Nissan Juke VS Peugeot 3008
- Bold new look
- High spec and safety
- Now actually practical!
- Fiddly dual-clutch auto
- Ride can be crashy
- Annoying lane departure feature
- Stylish looks
- Genuinely cool interior
- Solid road manners
- Too expensive to be truly mainstream
- AEB only on upper trim levels
- Some fit and finish question marks in the cabin
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 Peugeot is ever to become more than an also-ran in our ridiculously competitive new car market, it'll be a car like the all-new 3008 that will get it there.
It's a mid-size SUV, for one, firing it into one of our most popular segments. It's also well-equipped, easy on the eye, and packing the engine choices and technology most Australian buyers are looking for.
Oh, it's also carrying a swag-bag of major international awards, including the 2017 European Car of The Year title.
But will any of that be enough to convince Australian buyers to take a punt on what is still a relative unknown in the country?
|Engine Type||1.6L 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.
If Peugeot is to become a force on Australian roads, this is its chance. A perfect storm of the right product, the right time and a commitment to putting more of them on our driveways means the French brand is finally in the box seat.
Also, check out Tim Robson's thoughts on the 3008 from its international launch.
Does the new 3008 put Peugeot into your mid-size SUV short list? Tell us what you think in the comments 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.
It's seriously good looking, the 3008, and the pictures don't really do it justice. For ours, it is immediately duking it out for the title of best-looking model in its class, despite the front end being less resolved than the rear.
A puffy-looking front end, courtesy of the recessed headlights, surround a huge Peugeot grille. The belt line then climbs low to high as it travels toward the rear of the car, where it meets the three-stripe (they're meant to looks like a claw swipe) rear lights.
But if the front is busy, the back is all squared-off coolness, thanks to a Range Rover Evoque-style rear windscreen and (on the right trim) twin trapezoid exhausts tips.
Inside, a futuristic dash set-up is headlined by the 'i-Cockpit', which centres on a customisable digital screen, accompanied by a second, 8.0-inch multimedia screen in the centre of the dash.
Other special mentions inside go to the textured, layered dash design that makes the driver and front passenger feel like they're sitting in their own cockpit, and to the piano key-style controls in the dash that take care of everything from the air-conditioning to the hazard lights, and make an appearance in everything from the cheapest model up.
Oh, and the steering wheel, which is a strange new shape that kind of makes it both flat-bottomed and flat-topped. Sounds odd, sure, but it works.
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.
Up front, you'll find two cupholders, as well as a shallow bin under the dash that doubles as an induction charging pad. Plus, there's a storage bin between the front seats that is ridiculously deep. A USB charge point and a 12-volt power outlet complete the front-seat offering.
The backseat is a firm pew, but for ours, that just means you'll get more wear out of it. There's a surprising amount of space for rear passengers, too, with headroom (at least, in the sunroof-free cars) ample, and tons of space between my knees and the seat in front when sitting behind my (180cm) driving position.
One weird quirk, though, is the rear air vents (applause) protrude so much into the rear seat (retract that applause) that middle seat riders are going to have to spread their legs into each window seat to sit anything even approaching comfortably. It's weird.
Better off ditching the middle rider and deploying the fold-down armrest, which will unlock two more cup holders. There are seat back pockets, too, as well as two ISOFIX attachment points, and rear seaters get vents, and a 12-volt power source.
Luggage room is a healthy 591 litres with the rear seats in place, and 1670 litres with them folded flat - though you can also make use of the wonderfully European ski opening to carry longer stuff.
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.
The 3008 arrives in four flavours; the cheapest Active, the mid-spec Allure and GT Line, and the top-of-the-tree GT trim.
The range kicks off with the $36,990 Active (Peugeot has opted not to import the Access trim, which forms the bargain-basement entry point in international markets), and outside, your spend will earn you 17-inch alloy wheels, roof rails, LED daytime running lights, as well as automatic headlights and wipers.
