Nissan Juke VS Subaru XV
- Bold new look
- High spec and safety
- Now actually practical!
- Fiddly dual-clutch auto
- Ride can be crashy
- Annoying lane departure feature
- Great ride and handling
- High-quality feeling cabin
- Good advanced safety on most grades
- No AEB on base-spec car
- Small boot
- CVT auto
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|
Subaru’s XV is weird. It’s classed as small but is much bigger than the others in its segment; it’s a city SUV but promises impressive off-road skills, and then there are those, um, unique looks.
Now the second-generation MY18 XV has arrived, looking just like the previous one, but so much has changed that you can’t see. But is it for the better?
We were among the first to drive the top-of-the-range 2.0i-S grade at its Australian launch.
|Fuel Type||Regular 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.
Yes, Subaru’s XV is weird, but it’s good weird. The new generation has improved the ride and handling, the cabin is refined and quiet, while the off-road capability is impressive for a city SUV. If only the transmission wasn’t a CVT, and if only there was a bit more oomph from the engine. Still, these are really the only drawbacks of an excellent package.
The sweet spot in the XV range would have to be the 2.0i-L. This grade comes with the EyeSight safety system, the larger 8.0-inch screen and dual zone climate control for about $2000 more than the base car's price.
Would you pick a Subaru XV over a Forester and why? Tell us what you think in the comments below.
Check out Tim Robson's video from the XV's international launch here:
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.
Despite sharing no visible elements with the old model, the new XV looks a lot like the old one. To tell them apart, look for the rear tail-lights because the latest gen’s now extend into the tailgate. At the front, the new car has a darker grille and sleeker headlights.
Unless you pull the XV apart you’re not going to see the biggest change, but you’ll feel it when you drive it. Like the new Impreza it's based on, the SUV is built on a brand new platform. The new XV’s dimensions reveal a 30mm increase in wheelbase to 2635mm, and a 20mm increase in width to 1800mm. It’s the same height at 1615mm, and it’s 15mm longer at 4465mm. Ground clearance stays the same at a high-for-the-class 220mm.
The XV is a small SUV but not as small as a Mazda CX-3 which is tiny at 4275mm end-to-end. The Honda HR-V is also smaller at 4294mm long, and the ASX is 1mm longer. The XV is pushing into the segment above it to compete with SUVs such as the Kia Sportage which is 4480mm in length.
So the XV lives in the nether region between the small and mid-sized SUV segments. Its closest size rivals would be the Nissan Qashqai at 4377mm in length, and the Jeep Compass which is the same length. You could even throw its Subaru Forester sibling in there, at 4595mm long.
The XV is ugly, in a rugged, cute way, from the gaping-grilled snout to the rear spoiler. Then there's that tough, body kit with its black plastic protection under the front and rear bumpers and over wheel arches. The 2.0i-S we drove on the launch looked like a Halloween pumpkin with its 'Sunshine Orange' paint. We half expected a purple, or bright yellow example to jump out of the shadows.
But you don't have to have your XV in blazing orange, or boring beige for that matter. Other colours include 'Crystal Black Silica', 'Dark Grey Metallic', 'Pure Red', 'Ice Silver Metallic' and 'Quartz Blue Pearl'.
The exterior may not have changed much but the cabin has been seriously revamped, bringing more accommodating seats, a different centre console, a smaller steering wheel, more air vents, a new electric handbrake, and lots of stitching. This is a refined and high quality feeling cockpit.
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.
Smallish boot, biggish cabin. That sums it up really. The luggage capacity of the XV hasn’t changed, at 310 litres, but the opening is 9mm wider at 1039mm (at its widest point) and 100mm wider at the lower edge, at 1039mm, while the space between the wheelarches is 20mm wider at 1090mm. Measure your pram to see if it fits or better still take it to the dealership and try to put it in to be sure.
The increase in wheelbase means more legroom in the back row. I’m 191cm and can sit behind my driving position with about 40mm to spare between my knees and the seat back. Headroom is also good throughout the cabin.
Apart from the smallish boot dimensions, storage space through the cabin is great with two cupholders in the second row and two up front, while the doors have room for two small bottles each.
The centre console storage bin is now bigger thanks to the manual handbrake being given the flick for an electronic one, which takes up almost no space.
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.
If you're wondering how much an XV costs, it depends on which XV you mean, because there are four different types. The new Australian XV is no longer available with a manual gearbox, and so the range now kicks off at $27,990 for the 2.0i (with an auto). While that means the entry price is $1250 higher, the 2.0i auto’s list price (RRP) has been reduced by $1200. No drive away price quoted at this stage.
The 2.0i comes with smart key-style keyless entry, a 6.5-inch touchscreen (the upper specs get an 8.0-inch display) with Apple CarPlay for iPhones and Android Auto, a 6.3-inch multi function display, Bluetooth connectivity, a six-speaker sound system with AM/FM (but not digital DAB) radio, CD player, cruise control, climate control, engine stop-start system, 'X-Mode' traction system, tinted rear glass, rear spoiler, 17-inch alloy wheels, two 12-volt power jacks, hill start assist, two USB ports, push-button ignition, cloth seats, black carpet trim and halogen headlights (not HID xenon headlights). This base-spec car doesn't come with parking sensors.
Stepping up to the $30,340 2.0i-L will get you all of the 2.0i’s features, plus an 8.0-inch touchscreen, dual-zone climate control, and premium cloth trim. All models, including the 2.0i-L up, come with Subaru’s 'EyeSight' safety system which brings AEB. You can read more about this in the safety section below.
