Renault Koleos VS Nissan Juke
- Huge interior
- Good safety package
- Apple CarPlay and Android Auto
- Life's foot-operated park brake
- Top model's a bit pricey
- Whopping 140kW engine
- Still looks edgy
- Plush seats
- Truly tiny boot
- Questionable design choices
Renault's Koleos doesn't quite know what it is. This second-generation SUV from the French giant is also the second one built largely around the Nissan X-Trail, taking much of its mechanicals. The French flair, a key purchasing decision for many Renault owners, must come from the design, ride and handling, right?
In a market swamped with cars of this type, using a donor car is an economically sensible way to get things done. The risk is turning out a car with the badge of one manufacturer on the front but the character of another behind it.
|Fuel Type||Premium Unleaded Petrol|
Not much has changed since we originally reviewed the current Nissan Juke Ti-S in November of 2018, with pricing and spec remaining the same.
There has been some news on the Juke's much-anticipated replacement, with an official reveal date of September 3, 2019.
Not much can be told about the new Juke yet, as it has only been spied under camouflage, but it is known to be larger than this current model, as the new car has been photographed alongside the current one.
It will also share roughly the same design theme and styling pillars, while bringing it up-to-date with Nissan's current line-up. Take a look at current versions of the larger US-market Murano for clues as to what it could look like.
It is also known that it will share a platform with the recently-revealed Renault Captur, paving the way for low-capacity turbocharged engines and even the possibility of hybrid tech in the Juke's next iteration.
As originally published September 3, 2018:
The Nissan Juke is straight-up bizarre.
Back in 2011, it was ahead of the small SUV curve, using the now-common trope of lifting up a small hatchback, giving it a slightly different body and calling it an ‘SUV’.
But the Juke didn't arrive locally until late 2013, the hatchback in question is the now-dead-in-Australia Nissan Micra, and despite that initial lead on its main competitors, the Micra-based Juke is hardly ahead on sales.
Despite that, Nissan is powering on with the Juke formula, while refining equipment levels, offering new style options and even introducing an even more performance-focused Nismo variant.
So, in a now-very-crowded small SUV segment are the Juke’s differences enough to set it apart? I spent a week reviewing the second-from-the-top Ti-S all-wheel drive (AWD) turbo to find out.
|Engine Type||1.6L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Koleos is a sort of left-field choice, really, and that's probably not very fair. It's a proper mainstream car from a manufacturer that has been around longer than most, built on a proven platform.
It is, however, different enough for you to take notice. It looks good, has a bit of presence when viewed from either end and you can say you've got a Renault. It's only problem is it seems to be having and identity crisis.
Are you tempted by a proven SUV package with a Gallic point of difference? Tell us what you think in the comments section below.
The Juke is nothing if not different, but it is hampered in Australia’s fastest-growing segment with a tall asking price, dated features, sub-par warranty and questionable design choices.
Credit where credit is due: it was one of the first in the wave of small SUVs dominating the market and it has a ripper little turbo engine, but most competitors feel a lot less… elderly.
Does the Juke's wild styling set it apart for you, or would you rather look at more recent entries in the small SUV market? Tell us what you think in the comments below.
Like Batman, the Koleos is a product of its origin story. That's not to say it's a weird orphan billionaire with a rubber fetish (although it has tyres, I guess) but that it was always going to turn out this way.
At first glance, it looks like a Renault, especially from the front, with the big C-shaped daytime running lights. Once in profile, though, it could be pretty much anything but it becomes more Renault at the rear again. So it stands out front and back but not so much from the side, which is unusual for a Renault. But then, it's a Nissan-based car built in South Korea, so it was always going to be a compromise.
Interior images show a mainstream design with a decent-sized screen but little in the way of French detailing. I'm a fan of Renault interiors generally even if they're not ergonomic masterpieces. This interior is certainly not as brave as its compatriot, the recently-arrived Peugeot 5008.
