Nissan Juke VS Suzuki Ignis
- Bold new look
- High spec and safety
- Now actually practical!
- Fiddly dual-clutch auto
- Ride can be crashy
- Annoying lane departure feature
- Unique looks and charm
- Great ride for small car
- Excellent multimedia system
- May be too cute for some
- Misses out on key safety tech
- Underdone specs in base car
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|
You're right, the Suzuki Ignis has been sold in Australia before... between 2000 and 2008, to be exact. Interesting story – the first ever Holden Cruze was a redesigned Ignis, done in just 12 weeks in Melbourne, before it was given to the Yanks as a Chevrolet.
Anyway, I digress... the new generation of Ignis is very similar to the old one in concept and design; it's a lightweight, high-sided, small SUV five-door hatchback powered by a small engine driving the front wheels.
Even though it's by far the lightest, and one of the smallest in the category, the Japanese-built Ignis is classed as a small SUV, and competes against the likes of the bigger Mazda CX-3 and Mitsubishi ASX.
It's sold in two grades - the entry level GL, and the top-spec GLX - with a single 1.2-litre four-cylinder engine spec and the choice of a manual or continuously variable transmission (CVT) in the GL. The GLX is CVT only. Pricing kicks off at a keen $16,990 before on-road costs.
|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.
With striking looks that appeal to an incredibly wide array of people, honest simplicity, and comfort and functionality to back it up, Suzuki is on a winner with the little Ignis.
Lack of a digital speedo, a shortish warranty and frequent service requirements play against it, but it's still a worthy alternative in the small SUV category.
The Ignis is much more than a sum of its parts, and it's a terrific car for the cut and thrust of urban warfare.
The sweet spot of the range is probably the most expensive one, the GLX. With more flexible seating and better specs, the GLX adds enough to the overall experience to make it worth the extra coin.
Is the Suzuki Ignis hot... or not? Let us know 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.
The exterior design of the Ignis is one of its key selling points. Suzuki can't be accused of having a corporate design language; every one of its cars is completely different to the others.
The 3700mm long Ignis uses a riot of straight lines, a wacky grille and headlight treatment and bulbous wheel arches in combination with minimalist overhangs and a bit of extra ride height to stand out from the crowd.
The GL uses a regular halogen headlight, while the GLX gets overtly styled LED headlights to further set it apart.
Interior photos show a similar theme, with clever use of colours and textures to play down the impact of swathes of hard plastics throughout the cabin.
Body-coloured pieces including the centre console and door handle grips combine with white plastic to lift the interior feel. It looks like someone who loves cars had a hand in designing the Ignis, and that's a great thing.
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.
So, how many seats does a Suzuki Ignis have? Five in the GL and four in the GLX.
While its external dimensions are relatively small for the category, the Ignis really opens up on the inside. There is plenty of room for four people aboard thanks to clever packaging and a high roofline, while a fifth passenger can be crammed into the middle of the (60/40 split fold) second row of the GL.
The GLX offers only two second-row seats but adds a clever system that allows the two seats to slide fore and aft separately as well as to recline. Seat comfort is good in both cars, and rear head, toe and knee room is impressive for such a small hatch.
Because there's no centre console bin for the front, there are no vents for the rear, nor are there USB chargers. There is a pair of ISOFIX baby seat mounts, though, and a single USB port up front.
A clear dash readout does miss out on a digital speedo. There are two cup holders side by side in front of the gear shifter, along with a sizeable mobile phone pocket beneath the air con controls. A third cup holder is provided for rear seaters to share, and there are bottle holders in each of the four doors.
It's worth mentioning its extra ground clearance – it sits 180mm above the ground – plus wide door apertures and minimal overhangs front and rear. It's easy to hop in and out of and an absolute pleasure to park.
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.
So, how much is a Suzuki Ignis? The GL and GLX are pretty closely related, running the same 1.2-litre, 66kW four-cylinder petrol engine driving the front wheels.