In the cabin, you'll find Peugeot's very cool i-Cockpit - a 12.3-inch digital display in the driver's binnacle, like Audi's Virtual Cockpit - as well as an 8.0-inch touchscreen that's Apple Car Play and Android Auto-equipped, navigation, induction charging for your phone and dual-zone climate control.
Step up to the $39,490 Allure and you'll add keyless entry and push-button start, privacy glass for the rear windows and a cool fabric dash insert. You'll also nab 18-inch alloys and LED 'puddle lights' that illuminate the ground underneath the driver and passenger doors.
The $43,490 GT Line adds LED headlights and fog lights and some cool-looking exterior design elements like stainless steel scuff plates and twin exhaust tips, plus you get a different 18-inch wheel design.
Finally, the $49,490 GT gets 19-inch alloy wheels, swaps the cloth seats for an Alcantara set-up (including an insert in the dash), as well as a heating and massage function for the front seats.
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 are just the two engines on offer; a petrol unit available in the Active, Allure and GT Line cars, and a diesel that's offered up in the top-spec GT.
The petrol option is a turbocharged 1.6-litre unit producing 121kW at 6000rpm and 240Nm at 1400rpm. It pairs exclusively with a six-speed automatic and sends its power to the front wheels. Expect a 9.9sec 0-100km/h time, and a flying top speed of 201km/h.
The diesel drinker is a 2.0-litre unit good for 122kW at 3750rpm and 400Nm at 2000rpm. It pairs with the same six-speed auto, and it, too, sends its power to the front wheels. It's slighter sprightlier, though, and good for a 8.9sec 0-100km/h sprint, and it will push on to 207km/h.
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.
Peugeot claims the petrol option sips 7.0L/100km on the combined economy cycle, while the diesel needs just 4.8 litres to go the same distance. Emissions are 156g/km in the petrol, and 124g/km in the diesel.
All 3008s arrive with a 53-litre fuel tank.
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.
How do I put this delicately? Um, the 3008 doesn't drive like something traditionally French. There's very little quirkiness about the way it goes about its business, nor does it feel like you're compromising something (ride, comfort, your own sanity) for something else (performance, dynamics, a decent seating position).
The petrol and diesel engines are quiet enough, and while both offer not-life-changing acceleration, the diesel engine is definitely the choice for perkier response, with the added torque lending the Peugeot a little extra oomph from standstill.
Truly poor roads will send noise whistling through the cabin, but otherwise it's a comfortable, largely quiet place to while away the hours. Most impressive, though, is the ride; which (albeit after a brief, frankly boring taste test) proved something verging on brilliant. It absorbs most imperfections and banishes them before they appear, with only serious road issues sending a crash into the cabin.
The downsides? The 3008 is home to a Sport button that actually detracts from the drive experience, adding a weight to the steering that makes it a little trickier to feel your way through corners. Add to that column-mounted paddles that seem to vanish when there's any lock on the wheel, and you're much better off cruising rather than trying to push the 3008 into sporty behaviour.
So, we'll reserve judgement until we spend some more time behind the wheel, but it felt impressively sorted on our brief test route.
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.
The glaring omission here is the lack of AEB on the cheaper models (something Peugeot's new, and only weeks old, Australian importer concedes it might have rectified if they had more time and involvement with the planning of this model). Its a shame, though, because there's plenty of other cool stuff that you'll find as standard.
Expect six airbags (front, front-side and curtain), along with the usual suite of traction and braking aids. A nice touch across all trim levels is the standard speed-limit-recognition system, which will read the speed signs as you pass them and beam that information onto the digital screen in the driver's binnacle. Distance alert (which warns if you you're too close to the car in front), lane departure warning and a fatigue warning are all standard, too.
AEB arrives on the GT Line and GT grades, along with active lane keeping, adaptive cruise with complete stop, active blind spot detection and auto high beams.
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.