I’m not sure how the Juke was designed, but it seems to me that a product guy described a 370Z to an engineer, then only gave them Nissan Micra parts to execute their vision.
To say the Juke is unique is an understatement. Up front there’s a lot to take in, including three layers of lighting - 370Z-style DRLs perched on the bonnet, almost Beetle-esque headlights embedded in the grille, and little fog lights nestled below.
Then there's the mess of angles dominating the lower bumper and windscreen, plus the curves just about everywhere else.
Up the back the mish-mash continues, with more echoes of the 370Z in the rear light fittings, a Micra-like boot and an expensive-looking curved rear window.
The side-profile exacerbates the almost comically-exaggerated wheel arches.
It seems the Juke is not afraid to target a niche audience that wants to be seen. Our test car was fitted with a ‘myJUKE personalisation pack’ which consisted of the ‘Energy Orange’ highlights on the wheels, bumpers and wing-mirrors you can see in the pictures.
The pack adds $800 to the price, alongside our car’s premium ‘Platinum’ paint ($500) for an as-tested MSRP of $34,790.
Inside the Juke, it all looks a little dated. There’s an abundance of large, nasty plastic panels, made all the more obvious through the orange highlights strewn throughout.
It seems at odds with the nice, comfortable leather seats, and great little leather-bound steering wheel.
For some reason there are two screens embedded in the centre of the dash. The main 5.8-inch screen isn’t the worst I’ve used, but the design is lagging behind the standard set by brands like Volkswagen and Hyundai. The built in nav is satisfactory, but I was wishing for Apple CarPlay to remove the sub-par interface.
The second screen, embedded between two dials, controls the air-conditioning and driving modes. The buttons surrounding it change depending on which mode you turn the screen to.
It’s neat, if a little unnecessary. The screen can show everything from a boost gauge in ‘Sport’ mode, to fuel efficiency graphs in the ‘Eco’ setting. But sadly, both screens were frequently subject to glare on sunny days.
Our test car had excessive panel gaps where the front doors connect to the A-pillar, as well as around the boot lid and bonnet. Inside, there were trim pieces that didn’t quite meet up, or flexed a bit too far when pushed on.
There was also a rattle emanating from the boot during my test. Despite attempts to take all the boot pieces out and put them back carefully, I could not find the source.
The Juke is built in the UK. Go figure.
For a Renault, the Koleos has a fairly conventional interior partly because it's based on another car. That means it has proper cupholders (the French are really bad at those), two up front and two in the back. Each door has a bottleholder, for a total of four.
Front seat passengers do very nicely indeed, with some models adding things like armrests for extra lounge chair comfort. The rear seat is spacious, with good leg and headroom, with room for three kids.
Boot space is generous - the Koleos is a big car. The luggage capacity starts at 458 litres, rising to 1690 litres with the rear seats down. The load area is a good size and shape, the packaging maximising the impressive interior dimensions. The glove box is large enough to hold the huge owners manual.
The Juke’s over-commitment to styling compromises its practicality, which is especially true for our AWD Ti-S.
The multi-link rear suspension hampers available boot space by bringing the boot floor up to almost level with the rear hatch opening.
On offer is just 207 litres, which makes the CX-3’s already small 264 litres look huge.
You could fit maybe two duffle bags stacked on top of one another in the space, but any hard cases larger than carry-on size is asking for trouble.
With the seats down, it’s a better story, as the space is, if nothing else, level.
Expect small hatchback amounts of space in the rear. Back-seaters don’t get any air conditioning vents, but there’s a small bucket-shaped area for storage on the back of the front centre console.
There’s not much else back there in terms of amenities, although the plush leather seats continue, and headroom was not as limited as my 182cm self expected. Two ISOFIX child seat mounting points are present on the outer two seats.
Up front there are decent cupholders in the centre console and bottle holders in the doors, although nothing that’ll hold anything bigger than a 600ml bottle.
