Nissan Juke VS Volkswagen Golf
- Bold new look
- High spec and safety
- Now actually practical!
- Fiddly dual-clutch auto
- Ride can be crashy
- Annoying lane departure feature
- Ride comfort
- Conservative styling
- Diesel engines' noise levels
- Premium unleaded only
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|
The Volkswagen Golf. More than 33 million produced over 40 years and seven generations. It's not quite more popular than blue jeans, or the iPhone, but it's close.
Actually, make that seven and a half generations, because this is Golf 7.5; as the name implies, a substantial mid-life upgrade of the current model.
So, to raise the stakes and, it's hoping, sales, VW has injected new life into its hugely respected marquee player with a range of design tweaks and tech upgrades.
|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.
The Golf 7.5 is a great package from top to bottom. Volkswagen has hit all the right marks to bring its already excellent offering up to the pointy end of the intensely competitive small-car segment. And we think the entry-point 110TSI offers the best value of all. With high-end safety tech, amazing dynamics, a snappy drivetrain and sharp (introductory) drive-away pricing it will give the market leaders something to think about. And buyers as well.
Has Volkswagen done enough with this upgrade to put the Golf on your small car shopping 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.
Unveiled late last year at the Paris Motor Show, the new Golf is available in three flavours – the familiar hatch, and a compact wagon, with the latter forming the basis of an all-wheel-drive, Alltrack variant.
From a design point of view you'll be hard-pressed to pick the Golf 7.5, with exterior changes focused on new headlights, revised front guards, and a restyled bumper. Think of it as an almost unnoticeable haircut.
At the back, the bumper has also been refreshed, and LED tail-lights are now standard across the range.
The wagon is a handsome alternative to the ubiquitous compact SUV, with the lines of the roof and glasshouse (identical to the hatch from nose to C-pillar) flowing seamlessly into a gently tapering and neatly composed rear end.
Inside, there's a new 8.0-inch multimedia screen with Apple CarPlay and Android Auto support standard on all models (as well as a 'Mirror Link' function for full Wi-Fi connection of tablet or mobile devices).
It's surprising how much of a difference the sleek new screen makes to the interior. Suddenly, the Golf's already premium character has been lifted to a different level.
The cool and classy cabin layout is otherwise largely unchanged, highlighted with dark accents on the volume models, and 'piano black' inserts on the Highline. The quality and attention to design detail are obvious.
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.
At just under 4.3 metres long the Golf hatch is small, but by no means cramped. There's tonnes of room and storage space up front with two cupholders, door pockets with bottle holders, and plenty of oddments space including a decent glovebox and a lidded bin between the seats.
All but the entry model pick-up another pair of cupholders in the rear, with adjustable air conditioning vents and flow control in the back of the front centre console, too.
Speaking of the back, there's heaps of room in there. I'm 183cm tall, and sitting behind my own driving position, I enjoyed surprisingly generous head and legroom.
Volkswagen claims 380 litres of cargo volume with the 60/40 split folding rear seats up, and a generous 1270 litres with them tipped forward.
Pushing towards 4.6 metres in length, the Golf wagon only nudges up 15mm in the wheelbase, so passenger accommodation is virtually identical to the hatch. And not surprisingly, it's in the luggage department where things start to diverge.
Even with the 60/40 split folding rear seats up the wagon boasts a hefty 605 litres of load space, growing to a cavernous 1620 litres with the second-row seats folded.
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.
Headline news is an aggressive introductory drive-away pricing strategy, designed to challenge the traditionally cheaper segment leaders, with the standard features list growing appreciably at the same time.
The previous entry-level 92TSI hatch has departed the building, with pricing now set across an $18.5k band from $23,990 drive-away (MSRP $23,990) for the 110TSI, to the all-wheel-drive Alltrack 135TDI Premium at $42,490 drive-away (MSRP $40,990).
The hatch offers a choice of four grades - base, Trendline, Comfortline, and Highline - with the current 1.4-litre turbo-petrol four-cylinder engine powering all of them. A 2.0-litre turbo-diesel 110TDI version is available in the top-shelf Highline spec.
For that shrinking pool of people familiar with three pedals across the driver's footwell, a six-speed manual gearbox is available in the base and Trendline models, with Volkswagen's excellent 'DSG' dual-clutch auto offered across the line-up.
