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Nissan Juke


Mitsubishi Eclipse Cross

Summary

Nissan Juke

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.

Safety rating
Engine Type1.0L turbo
Fuel TypePremium Unleaded Petrol
Fuel Efficiency5.8L/100km
Seating5 seats

Mitsubishi Eclipse Cross

If the hugely popular Mazda CX-5 barely fits your family's needs, why would you ever go smaller?

Because you can, with the new segment-splitting Eclipse Cross reminding us that practicality and overall size aren't directly proportional.

Straddling what we've come to define as the small and mid-size SUV segments, the new Mitsubishi sits between the top-selling ASX and the successful Outlander. The new model, however, brings one of the latter's biggest packaging benefits to make it a smaller alternative to the mid-size SUV brigade, with overall dimensions closer to the next size down.

This idea is hardly new, with the Jeep Compass and Nissan Qashqai blazing this trail, but neither can match the Eclipse Cross's interior trump card, so far. 

Safety rating
Engine Type1.5L turbo
Fuel TypeRegular Unleaded Petrol
Fuel Efficiency7.7L/100km
Seating5 seats

Verdict

Nissan Juke7.5/10

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.


Mitsubishi Eclipse Cross7.6/10

The Eclipse Cross will represent the right solution for a lot of SUV buyers. It offers better value than a few smaller rivals, and matches a few larger ones for practicality, while fitting within a smaller body.

Given its generous levels of standard equipment and value, I’d pick the LS as the sweet spot of the range, but this is dependent on where the upcoming ES slots in price and spec-wise. Either way, the new Eclipse Cross is an impressive package.

Do you reckon the Eclipse Cross's size might be just right? Tell us in the comments below.

Check out Mal's Eclipse Cross preview drive video from late last year:

Design

Nissan Juke

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.


Mitsubishi Eclipse Cross7/10

The Eclipse Cross builds on the edgy ‘Dynamic Shield’ looks of the recent Pajero Sport but brings a distinctive wedge-like profile and a tapered rear end akin to a coupe.

This rear end also features a back window split by a rear spoiler that integrates full-width lighting, in a similar approach to the original Honda CR-X, and more recently, the Toyota Prius.

You’ll be doing well to pick the top-spec Exceed from the entry Eclipse Cross LS, with just the black roof of the dual sunroof-equipped Exceed to distinguish it visually. 

When it comes to dimensions, the Eclipse Cross is 40mm longer than the ASX, but 290mm shorter than the Outlander. It's 5mm narrower than both, stands 45mm taller than the small SUV, and 25mm lower than the mid-sizer.  

One clever detail is doors extending below the sills to help keep your clothes clean on entry and egress, and the whole interior is a big step forward compared to its nearest siblings.

The dash binnacle-mounted head-up display on the top-spec Eclipse Cross Exceed may seem cheap and nasty compared to in-glass systems, but you’ll love the Mitsubishi version if you ever need to replace a windscreen. Another plus is adjustment for the height of the display is via a simple switch next to the steering wheel. Take note, Mazda.

One element we’re less than excited about is the Lexus-style touch-pad controller for the new multimedia system, which is just about as fiddly as it is with the luxury brand, so you’d probably find yourself using the touchscreen instead. Note that the touch-pad doesn’t work with Android Auto anyway.

Practicality

Nissan Juke

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.


Mitsubishi Eclipse Cross8/10

You probably won't notice this on a test drive, and to be honest I only truly understood it by bringing my 14-month-old son along for the Eclipse Cross's weekend launch, but the new Mitsubishi does a better job of swallowing a rearward-facing child seat than some larger SUVs.

Two which are definitely on this list are the Ford Escape and Mazda CX-5. Thanks to recent long-term tests of each, I've found both leave just enough room for a less than average height adult (I'm 172cm) in the front passenger seat.

A more upright, and therefore compact, forward-facing baby seat is a different story, but the lengthy rearward-facing set-up is a non-negotiable reality for the first year or so of a baby's life.