Aside from that there are precious few stowage spaces for items in the cockpit. There’s a strange rubberised pad underneath the air conditioning controls. It barely fit my phone, and the lack of sidewalls made it hardly suitable for loose objects. I’m not really sure what it was for.
There’s also a massive glove box that seems to go forever under the dash.
Price and features
As always with our comparison articles, every price you see is straight from the manufacturer's price list and are RRP. Of course, how much you actually pay is between you and your dealer.
There are three models in the Koleos range - Life, Zen and Intens.
Pricing kicks off at $30,990 for the Life. For that you score 17-inch alloys, an eight-speaker stereo, dual-zone climate control, cruise control, remote central locking, reversing camera, rear parking sensors, auto headlights and wipers, cornering lamps, cloth trim, power windows, heated and powered rear vision mirrors and a space-saver spare.
The multimedia system features the usual AM/FM radio, USB and Bluetooth connectivity, plus Apple CarPlay and Android Auto. The Life doesn't have a navigation system, so your phone's GPS sat nav will have to do, which is fine if you've got data.
Next up is the Zen starting at $35,490 for the front-wheel drive (FWD) and $37,990 for the all-wheel drive (AWD). To the Life's spec list you can add 18-inch alloys, keyless entry and start (via Renault's smart key card), front parking sensors, heated and cooled front cupholders, electric driver's seat, sat nav, heated front seats, fake leather seats, sunroof, electric parking brake and roof rails.
The Intens is available in petrol ($44,990) and diesel ($47,490). On top the Zen spec you can expect a 12-speaker stereo, side parking sensors, heated and ventilated electric front seats, auto LED headlights, partial leather seats, power tailgate and auto parking.
Accessories include floor mats, at an eyebrow-raising $118.72, coloured key shells, boot liners, a towbar for over a grand, cargo barrier, bicycle carriers and the evergreen mudflap.
Not available are a bull bar or nudge bar or a body kit - unless you count the side steps.
There are eight colours - 'Mineral Beige', 'Metallic Black', 'Meissen Blue', 'Metallic Grey', 'Marron Red', 'Ultra Silver' and 'Universal White' all cost $880 extra. Only 'Solid White' is a freebie. McLaren Renault fans will be disappointed there's no 'Papaya Orange' option.
There's no two ways about this – the Juke Ti-S is very expensive. In its segment, the $33,490 (before on-road costs) asking price is enough to make the Mazda CX-3 look cheap, and that's saying something. Hell, you can get a really very good mid-size SUV for that price.
Not a great start for an SUV that has remained largely unchanged while fresh competitors continue to pop up all around it.
Given the Juke's diminutive dimensions, its main competition is the Mazda CX-3 sTouring (petrol, AWD) at $31,790, Renault Captur Intens (petrol, FWD) at $28,990 and maybe the Toyota C-HR Koba (petrol, AWD) at $35,290.
The Koba, and a lot other small SUVs are arguably a size-up from the Juke, but price-wise it's hard to pitch it against something closer to its size like the Suzuki Ignis GLX which is far, far cheaper at $18,990.
As you can see, the Juke hardly fits in to the current small SUV landscape… but do you at least get good equipment for the price?
Yes and no.
The Ti-S gets some nice features, like the surprisingly plush heated leather seats, push-start ignition, 360 degree surround-view reversing camera, LED DRLs, auto-folding wing-mirrors, rain-sensing wipers and a particular boon for the Ti-S – multi-link rear suspension.
It also gets some okay features, like the 5.8-inch multimedia touchscreen which has DAB+ support and built-in nav, xenon headlights (not halogen, but also not LED), single-zone climate control, 17-inch alloy wheels, and a tyre pressure monitoring system.
Then there’s the bad. No Apple CarPlay or Android Auto, no electrically-adjustable seats, no digital dashboard, no head-up display and, while some modern safety features arrive at this price, there are some major omissions.
As a value proposition then, the Juke is lacking for its tall list price.
