Nissan Juke VS Suzuki S-Cross
- Bold new look
- High spec and safety
- Now actually practical!
- Fiddly dual-clutch auto
- Ride can be crashy
- Annoying lane departure feature
- Goes alright
- Steers well
- Plenty of space inside
- Missing advanced safety gear
- That grille
- No digital speedo
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|
Here's a test for you. When was the last time you saw a Suzuki S-Cross? Now let me tell you you've probably seen one more recently than you think, because not only does Suzuki still sell them (I was certain they had quietly dropped it), but it actually sells almost a thousand new ones every year.
The S-Cross is a strange beast, even forgetting the vestigial SX4 badge. Like the Swift/Baleno conundrum, it kind of, sort of sits in the same space as the Vitara, except like that other pair, it kind of doesn't.
It has been a while since I drove the S-Cross - all the way back to its local launch, so it was an interesting prospect to dive in and see what's changed in (checks notes) six years.
|Engine Type||1.4L 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.
I won't be rushing out to buy an S-Cross any time soon because there are lots of other cars ahead of it. I had thought that this was a bit of a "for the fans" car but the sales figures, while comparatively modest, proved me wrong.
With a good warranty, capped servicing and tons of space, it's obviously a compelling proposition. Add to that a good driving experience and low running costs, it stacks up well. But it's missing a lot of modern safety gear and is looking a bit old even if it doesn't feel it.
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 model featured below is the 2020 Nissan Juke Ti
One of the reasons you probably think you haven't seen one of these is that, big half-a-BMW-grille aside, it's a bit anonymous. Which is perfectly fine if that's what you're after, but it's pretty functional rather than pretty. Suzuki styling is weird like that - funky chunky like the Ignis and Vitara and Swift, or terminally dull like the Baleno and S-Cross. It's kind of a shame it's so dreary because it's not, in fact, a dreary car. The chrome grille is way too much, a six-year-old screaming "Look at me!" at a dinner party.
The cabin is pretty standard Suzuki, meaning nothing too exciting or arresting. The materials are fine, the seats are a bit high (and a bit firm) and it does feel a bit yesteryear, but so did the Vitara when it first came out.
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.
This is where the S-Cross starts to get interesting. It's huge inside. The 430-litre boot (almost tripling to 1269 litres with the seats down), with underfloor storage and bins either side is massive for a car with this footprint.
Front-seat passengers score a pair each of cupholder and bottle holders, repeated in the rear. The front cupholders are a bit annoying because they're square and not as deep as you might want.
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.
You have a choice of two mechanically identical S-Cross, the Turbo and the Turbo Premium. The two cars are separated by just $1500. Up here in the dizzy heights of $29,990 for the latter car, you get 17-inch alloys, dual-zone climate control, reversing camera, rear parking sensors, cruise control, sat nav, keyless entry and start, fake leather seats, LED headlights, auto wipers, powered wing mirrors and a space-saver spare.
The six speaker stereo controls are part of the tiny 6.0-inch touchscreen in the dash, which is the same system in every Suzuki, with or without the sat nav. It also has Apple CarPlay and is better than anything Toyota foists upon the owners of its vehicles.
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.
Under the bonnet - or more accurately - behind that giant grille lurks Suzuki's rather good 1.4-litre turbo, also found in the Vitara. Outputs are modest at 103kW and 220Nm, but the car weighs two-tenths of not very much at 1170kg, which is a bit of a Suzuki strength.
You can tow 1200kg braked and 400kg unbraked if you're that way inclined.
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.
Suzuki claims the 1.4 - without stop-start or other trickery - will deliver 5.9L/100km. Our time with the S-Cross was almost exclusively urban and it managed a very creditable 7.1L/100km, close to my colleague Richard Berry's 7.3L/100km in 2019. Not bad, but it does drink premium from its 47-litre 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.
My memories of the first S-Cross I drove aren't all that distinct, which means it either wasn't very good or it was just okay. I'm leaning towards just okay, but it was slow with its 1.6-litre engine and whining CVT. It handled okay but the main selling point was the interior space.
I'm very pleased to report that, like the Vitara, the addition of the turbo has made it a much nicer thing to drive. With substantially more power and torque with very little extra weight, it feels far more modern.
And like its slightly bigger stablemate, the lightweight chassis strikes a really good compromise between ride and handling. It's always going to roll but the grippy Continentals keep things tidy in the corners and the light steering makes its around-town demeanour most agreeable. I had the car during Sydney's very wet week in late July and was impressed by how it handled the conditions.
Quiet and well-composed on the faster stuff, the strong winds didn't push the high-sided S-Cross out the lane, either. One irritation is that the little central screen in the dashboard doesn't have a digital speed readout which means deciphering the tightly-packed speedo.
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.
In 2013, this was enough to score five ANCAP stars and that rating still stands despite zero updates on the safety gear but big changes to the ANCAP criteria.
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.
Out of the gate Suzuki offers you a five year/unlimited kilometre warranty, which is quite generous. If you use the car for business (eg courier or ride-sharing), that does reduce to five years/160,000km.
Servicing is also capped for the first five years. The wrinkle there is that while the time between services is pretty standard at 12 months, not many people fall under the 10,000km interval. The first five services avereage out to $295. The fifth service is capped with pricing stepped up to 100,000km, topping out at a whopping $639 for a single service, which does not bode well for high mileage drivers, so keep that in mind.