rear row also has fantastic head- and legroom for the class but it's the storage options which clinch the practicality for me.

Up front the centre console is still the hero for storage with multiple nooks and spaces for items like keys, phones and wallets. You get two retractable cupholders, a 1.5L drink bottle holder in each door and a good-sized middle console and glove box.

In the rear, you get map pockets, 0.7L drink bottle holders in each door and two cupholders in a fold-down centre armrest.

The boot sees an additional 33L, expanding the overall capacity to 407L with all seats in use. That jumps up to 1241L when the rear row is folded. Underneath the adjustable floor, you get a temporary spare wheel.

The electric front seats aren’t as comfortable as the previous generation. They’re narrower, firmer and sit a bit higher than I remember. Though I still love the added comfort functions they have, including a reclining relaxation mode. 

The rear seats are better cushioned and offer longer under-thigh supports and middle seaters should be comfortable thanks to the flat floor. 

The technology looks good and the 12.3-inch touchscreen multimedia system is easy to use once you spend some time with it. You get built-in satellite navigation, wireless Apple CarPlay and wired Android Auto.  

The 12.3-inch digital instrument panel isn't customisable but all information is easily seen as is the colour head-up display.

Charging options are great throughout the car with each row getting two USB-C ports, the front also featuring a wireless charging pad and 12-volt outlet. The next-gen model sees the Kona get V2L (Vehicle To Load) capability, too, which is great.

There are a whopping eight variants for the Kona range and you have a choice of four powertrains – petrol, turbo-petrol, hybrid or fully electric like our flagship Premium Extended Range model.

The model on test is priced from $68,000, before on-road costs, and that positions it in the middle of its rivals.

Based on a NSW, 2000 postcode you can pick up the Kia Niro EV GT-Line for $66,590 MSRP and the Volvo C40 Plus variant for $78,990 MSRP.

The most affordable rival is the newcomer, Renault Megane E-Tech for $64,990 but it's important to note the E-Tech is only offered in a mid-spec variant for the Australian market at the moment.

Compared to it's rivals, the flagship electric Kona is well-priced but it’s a hefty $20K jump up from the equally equipped top petrol version.

Being top dog, you should expect a host of premium features like a sunroof, heated, ventilated and power-adjustable front seats, heated rear outboard seats, a heated steering wheel and eight-speaker premium Bose audio.

The front seats also feature a 'relaxation mode' where they act as a recliner, providing a comfortable option for charging sessions.

Practical features include a handsfree powered tailgate, 27L frunk storage, remote parking assist (from the key fob), over-the-air updates for the built-in satellite navigation and Hyundai connected services app.

Unusually for an EV, you also get a temporary spare wheel in this model instead of a repair kit.

Other features include some A-grade tech like dual 12.3-inch technology screens, fast USB-C ports, a wireless charging pad, and vehicle-to-load function in the form of a three-pin standard house socket so you charge larger appliances.

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

The Premium Extended Range model is front-wheel drive and has an electric motor with outputs of 150kW and 255Nm.

It’s not as spritely as some of its rivals but it’s able to hold its own on the open road. Just don't expect it to blow your hair back.

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.

The official energy consumption figure for the Premium Extended Range model is 16.7kWh/100km and a week of mostly urban road driving resulted in an average of 16.6kWh/100km.

That's very good consumption and the official driving range from the 64.8kWh lithium-ion battery is up to 444km but I’d have my eye on the range on a longer journey.

The top electric Kona has a Type 2 CCS charging port which means you can benefit from faster DC charging speeds.

But it can also accept a top speed of 10.4kW on AC power. On an 11kW AC charger, you can go from 0-100 per cent in a little over 6.5-hours.

The Premium Extended Range model can only accept up to 100kW on DC charging, which is lower than its rivals, and you can go from 10-80 per cent in just over an hour on a 50kW system and in as little as 45 minutes on an 100kW system.

Again, it's figures are a tad slower and lower than rivals but not inconvenient for everyday use.

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 top model's single motor delivers smooth power in most instances but you can lose traction if your accelerate too quickly from a standstill.

Mostly urban kilometres covered during this test and despite the Kona not having the punchiest motor, I’ve still had moments of it feeling zippy.

The steering feels like it’s in the middle of firm and makes for responsive manoeuvring. You get some roll when cornering and the car can feel a bit light-footed when you’re shooting across traffic but otherwise it's well-balanced.

The ride comfort is very good in terms of suspension, where it feels well-cushioned but not too floaty.

Road noise isn’t intrusive, either, but there's some wind noise, even at lower speeds.

It’s an old gripe but the speed-sign recognition tech in a lot of Hyundai and Kia models is intrusive and annoying with how often it chimes at you.

It's worth the effort to turn off the warning sounds every time you drive, particularly if you're in the city. Usually, this would be in the safety section but it affects the driving enjoyment.

When it comes to parking, the Kona's compact dimensions make it your best friend in a car park. A fabulously clear 360-degree camera system also helps.

The 2024 electric Kona has a long list of safety systems but surprisingly its previous-generation model’s five-star ANCAP safety score hasn’t been matched, with the new version getting four stars from testing in 2023.

Penalty points have been applied across a few items and its individual protection scores for vulnerable road users and safety assist systems are at 64 per cent and 62 per cent, respectively. 

The Kona has seven airbags, including a front centre airbag and a highlight feature is the blind-spot view monitor which shows you a camera feed of your blind spot on the dashboard.

Other standard features include blind-spot monitoring, driver attention warning, safe exit warning, rear occupant alert, full LED lights, rear cross-traffic alert, lane departure alert, lane keeping aid, adaptive cruise control, a 360-degree view camera system, as well as front, rear and side parking sensors.

The Kona has AEB with forward collision warning which is operational from 5.0-85km/h for pedestrian and vulnerable road user detection and 10-180km/h for car detection.

For any families out there, the Kona has ISOFIX child seat mounts on the rear outboard seats and three top-tether anchor points but two seats will fit best.

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.

Servicing costs for the Hyundai Kona are quite expensive for the class and you can pre-purchase one, two or three services. Services cost $520 (one service), $1040 (two services), or $1560 (three services). It's typical to see EV servicing sit closer to the $250 mark.

Warranty terms are pretty typical, though, the Kona coming with a five-year/unlimited km warranty and the battery covered by an eight-year, or up to 160,000km warranty term.

Servicing intervals are every two years or 30,000km, whichever occurs first.