The wagon range comprises the top three grades, with diesel again an option on the primo Highline. The DSG dual-clutch is the only transmission available.
The Alltrack is a two-grade affair – base and Premium - with the choice of a 1.8-litre turbo-petrol, or higher output 2.0-litre turbo-diesel, with any gearbox you like, as long as it's a DSG (six-speed for the petrol, and seven for the diesel).
The entry-level 110TSI hatch is anything but a 'bait and switch' price-leader. It's loaded with everything from cruise control (with speed limit function) to seven airbags and driver-fatigue detection.
In fact, on top of the new multimedia screen and its connected functionality, all Golfs are now also fitted with auto emergency braking (AEB), alloy wheels (of various sizes), air-con, a leather-trimmed steering wheel, LED daytime running lights, and a rear-view camera as standard.
Step into to the Trendline from $25,490 drive-away (MSRP $24,990), and things like rain-sensing wipers, auto headlights, parking sensors, different 16-inch alloys, and a rear centre armrest (with cupholders) come your way.
Then the Comfortline from $29,990 drive-away (MSRP $28,990) adds 17-inch rims, dual-zone climate control air, 'Comfort' front seats, chrome interior and exterior highlights (including the wagon's roof rails), and a storage drawer under the front passenger seat.
Stump up for the Highline from $35,990 (MSRP $34,490) and the fruit starts to tumble in, with the highlights including 'leather-appointed' trim, 'Comfort Sport' front seats with electric adjustment and memory function for the driver, keyless entry and start, interior ambient lighting, LED headlights and a panoramic electric glass sunroof.
Three option packs are offered – 'Infotainment' ($2300), available on Comfortline and Highline, brings the excellent 'Active Info' configurable instrument display. It also adds 'Discover Pro' multimedia, delivered through a larger 9.2-inch screen, managing sat nav and other functions via gesture, touch, and voice control, as well as a top-shelf Dynaudio sound system.
'Park Assist', taking over the wheel for perpendicular or parallel parking manoeuvrers, is the star of the 'Driver Assistance' package ($1500), and the R-Line pack ($2500) brings the look, and some of the feel, of the GTI and Golf R, with a bodykit, bigger rims, and tuned suspension.
The entry-level Alltrack 132TSI at $35,990 drive-away (MSRP $34,490) is close to the hatch and wagon's Highline spec, although you'll need to opt for the flagship Premium version from $39,990 (MSRP $38,490) to pick up the partial leather trim, heated front seats and LED headlights.
Alltrack option packs are 'Driver Assistance' ($1800), 'Infotainment' ($2300), and 'Sport Luxury' ($2900), which includes 18-inch alloys, the electric seat adjustment, panoramic roof, and more.
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 Golf hatch and wagon range is in large part powered by the EA211 1.4-litre turbo-petrol four-cylinder engine, a stalwart of the Australian Golf range since the seventh-generation version arrived here in 2013.
Featuring 16 valves, direct-injection, and a single turbocharger, in Golf 7.5 guise it produces 110kW from 5000-6000rpm, and 250Nm across a broad plateau from just 1500-3500rpm.
Base and Trendline models are available with a six-speed manual, while VW's excellent (and ever-improving) 'DSG' dual-clutch auto spans the line-up.
If diesel's more your thing, a 2.0-litre four-cylinder turbocharged unit is available on the Highline model, producing an identical 110kW at 3500-4000rpm, with torque stepping up to 340Nm from 1750-3000rpm.
The diesel's a manual-free zone, with the seven-speed DSG the only option, but no matter what type of transmission you choose, drive goes exclusively to the front wheels.
Climbing (modest) mountains and fording (gentle) streams is the Alltrack's department, with power coming courtesy of a 1.8-litre turbo-petrol four, delivering 132kW from 4500-6200rpm and 280Nm from 1350-4500rpm.
Alternately, a higher output version of the 2.0-litre turbo-diesel four is an option on the high-spec Alltrack Premium, delivering 135kW from 3500-4000rpm, and an even gruntier 380Nm, the peak arriving at 1750rpm and hanging around until 3000rpm.
