Suzuki Jimny vs Nissan Juke

What's the difference?

The Suzuki Jimny XL is still very much a Jimny, just stretched.

It’s pretty ordinary on-road, it’s on the wrong side of small – especially in terms of its cargo-carrying ability – and it’s still an exercise in driver-adaptability because it’s so basic, bouncy and requires so much effort to keep it driving in a straight line. 

But if you’re willing to fully embrace the fun and cop a few of those compromises along the way, you won’t be disappointed. 

The Juke is a fun little car. It looks cool, it packs most of the important features and safety equipment, but while it can be fun to drive, it’s also a little clunky around town.

It’s so frustrating, because there is a great car in there somewhere, and it would take only small tweaks and enhancements to bring it out.

The standard Suzuki Jimny is 3965mm long, 1645mm wide, 1725mm high and has a kerb weight of 1185kg.

The Jimny XL is 340mm longer than the three-door Jimny (so it’s 3985mm from end to end if you need help with your maths) and its wheelbase is 2590mm (up from 2250mm), but it remains the same width and height, 1645mm and 1720mm, respectively, as the three-door Jimny.

In terms of appearance, it looks like what it is: a stretched and heavier Jimny with a couple of extra doors. It retains that distinctive retro-cool boxy shape of its smaller stablemate.

The interior is seemingly a homage to the basic but functional cabins of 4WDs of yesteryear.

Urban style is clearly what the Juke is about. It’s always been about this, but the original incarnation, while unusual, was a bit bulbous and awkward. The current version is a razor-sharp re-interpretation of the original.

Ugly duckling no more, the Juke blends the elements of Nissan’s current design language with its own unique take, in a clever way.

The roofline and bulbous face of the original car, complete with its ‘eye’ headlights are all maintained, but this time they look more contemporary with a splash of chrome and gunmetal plastic in the face, offset by gloss blacks running down the doorline.

The new light fittings look great and the curviness is also gently off-set with some sharp angles. The massive 19-inch wheels finished in a two-tone gloss black and aluminium brush keep this car looking like a concept come to life. Just don’t crash them into the curb. It would be very easy to.

The cool elements continue inside, with rotary air vents, a blend of textures, including a gloss grey for the vent claddings, with white stitching for the wheel, seat, and into the door cards, too.

There are touches of chrome about the place, and an ambient red LED light surrounding the shifter, which sits on its own little pedestal thing.

It’s quirky and punches above its weight when it comes to soft trims in the doors. Like most higher-grade Nissans the seats are pretty comfy, too, clad in a hard-wearing synthetic leather material.

But it won’t be for everyone, and it’s not without its downsides. The abundance of grey plastic down the centre console is a bit cheap, and the tech offering doesn’t match the youthful style.

The centre screen is adequate, but compared to many rivals it’s a bit small and dull, and the Juke is still missing a digital overhaul for its instrument cluster.

The black headlining, usually reserved for sportier cars, makes the cabin feel smaller than it is.

The Jimny interior is basic but comfortable, erring on the side of practical rather than anything that could ever be accused of being posh. And that spartan approach gels with the Jimny’s off-road orientation.

The cabin of the XL is the same as the smaller Jimny’s – cloth seats, hard, durable plastics – and it all feels as if you could hose it out if you got the urge, although I wouldn’t recommend that, of course.

Everything, including the controls, is really practical. The buttons and dials are big so you can find them and operate them even during particularly bouncy 4WDing.

The cabin is simply a very usable and user-friendly space. 

One of the more important things to note in the XL is the fact that it is longer. There is a bit more room inside the cabin, in general, with plenty of head, shoulder and legroom in the two-seater rear pew.

In other good news, you get a tiny bit more space in the rear cargo area than you would in the three-door Jimny. Not a whole lot, but enough to give you some more flexibility in terms of what, and how much, you can pack back there.

With the second-row seats in use, boot space is listed as 211L. With the second row stowed away, there’s a claimed 332L of cargo space.

The Juke is a small SUV in the true sense of the word, sitting below the Qashqai which is more like a mid-sizer these days in terms of dimensions.

However, it’s quite cleverly packaged on the inside and is more useful than it first appears.

The front seats, for example, offer heaps of headroom and a surprising amount of width, and while the seats are manual, they’re pretty adjustable. I was able to find a great seating position.

There are big pockets in the doors with an integrated bottle holder suitable for even the largest bottles, although the centre console area is a bit less versatile, choosing its funky design over additional storage.

It features two good bottle holders, but a tiny armrest box and a shallow tray with one 12V socket and a USB-A outlet, as well as an auxiliary audio input under the climate controls.