Engine & trans
There are two engines available in the Koleos range. The Life, Intens, Zen and S Edition (a limited run version of approximately 360 units, based on the Intens) are all available with Renault-Nissan's 2.5-litre petrol automatic.
The Life is 4x2 only while the Zen and Intens are 4x4 only. The diesel is only available in the Intens.
The 2.5-litre produces 126kW/226Nm, propelling the non-AWD cars from 0-100km/h in 9.5 seconds, which is reasonable acceleration performance for a car of this size and weight (1552kg). The 56kg heavier AWD petrols will reach the ton in 9.8 seconds.
The turbo-diesel is a 2.0-litre motor and despite the smaller engine size than the petrol, puts out more power at 130kW and a substantially more torque at 380Nm. Zero to 100km/h is dispatched in 9.5 seconds.
Whether front or AWD, petrol or diesel, the Koleos comes not with an automatic transmission but Nissan's favoured continuously variable transmission (CVT). There is no manual gearbox or LPG option.
According to Renault's specifications, the braked towing capacity is rated at 2000kg for the petrol and, curiously, 1650kg for the diesel. That does seem strange given the extra horsepower and torque, but there you are.
As to whether the engines feature a timing belt or chain, both are lower maintenance chain-driven engines. As yet, there is not a battery powered or hybrid version.
The Juke stands out here, too. It’s powered by a 140kW/240Nm 1.6-litre turbocharged petrol engine. That’s plenty of power. Peak torque arrives reasonably early, too, and lasts throughout the rev range from 1600–5600rpm.
It stands up well to competitors like the CX-3 with its 110kW 2.0-litre petrol engine, and the sub-90kW turbocharged engines in both the Renault Captur and Toyota C-HR.
The Ti-S can be had with a manual if you opt for the front-wheel drive (FWD) version, AWD ones like the one we tested here can only be had as a Continuously Variable Transmission (CVT) auto.
The AWD set-up has torque vectoring and is an opt-in system activated by a button to the right of the steering wheel. Our Juke spent most of the week as a FWD.
As usual, the official fuel consumption figures are off by around 30 percent, which is about right. On the upside, the Koleos drinks only standard 91 RON for the petrol.
The two-wheel drive petrols will return 8.1L/100km while the AWD petrols a little more at 8.3L/100km. Diesel mileage is about 25 percent better at 6.1L/100km.
Given those figures, fuel economy is hardly going to decide whether you go for the 4x4 versions. A quick review of previous Koleos stories yields figures of 10.9L/100km for the heaviest petrol, the Intens. I recently drove the 4x2 Life and got just over 11.0L/100km.
Fuel tank capacity is the same petrol vs diesel at 60 litres.
Nissan claims the Juke Ti-S will consume 6.5L/100km of (minimum) 95 RON premium unleaded petrol. Over my week of mixed freeway and urban traffic usage it returned 10.0L/100km. A solid miss.
I’m not entirely sure why this number was so high given I only activated the AWD system for a few short expeditions on the weekend. Most competitors claim less than 7.0L/100km and I’ve found a reasonable number to expect is 8.0-ish, so 10.0 was a let-down.
The Koleos, as I've already established, is built on the X Trail's guts and really feels very similar. That means if you're buying the Koleos hoping it feels like a Renault, you're out of luck. And that's not because it can't be done, it just didn't make much sense to do so. It's different to the X-Trail, but not massively so. It doesn't feel French.
Part of that is the CVT. While not the worst of its type fitted to a car in recent times, it makes the Koleos feel slow and a bit dim-witted. In normal driving it's perfectly fine and the noise suppression keeps the lawn mower effect to reasonable levels, but ask a little more of the transmission and it's not really ready for it.
And that's a great pity. While it's no ball of fire, it handles tidily, isn't actually as slow as it feels and is otherwise a pleasant car to be in.
Another complaint are the Life's tyres - they're not very good and could do with a bit more grip in damp conditions. Felt very odd to be losing traction accelerating gently out of corners.
