Nissan Juke VS Toyota C-HR
- Bold new look
- High spec and safety
- Now actually practical!
- Fiddly dual-clutch auto
- Ride can be crashy
- Annoying lane departure feature
- Fantastic looks
- Beautifully built
- Lovely to drive
- Slow CVT
- Silly rear doorhandles
- Dodgy touchscreen
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 can almost trace Toyota's renaissance back to a single day – the day the C-HR was revealed to the world as a production car. The company could have gotten away with jacking up a Yaris and calling it a compact SUV, but instead they went all out with a bolt-from-the-blue looker with some really interesting styling ideas inside and out.
I mean, yes, they have now jacked-up a Yaris and called it an SUV, but the C-HR was first and it's cooler, even despite the name meaning Coupe – High Rider. Absolute cringe-fest that, but one of the very few missteps in this changing of the guard for the Japanese giant.
Rolling on Toyota's excellent TNGA platform, the C-HR has settled nicely into its role as one of the bravest Toyotas in years (sold here in Australia, anyway). But with the arrival of the Yaris and Yaris Cross, it was time for a little tweak to the range.
|Engine Type||1.2L 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.
The two-tier C-HR range doesn't have a duffer in it and the great thing about it is that the base model is so good the temptation to spend up on the Koba is limited to cosmetic things (with one exception...). The GXL has lots of good safety gear and the only tangible missing thing is the Koba's reverse AEB and hybrid option. The hybrid uses half the petrol, so is worth considering as well as for the extra punch.
I find myself suggesting the C-HR without reservation to people I would never have recommended a Toyota to in the past – it's good value, beautifully-built and designed, great to drive and remarkably cheap to own and run.
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.
Explore the Nissan Juke Ti in 3D
The C-HR still looks box-fresh three years after its launch. I still have to remind people that it's a Toyota, it's so much more interesting than anything the brand has built for a long time. Show them a Supra and they have to be helped back to their feet. The big bluff front end with the huge headlights still cuts through the visual noise on the road. I still don't like the weird, clunky doorhandles on the rear doors which are ungainly and impractical, sited quite high for small children. The rear view is as polarising as ever, but I fall on the "yes, well done," side of the ledger.
The cabin is also virtually unchanged, which is the right thing to do because it really is very cool. It's a tad colourless like so many cabins these days, but with a consistent, coherent design philosophy, right down to the neat imprint in the headlining of the ovoid shape that dominates the interior design theme. The C-HR was one of the first cars to go without those big clunky rocker switches so beloved of Toyota for so long and it all feels really good.
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, a long, narrow bin is a good place for your bits and pieces while the two separate cupholders and bottle holders in the doors will free up your hands and knees from holding the beverages. The rear cupholders are in the doors because there isn't an armrest but also means there are no bottle holders.
The C-HR is surprisingly roomy in the back but it's also gloomy as the glass sweeps up to meet the roof. Legroom is not bad for me at 180cm when seated behind where I drive and the seat itself is comfortable. The front seats are excellent and look good even in the base model.
You can store 377 litres in the boot with the seats up and 1112 litres with them down, which is competitive if not outstanding in the segment.
You also have three top-tether anchors and two ISOFIX points for the very young folk.
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.
For some reason, Toyota thought the model designation "GXL" would fit the C-HR despite being far more at home on a Land Cruiser, which is a car with a very 1980s vibe versus the C-HR's 21st century zeitgeist feel. The main changes for the 2021 model year are added to the safety column, but GXL buyers pick up keyless entry and start.
Apart from that, things are more or less as they were before – you can still choose from 2WD ($30,915 plus on-roads) or AWD ($32,915). Remembering, of course, that this is the entry-level machine that used to be known as plain old C-HR and is now about $750 more than the MY20. The manual version is long gone, if you're wondering.
You get 17-inch alloys, a six-speaker stereo, dual-zone climate control, reversing camera, active cruise control, sat nav, auto LED headlights, auto wipers, front and rear parking sensors, auto high beam, folding heated electric mirrors, power windows and a space-saver spare.