The GLX only comes in CVT guise, and at a price of $19,990 RRP before on-roads.
While the vibrant colour palette of the Ignis is one of its strong points, the price also goes up accordingly. Metallic colours like orange, grey, blue and red are $500 extra, while adding a black roof will set you back $500.
If you want to mix things up with a bit of colour, optional internal pieces will set you back $630.
Specs are pretty basic in the GL, with 15-inch steel wheels, halogen lights, electric windows and mirrors, an analog-dial air conditioning system and a small tablet-style touchscreen multimedia system the highlights of a pretty short list.
Lights and wipers are manual, for example, and there are few other toys like digital radio or even a CD player. The standard speakers are fine, and the GLX gains a pair of tweeters over the four standard items.
The multimedia system is a good one, though, offering Apple CarPlay or Android Auto, sat nav, Bluetooth streaming and phone connectivity and radio functions. A single USB port and 12V socket are also included.
The GLX adds automatic headlights, digital-style air con (but not dual zone climate control), 16-inch alloy rims and upgraded seats throughout, along with LED headlights. It gets nothing fancy like park assist or a sunroof.
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.
The Ignis ships with a naturally aspirated 1.2 litre engine with specifications of 66kW of power at a high 6000rpm and 120Nm of torque at 4400rpm, matched to a six-speed manual or a CVT driving the front wheels.
The 16-valve unit features dual injectors on each piston with a higher compression ratio and a timing chain to provide rev-happy performance. It's not a high horsepower unit but it gets the job done.
The CVT offers a 'Low Range' option, which seems to do little other than rev the engine to no great affect, as well as a 'Sport' button that again just lets the engine rev higher.
The only drivetrain on offer in Australia is a front-wheel drive, even though all-wheel drive is offered in overseas markets, along with a diesel and petrol/electric hybrid.
Of note; Suzuki do not offer any stats on towing for the Ignis.
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.
Against a claimed average of 4.9 litres per 100km for the CVT equipped versions of the Ignis, we recorded a dash indicated fuel economy figure of 5.4L/100km in the GL and 6.4 in the GLX.
The fuel consumption of the manual is rated at 4.7L/100km. The Ignis has a relatively small 32-litre fuel tank capacity and can use 91RON petrol.
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.
Thanks to its lack of mass – it weighs just 865kg at the kerb, and the manual is 45kg lighter again - the Ignis is a surprisingly fun little car to drive, though its 0-100 km/h performance figures won't worry anyone.
It's lively and easy to handle, it steers perfectly adequately and turns and stops with confidence. The whine and flare of the CVT are more prominent when you start to drive the car, as well as an odd notchy feeling when it's cold, but it becomes less intrusive the more you drive it.
The ride in particular is a real standout. Most small cars have a brittle, sharp edged ride as a result of essentially smaller suspension packaging; there's just not enough travel to give the car any sort of comfortable ride.
The higher profile 15-inch tyres on the GL also iron out the bumps a little bit better than the 16s on the GLX, but the smaller tyres don't feel as nice or work as well as the larger items.
There's a bit of tyre roar on rougher tarmac but it all but disappears again when the going smooths out. For a small car that weighs less than 900kg, though, its ability to filter out noise is excellent.
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.
No electronic safety features are offered on Australian-spec cars, either, even though there is an optional safety pack available in overseas markets.
Standard safety gear runs to six airbags - including curtain bags and thorax bags for front row occupants - EBD, ABS and hill-hold assist.
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.
Suzuki offers a standard three-year/100,000km warranty on the Ignis, which lags behind offers from rivals like Kia of up to seven years and unlimited kilometres.
Servicing is recommended at 10,000km or six-month intervals, which is again shorter than intervals suggested by competitors like Mazda and Toyota. A five-year capped price service program means service costs of $2207 in total.
When it comes to clutch problems or a transmission problem, the new Ignis has yet to show fault. It's too early in the car's life to see any problems, complaints, issues or common faults arise.