The Eclipse Cross, on the other hand, leaves ample room for this front passenger. How, you ask? It’s not a feng shui feat, but rather, simply using the sliding rear seat mechanism from the Outlander.

This allows you 200mm of choice between maximum rear seat legroom and maximum boot space, with the max legroom option creating more baby seat space than the aforementioned bigger players. The sliding function is also split 60/40 with the split-fold, so you can create max legroom on one side, while preserving max cargo space on the other. 

The respective boot space adjusts between a decent 341 litres and a pretty good 448-litre maximum, which is aided by having a space saver spare tyre under the floor.

Aside from this back seat/boot party trick, the Eclipse Cross’s identical wheelbase to the ASX and Outlander gives it ample room for four adults. There’s slightly less rear headroom than the Outlander due to its sloping roofline, which also tightens up rear entry space and could be annoying for taller parents when loading children.

One other less than ideal element is the lack of directional air vents for the back seat. This is common among smaller, cheaper SUVs, but we find the under-seat vents are nowhere near as effective as adjustable outlets in the back of the centre console.  

As is par for the course these days, there are dual cupholders front and rear plus bottle holders in each door, with decent storage around the cabin for things like mobile phones, plus ISOFIX child seat mounts for the two outer positions.

Price and features

Nissan Juke

It’s clear immediately the Juke is no longer overpriced and undercooked, meaning serious competitive business in an emerging coupe small SUV segment alongside the Toyota C-HR and Mazda CX-30.

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.


Mitsubishi Eclipse Cross7/10

The $30,500 list price of the base LS is a fair bit higher than the kick-off point for its closest rivals, but Mitsubishi plans to add a base ES spec by the end of the year to help meet them head on. 

For now, the LS comes impressively equipped for the price, with all of the important safety gear like AEB and seven airbags fitted as standard, plus a new multimedia interface that's compatible with Apple CarPlay and Android Auto, front and rear parking sensors, tinted rear windows, lane departure warning, auto headlights, active high beams and rain-sensing wipers, plus 18-inch alloys.

For an extra $5500, the $36,000 Exceed adds leather trim and a dual sunroof, dual-zone climate control, head up display, 360 degree cameras, active cruise control, a few extra active safety functions like rear cross-traffic alert, blind-sport warning, lane change assist, and the novel misacceleration mitigation system which is designed to avoid driving into stationary objects.

If you’re not an Android Auto or Apple CarPlay user, you will likely be miffed at the lack of built-in sat nav on either grade, but we reckon the smartphone-mirroring route is the better option for the long term.

It’s also worth noting that only the front half of the dual sunroof on the Exceed opens, but both sections have electronic shades that can block light 100 per cent. 

Based on Mitsubishi’s marketing to date, you might be surprised to find that the Eclipse Cross is available in colours other than red, and possibly grateful given the new 'Brilliant Red' hue is an $890 option. All other metallic colours will cost you an extra $590, with the sole cost-free paint option being white. 

Engine & trans

Nissan Juke

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.
 


Mitsubishi Eclipse Cross8/10

Another element that probably propels the Eclipse Cross to the top of the small mid-size SUV class is its new engine and transmission. 

Australia misses out on the diesel option available overseas, in favour of a new all-aluminium 1.5-litre petrol turbo motor that sports both direct and multi-port injection as well as variable valve timing. 

This smaller capacity, turbocharged formula is still spreading through the mainstream brands, and brings the key benefit of delivering maximum torque from lower in the rev range (from 1800rpm in this instance).

Engine specs of 110kW/250Nm are more than enough horsepower and urge for the 1490-1555kg SUV, with the other key part of the equation being a new CVT auto transmission. No, there’s no manual option

There is the opportunity to have your Eclipse Cross with all-wheel drive (4WD), however, with the top-spec Exceed available in all-paw form for an extra $2500. 