On the topic of climate controls, I love the fact the Juke maintains a dedicated ventilation panel complete with buttons and dials for all the core functions. No touchscreen nonsense here.

The media screen, as mentioned, is a tad small, and falls victim to glare easily.

The stock Nissan software is a massive upgrade on the brand’s previous-generation products, but while it’s functional it’s far from the prettiest or the fastest on the market.

The back seat offers more space than you might assume, but it’s not as well thought-out as the front of the cabin. At 182cm tall I fit behind my own driving position with just enough space for my knees and just enough headroom.

There are decent bottle holders in the doors, and a further two small ones in the drop-down armrest. The backs of the front seats are clad in that synthetic leather material, which is nice, and have soft pockets, too.

The back of the front centre console offers just a single USB-A outlet and a small cubby. There are no adjustable air vents for rear passengers. It also feels a little claustrophobic back there thanks to the black trim on everything and smaller windows.

Boot capacity for the Juke is impressive for an SUV in this class, with 422 litres on offer, which is close to the volume we’d expect from something a size-bracket up, and 1305L with the second row folded down. There is a space-saver spare under the boot floor.

The Juke range kicks off from just $28,390 which gets you into a base ST and reaches to $36,890 for the top-spec Ti.

We’re driving the $34,440 (before on-road costs) ST-L which is the upper mid-grade car.

It scores concept-style 19-inch alloy wheels, synthetic leather interior trim, an 8.0-inch multimedia touchscreen with Apple CarPlay and Android Auto connectivity, a 7.0-inch digital screen between the analog dials, a surround camera system, single-zone climate, keyless entry and push-start ignition, and LED headlights. 

The quite attractive ‘Magnetic Blue’ paint our car wears is a $700 option. For an additional $1133 you can also step up to the ST-L+ grade which adds alternate two-tone seat trim, chrome and black highlights and a 10-speaker Bose audio system.

While this ST-L grade gets the lion’s share of Juke equipment without the price-hike to the Ti (and is therefore the pick of the range) there are some notable items missing at this price.

For example, there’s no wireless phone charging, no head-up display, no fully digital instrument cluster, and no electrical adjustment for the seats. The 8.0-inch multimedia screen is starting to look a bit dated, too.

Still, it looks trendy and those massive wheels are well above the standard for a car at this size or price. So, if you’re going for style over equipment there is a choice to be made here.

Nissan also hasn’t cheaped out on safety equipment, with most active stuff coming standard, even on the base ST. More on this later.

Pricing is about line-ball with its most direct competitors. It’s a tad cheaper than some like the outgoing similarly-styled Toyota C-HR (Koba 2WD - $35,695), or slightly more expensive than others like the current equivalent Ford Puma (ST-Line - $33,190) or Mazda CX-3 (Touring SP - $34,300) although it is also ever so slightly larger than those last two by width, height, and wheelbase.

The five-door Jimny has the same 1.5-litre four-cylinder petrol engine as the three-door – and that produces 75kW at 6000rpm and 130Nm at 4000rpm.

The Jimny punts along simply because it is so small and light, even in XL form, but the engine is a little bit wheezy for this bigger Jimny.

It has a part-time four-wheel drive system with high- and low-range and off-road traction control.

In the Juke’s messy engine bay lies a 1.0-litre, three-cylinder, turbo-petrol engine which sends 84kW/180Nm to the front wheels.

Nissan has its own 'HR10DET' engine code for this unit but it’s actually a Renault 'H5Dt' engine as evidenced by Renault logos all over the place.

Power is communicated by a seven-speed dual-clutch automatic which has been a source of strife for this car since it arrived. This very European engine and transmission combination is one which the Juke shares with its Renault Captur cousin.

I can’t believe I’m actually saying this, but I would prefer a continuously variable transmission (CVT) which Nissan uses elsewhere in its range. It would solve maybe the main issue with this car, which we’ll explore up next in the driving section of this review

The Suzuki Jimny has an official combined cycle fuel consumption figure of 6.4L/100km.

I recorded 11.6L/100km on this test which seems a bit steep but, as always, I did a lot of high- and low-range 4WDing and, as mentioned earlier, I did have to sink the right boot in quite often to maintain momentum to get through the more challenging sections of terrain.

The five-door Jimny has a 40L fuel tank, so, going by my fuel figures, a full tank should give you a driving range of about 345km.

However, if you use the official fuel figures in your calculation, a full tank should give you a driving range of about 625km.

One of the reasons this car comes equipped with a dual-clutch automatic is to chase fuel efficiency as well as emissions output. On paper DCT autos don’t suffer the inherent losses of a traditional torque converter transmission.