The Koleos' off road ability isn't on trial here, but it's more than competent in the rough and slippy stuff when fitted with the AWD system. It certainly has the suspension travel, 21cm ground clearance and cosseting ride in all specs that you might expect from an off-roader.
In a way, the Juke lives up to its sporty looks. The 140kW engine is, without a doubt, one of the most powerful in the segment, and to be completely honest, the CVT was fine, if a little uninspiring.
Once you’ve dispatched the small amount of lag, the little turbo engine surges into the power-band, where the steering wheel will simply be torn out of your hands thanks to 'torque-steer' in FWD mode.
AWD mode is decidedly more stable, but makes the Juke feel significantly heavier. I don’t doubt it will increase fuel usage if you remain in this mode.
The suspension is stiff. Perhaps harsher than it needs to be. While this didn’t result in too much discomfort, thanks to the plush seats, it combined with the large alloy wheels to create a lot of road noise. It also revealed some less than impressive rattles and creaks in the cabin.
My test car had a consistent rattle emanating from the boot, which despite my investigations (I took the cargo cover, boot floor and spare out, and carefully placed them all back in their properly secured position), I couldn’t find the source of, and turning it into corners or over inclines caused creaks from the B- and C-pillars.
The steering was also somewhat inconsistent and ambiguous. Nissan says the Juke has ‘speed sensitive power steering’ although, at speeds of 70-90km/h it lacked feel and feedback. I wasn’t really confident I could feel where the front wheels were at any given moment.
Aside from the steering issue, the Juke felt okay in the corners, likely due to the multi-link rear suspension. Pushing it any harder than conservative speeds introduced a bit too much tilt to make it truly ‘fun’, however.
The Koleos leaves South Korea with six airbags, ABS, stability (ESP) and traction controls, brake force distribution, forward AEB, reverse camera, forward collision warning and lane departure warning. There are two ISOFIX points and three top-tether restraints.
The Zen and Intens also feature blind spot warning and side parking sensors.
Since its 2016 introduction, ANCAP has not got around to crash testing the Renault for a safety rating. EuroNCAP has and awarded a five star rating in September 2017 with a safety spec identical to the Intens.
At this price, the Juke scores some significant safety additions over the rest of the range. On the active front the Ti-S scores Lane Departure Warning (LDW) and Blind Spot Monitoring (BSM) as well as the aforementioned 360-degree parking camera and standard reversing camera.
These are also paired with something that Nissan calls ‘Moving Object Detection’ which seems to be equivalent to rear cross traffic alert, only it works around the front of the car as well.
Missing is the all-important AEB. This feature is becoming standard (or at least an affordable option) on most competitors. While FWD versions of the Juke carry maximum five-star ANCAP safety ratings, this rating was from 2011 and not to the most recent and stringent testing process.
The Juke benefits from the regular electronic stability enhancements as well as six airbags.
To cover off any problems or issues, Renault offers a five year/unlimited kilometre warranty and up to four years' roadside assist. Service costs are capped for the first three years and on both petrol and diesel, service intervals are an impressive 12 months/30,000km.
Pricing for the first three services is capped at $349 for the petrol and $369 for the diesel. That's a genuine bargain, with extra costs like filters laid out on the website.
As with its X Trail sister car, reliability appears to be excellent with few common faults. A run around the usual internet forums didn't uncover any common engine problems.
Resale value is slightly below that of its Japanese donor car, but depreciation doesn't seem as steep as some other Renaults.
Nissan is one of the few remaining mainstream manufacturers still offering a distance-limited three-year warranty. The major competitors – Mazda, Hyundai and Honda are offering five-year/unlimited kilometre promises.
The Juke requires servicing once a year or 12,000km. Nissan has a scheduled servicing plan that covers the Juke for up to 12 years, with the cost changing every year. It averages out to a not particularly cheap $378.58 a year if you were to carry out the whole plan.