Another surprise is the Eclipse Cross’s braked towing capacity of 1600kg. Applying to both front- and all-wheel drivetrains, this comfortably eclipses its closest rivals and is backed by a healthy gross vehicle mass of 2100kg, which results in a generous gross combination mass of 3700kg.

Fuel consumption

Nissan Juke

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.


Mitsubishi Eclipse Cross7/10

Official combined fuel economy figures of 7.3L/100 km for the front-wheel drive versions and 7.7L/100km for the all-wheel drive are only average for a car of this size, but are somewhat balanced by the engine’s surprising ability to cope with Regular 91 RON unleaded. 

Most small turbo motors insist on Premium 95 RON to do their best, so the Mitsubishi’s actual fuel costs would look a bit rosier than what the windscreen label suggests. Using this week as an example, Regular 91 is 12.4 cents per litre cheaper than Premium 95 on average in Sydney. 

Over a 448km weekend, our Eclipse Cross two-wheel drive was showing 9.6L/100km on the trip computer, which isn’t brilliant, but we did cover plenty of urban driving and bush exploration.

Driving

Nissan Juke

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.
 


Mitsubishi Eclipse Cross8/10

If you’ve been hanging out for the Eclipse’s arrival, you may recall our very brief experience with a prototype version in the Northern Territory late last year. Driven back-to-back with the now aged Outlander and even older ASX, the Eclipse Cross felt smoother, quieter and more comfortable in general. As you’d hope. 

Now that we've driven it extensively on the road, I can tell you it's still a nice thing in reality. 

The ride comfort is particularly good - even on 18-inch wheels - and noise insulation is impressive for a mainstream model like this.

We didn’t push it too hard with the family on board, but it felt stable around corners and the engine had plenty of urge around town, at highway speeds and up hills. If I were to quite a 0-100km/h figure (not that Mitsubishi quotes one) it would hardly do the drivetrain justice. It just works well in the real world. 

We’re generally not a fan of CVT autos because of their tendency to groan and flare engine revs, but the turbo’s low down grunt means the new transmission rarely gets the chance to make its presence known. The two complement each other very well. 

The steering feel is vastly better than the numbness of the Outlander, with the only real criticism being the rather rough leather on the wheel itself.

Driver visibility is quite a surprise considering the sloping roofline and split rear window, in that it’s quite good, and the door-mounted mirrors help eliminate blind-spots up front. 

We didn’t take the Eclipse Cross too far off-road at its Tasmanian launch event, but we did manage to safely traverse two hard-packed beaches on Bruny Island. These were Jetty Beach and Cloudy Bay if you’re ever in the area, and provided a nice little taste of adventure considering we were piloting a two-wheel drive Exceed. 

For those interested in taking the Eclipse Cross further, both two- and all-wheel drive versions have a useful ground clearance of 183mm, with 18.8 degree entry and 29.2 degree departure angles. We plan to put the all-wheel drive through its paces on a proper adventure test shortly.

Safety

Nissan Juke

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.


Mitsubishi Eclipse Cross8/10

All Eclipse Crosses are covered by a maximum five-star ANCAP rating (tested 2017), with the key pluses being standard AEB plus dual front, side head and chest airbags, plus a seventh airbag for the driver’s knees. 

The LS also comes with lane departure warning, but the top Exceed adds 360 degree cameras, active cruise control, rear cross-traffic alert, blind-sport warning, lane change assist, and a novel 'Misacceleration Mitigation System' which is designed to avoid driving into stationary objects.

Ownership

Nissan Juke

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.


Mitsubishi Eclipse Cross8/10

Like all Mitsubishi vehicles, the Eclipse Cross is covered by a five-year/100,000km warranty, which also covers perforation corrosion for five years. Five years still beats the industry standard of three, but some brands offer unlimited kilometre coverage. 

Service intervals are 15,000km or 12 months, with capped price servicing for the first three services of $300, $400 and $400 respectively.