The next grade up is the 2.0i Premium that costs $32,140 which adds an electric sunroof and GPS sat nav.
Above that is the top-of-range 2.0i-S which lists for $35,240 and has all of the Premium’s features, but adds the 'Vision Assist' package (read more about this in the safety section), leather seats, alloy pedals, auto LED headlights and daytime running lights, auto wipers, power driver’s seat, and 18-inch alloy wheels. You won't find a DVD player though, as the more high end brands sport these days.
I have to stay the new touchscreen is so much better than the previous version. This is a much more intuitive multimedia unit.
Subaru doesn't factory fit a nudge bar or bull bar to the XV as an accessory. Did you know though, that Subaru will fit STI Enkei alloy wheels to the XV? They cost a mimimum of $3000 but look much better than the standard rims.
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.
All XVs have the same engine size – it’s a 2.0-litre four-cylinder petrol which is an overhauled version of the previous model's, which makes 5kW more, for a total of 115kW, and the same 196Nm of torque. Not a major increase in horsepower here.
The manual gearbox has now been dropped from the XV line-up which means all now have a continuously variable transmission (CVT) automatic. I wasn’t a big fan of the previous XV's CVT, it just seemed to struggle to get the drive to the wheels with the same hard shift of a traditional torque converter. The good news is Subaru has improved the design and it seems to have far more prominent ‘shifting steps’ built-in for more of a kick as you accelerate. The bad news is it’s still a CVT, and the characteristic drone is still there, along with underwhelming acceleration.
All XVs are all-wheel drive (AWD) and now come with X-Mode – an off-road focused traction control mode which works to keep you from slipping on ice and mud at speed below 40km/h.
Braked towing capacity for all XVs is 1400kg. The Explorer tow bar kit costs $1591.20, including fitment.
The weight of the XV ranges from 1462kg for the 2.0i to 1484 for the 2.0i-S.
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.
The same petrol engine and same transmission across the XV range means all variants consume fuel at the same combined rate of 7.0L/100km, according to Subaru.
The 2.0i-S I drove wasn’t far off, with the trip computer reporting an average fuel consumption of 8.1L/100km after 200km of country roads, about a quarter of which were dirt and gravel. That's not bad milage.
The XV's fuel tank capacity is 63 litres and you can feed it the cheaper 91RON petrol, too. There is no diesel or LPG XV alternative.
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.
We drove the top-of-the-range 2.0i-S at the new XV’s Australian launch which covered 220km of sealed and dirt roads from the Australian Alps to the NSW South Coast, with a quick off-road course somewhere in between.
I need to confess straight away that I wasn’t a major fan of the previous XV’s engine and transmission – well mainly the CVT transmission to be fair. CVTs all seem to have the same issue – underwhelming acceleration. Not all are bad – the Subaru Levorg’s is good… and so is the new XV’s CVT which has been given more prominent steps which add a feeling of gear changes a zippier speed.
Carmakers design launch test drives to show off the strengths of their new baby and the downhill run towards the coast could disguise any CVT weaknesses. So, I turned around and drove up it in the opposite direction. The result – the CVT still drones and the XV’s acceleration under load isn’t great, but it performed much better than the previous version. Going downhill the CVT now can now ‘hold a gear’ to brake the car, which impressed me too.
The new XV looks the same as the previous one, but it feels different to drive – good different. The new global platform this XV is built on has improved the ride and handling noticeably. The body of the car is up to twice as strong making it more rigid and that improves handling, too. Body roll in the corners has been reduced and the ride is comfortable and composed.
Better insulation thanks in part to thicker windows and door panels means the cabin is so much quieter, even on gravel roads where the sound of stones flicking up into the wheel arches was minimal.
The off-road component was a short loose-dirt course of steep ascents, descents and tight turns. The XV handled it easily making use of its 220mm of ground clearance and all-wheel drive system. X-Mode and hill decent were engage at all times and both systems worked well to ease the car downhill steadily without losing traction.
Top marks for the driving experience were brought down by the CVT, even if it is better than the previous one.
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.
This new-generation XV scored the maximum five-star ANCAP rating, and all the 'expected' passive safety features are there (ABS, ESP, etc, etc). What separates the XV from many others is the advanced safety equipment on board. All grades, apart from the entry-spec 2.0i come with Subaru’s 'Eyesight' camera system which among other skills can recognise brake lights, and will brake to avoid an accident, or spot you drifting out of your lane and steer you back between the lines.
Subaru says AEB will be activated at up to 145km/h, but will work best to bring to car to a halt at speeds under 45km/h.
The top-of-the-range 2.0i-S also comes standard with the 'Vision Assist' package which adds blind spot monitoring, rear cross traffic alert with AEB (that works when you’re reversing), adaptive high beams and lane changing assistance.
For child seats you’ll find two ISOFIX mounts and three top tether points across the back row.
All XVs come with dual front and dual front side airbags, a driver's knee airbag and curtain airbags.
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.
The new Subaru XV doesn’t have to be serviced as frequently as the old one with servicing now extended from six months/12,500km to 12 months/12,500km. Subaru told us this was due to the new CVT auto.
The XV is covered by Subaru’s three-year/37,500km servicing plan which caps prices at $348.30 for the first visit, $601.59 for the second, $348.30 for the third, $757.81 for the next and for the 60 month 62,500km service it’s back to $348.30.
The XV is covered by Subaru’s three-year/unlimited kilometre warranty.