Petrol Alltracks are fitted with a six-speed dual clutch auto, while the diesel features an extra ratio, both sending drive to all four wheels via the '4Motion' permanent all-wheel drive system.
Built around an electronically-controlled multi-plate clutch pack, 4Motion uses an ECU integrated with the car's ESC set-up to continuously vary the torque split between front and rear axles.
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.
Gone are the days where a manual gearbox would outperform an auto transmission in the battle of the bowser.
Volkswagen claims the base (petrol, manual) Golf will consume 5.7L/100km on the combined (urban/extra urban) cycle, emitting 133g/km of CO2 in the process.
But swap out the manual for a dual-clutch, and that figure drops to 5.4L/100km for the hatch (128g/km) and 5.6 for the wagon (131g/km).
Tick the diesel option for the top-shelf Highline and your wallet will be even happier; the hatch consuming just 4.9L/100km (129g/km), and the wagon a round 5.0 (132g/km).
Step up to the Alltrack petrol and you're looking at 6.8L/100km (160g/km), with the high-output diesel sipping only 5.4 (142g/km).
The fuel tank in the hatch and wagon holds 50 litres, while the Alltrack's grows to 55 litres. And it's worth noting the petrol units are tuned for minimum 95RON premium unleaded.
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 overriding, almost overwhelming first impression in driving any recent Golf is the outstanding ride quality. You'd swear the wheelbase was half as long again, because it rides like a larger, luxury car.
Even the entry-level vehicle is quiet, comfortable, and refined. Steering feel is great, and the petrol 1.4 is smooth and eager; there's simply no way you'd pick it as a turbo.
Volkswagen claims 8.2 seconds for the sprint from 0-100km/h for the base car, whether you're shifting the gears yourself or the tricky dual-clutch is doing it for you.
That's pretty much the Goldilocks performance zone for a car that's likely to do most of its work in the urban jungle, yet needs to retain the ability to confidently stride out onto the open road when required.
The diesel version is only fractionally slower to licence-loss velocity (8.6sec), and while it doesn't feel as revvy and urgent, it packs a satisfying punch of mid-range torque. It is definitely and noticeably noisier, though.
As usual, the Golf is a model of ergonomic efficiency, with the new multimedia screen enhancing ease of use and connectivity, the seats front and rear are comfortable yet supportive, and you're spoiled for choice between the sweet six-speed manual and rapid-fire DSG (with wheel-mounted paddles on upper variants).
The wagon employs the same strut front, four-link rear suspension arrangement as the hatch, and despite its extra length and interior volume it gives nothing away in terms of noise suppression or general refinement.
Moving up the spec pecking order from 16-, through 17-, to optional 18-inch alloy wheels does nothing to compromise overall composure;, body control is exceptional, and the brakes are agreeably progressive.
Response from the Alltrack's more powerful engines is partially offset by an increase in kerb weight (petrol +165kg / diesel +101kg), with the 1.8-litre petrol and high-output 2.0-litre diesel both recording 7.8sec 0-100km/h. But despite its more macho appearance and SUV-focused rubber, the Alltrack is an equally refined drive.
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.
Golfs of all descriptions incorporate an impressive array of standard safety tech, including active features like cruise control (with programmable speed limiter), distance warning display, driver fatigue detection, AEB, ABS, EBD, BA, EDL, multi-collision brake, ASR, tyre-pressure indicator, and a rear-view camera.
And when all that isn't enough to avoid a collision, no less than seven airbags are on board (driver and front passenger head and side, driver's knee and front and rear curtain).
There are three child-restraint top tether points across the back seat, with ISOFIX anchors on the two outer positions.
As well as the previously mentioned auto-parking feature, the optional driver assistance package includes adaptive cruise control, lane assist, blind spot monitor, and rear traffic alert.
Although the 7.5 upgrade hasn't been specifically tested by ANCAP, the current Golf scored a maximum five-star rating when it was assessed at launch in early 2013.
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.
Volkswagen Australia's new-vehicle warranty covers three years/unlimited km, with paint covered for the same period, and the main steel body structure is under warranty for no less than 12 years (unlimited km).
Recommended service interval is 12 months/15,000km, with indicative costs for the first five years/75,000km ranging from a low of $318, to a high of $751, for a total of $2276, and an average of $455 per service.