Toyota hasn't taken the opportunity to again improve the touchscreen, which went up to 8.0-inches last year along with a big improvement in the media system software. It still looks washed-out and stretched but does have Apple CarPlay and Android Auto. The hardware really needs to be higher-resolution and the system itself really doesn't reflect Toyota's might in the industry. Better than it used to be, though and, with smartphone integration, less of a problem.
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 GXL is powered by the a 1.2-litre turbo four-cylinder petrol engine with just 85kW and 185Nm available to drag the 1440kg 2WD GXL around (heavier if it's AWD). Power goes through either the front or all four wheels via continuously variable transmission (CVT).
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.
Toyota claims a 5.7L/100km official combined cycle figure of 6.6L/100km and requires premium unleaded to run at its best. In my week with the car which was mostly suburban running with a little freeway dalliance returned an indicated 8.3L/100km. That's not a terrible distance away from the combined cycle and given I work C-HRs hard when I have them, that's not bad.
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.
The only real complaint I have about the C-HR is the drivetrain. There's not anything wrong with it – far from it – it's just that everything else in the class has more power and torque and which helps haul their weight along – the C-HR's is considerable at more than 1400kg. My long-term loan Suzuki Vitara Turbo weighs 300kg less and has a stack more power and torque for about the same money.
Added to that, the C-HR's economy-focussed continuously variable transmission (my second least favourite transmission after "community") means progress is fairly leisurely and can get a bit loud when you put your foot down.
Which I do a fair bit. While the 1.2-litre engine is a really nice piece of technology and still unusual for a Toyota – it just doesn't have the horses and twist to pull the C-HR along as quickly as even Hyundai's 2.0-litre naturally-aspirated engine in the Kona, or the CVT-equipped Seltos. But that's okay – it's not a criticism, it's not like it's dangerously slow, it's just slower than most of its rivals and feels it. The Hybrid, which can only be specced with front-wheel drive and the Koba spec, is a little more peppy and the electric motor covers up some of the CVT's lax approach to acceleration.
It's also mildly frustrating because, hot damn, the chassis under the C-HR is really good. I'm going to mention TNGA again because it's such a good platform and I haven't driven a TNGA-based car that I didn't like. It's more than that, obviously – Toyota's engineers have built a driving experience around it that encourages yobbos like me to enjoy the way it corners while your passenger will enjoy the ride, which is excellent on all but the worst surfaces.
The C-HR is also pretty keen when it comes to cornering, with a nice progressive steering feel and weight. It's not particularly chatty, but again, it's a lot of fun and more fun than a few of its rivals. The roundabout raceway is a good laugh in this car.
The lack of go does come back to you on single carriageways when you want to overtake. While the C-HR cruises quietly and comfortably, a floored throttle for an overtake produces rather more bark than bite, so you'll find yourself settling comfortably behind whatever is slowing you down until you've got a long line of sight. Given the C-HR's likely citybound life, this is probably not going to be a big problem. If it is, again, the hybrid has a bit more go.
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 extra $700 or so over the MY19 C-HR has mostly gone into safety.
On board the GXL are seven airbags (including a driver's knee airbag), ABS, stability and traction controls, blind spot monitoring, high- and low-speed AEB with pedestrian detection (day and night) and cyclists (day only), forward collision warning, trailer sway control, lane departure warning, lane keep assist, lane trace assist (this keeps the car in the centre of the lane with gentle steering help), speed sign recognition (which can also change the cruise control speed if you want it to) and reverse cross traffic alert.
Added to that impressive lot is the intersection assist function, which warns you something is coming from the left or right at an intersection that you may not otherwise have clocked. That might seems a bit silly for the C-HR's stubby bonnet, but when your street is parked out and you can't see either way, it's extremely useful.
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.
Toyota offers a five-year/unlimited kilometre warranty along with a further two years on the drivetrain if you service with Toyota.
Servicing with Toyota seems eminently sensible because for the first four years or four services (intervals are set at 12 months/15,000km) you won't pay more than $200 per service, which is a dead-set bargain.