The official combined cycle fuel consumption figure is 5.8L/100km. My week of driving, weighted slightly more towards freeway conditions, produced a marginally higher average of 6.8L/100km. It’s not the claim, but it’s pretty good.

This little engine requires mid-shelf 95RON unleaded fuel, and the Juke has a 46-litre fuel tank, suggesting a driving range of 793km using the official fuel consumption number.

The Jimny XL, though longer, and heavier than the three-door Jimny, is still so small, light and nimble that those characteristics are a help and a hindrance.

A help because the XL is easy to steer anywhere – city streets, shopping centre car parks and suburbia. And more importantly, it’s one of the easiest 4WDs to manoeuvre into a parking spot.

A hindrance because it is so small and light that it takes countless minor steering corrections while driving to keep the XL steering in a straight line. And that can be very tiring. 

It’s also easily unsettled by irregular surfaces, strong wind and large passing trucks.

You’d think because the XL is 90kg heavier than the three-door Jimny it wouldn’t exhibit those characteristics quite so much, but while it’s marginally better at managing all of those challenges than the standard Jimny, it’s by small increments.

The Jimny XL feels underpowered and vulnerable, especially on highways. Hit 100km/h or so and it feels like the Zook shouldn’t be pushed any harder.

Ride is firm and jittery via a light narrow body on a ladder-frame chassis and coil springs.

However, the Jimny is fun and highly manoeuvrable off-road. Not because of any mechanical or off-road traction control systems, but because it's so small and light.

The Jimny has part-time 4WD (with high- and low-range 4WD) and an 'AllGrip Pro' system of driver-assist tech that includes hill descent control, hill hold assist and more – all adequate in terms of performance.

This is a real 4WD with a full ladder-frame chassis and rigid axles front and rear. It exists in a vehicular realm occupied by other purpose-built 4WDs such as the Ford Ranger Raptor, Jeep Wrangler Rubicon, Toyota LandCruiser 70 Series and Land Rover Defender.

And because of its size, offering up plenty of visibility and with a wheel at each corner, the Jimny is, as mentioned, very easy to steer through rough terrain, because the driver knows exactly where the tyres are at any time.

The Jimny XL has decent off-road angles. Approach is listed as 36 degrees, departure is 47, ramp-over is 24, but this 4WD is not as naturally suited to off-roading as the three-door.

Ground clearance is 211mm and wading depth is unlisted but likely around 300mm.

In 4WD 'High' or 'Low', the Jimny simply keeps on trucking through rough terrain. It doesn't have a diff lock, but because it's so small and light it still manages quite nicely without one.

You have to use plenty of throttle, keeping the revs up and wheels spinning in order to get the most out of that traction control, but that's part of the fun.

However, for the exact reasons it is such a lively drive on-road and such an engaging drive off-road, the Jimny faces a few substantial challenges on tough terrain.

This 4WD demands its driver be fully dialled-into the experience, fully committed, and, while that’s a characteristic I really like, it will exhaust some people.

The Jimny requires constant micromanagement of the steering, transmission and the vehicle itself simply to keep it on track. And that can quickly become tiring, especially if you're not used to it. 

Because it's so small and light, the Jimny can be unsettled by corrugations, shallow and deep, skipping around lightly as it attempts to maintain traction and momentum.

Also, while low-range 4WDing, any dramatic changes in the terrain or driving conditions – an abrupt wheel drop into a deep rut, or a shift in onboard load, or a wind gust while driving up a rocky hill – can create instantly tricky, even serious, issues for the Jimny to overcome.

As always, standard tyres (Bridgestone Dueler H/L 195/80 R15) are fine for sealed surfaces and some light-duty off-roading but if you’re planning to drive on anything more than well-maintained formed trails then invest in a set of decent all-terrains.

It has a full-sized spare wheel mounted on the rear door.

On a minor niggling note, there's a lot of in-cabin noise on any track surface, and a noticeable transmission whine.

In terms of weights and practicality for packing, gross vehicle mass (GVM) is listed as 1545kg, 110kg more than the three-door Jimny . But the vehicle weighs 90kg more than the three-door, so there’s that…

Payload is listed as 360kg. Towing capacity is 350kg (unbraked) and 1300kg (braked).

The Juke can be fun to drive, and I wanted to like it more, but the transmission its peppy little engine is paired with is frustrating.

Outputs of 84kW/180Nm doesn’t sound like a lot, but power isn’t the problem. The little engine has a fun turbo-surge which pairs with the Juke's light frame to make for a car which is quite athletic when you push it.

The issue is a mountain of turbo-lag conspires with the clunky dual-clutch automatic to make it far too sluggish off the line.

There’s a full second (or two, at times) to wait for any power to arrive, which simply isn’t good enough at T-junctions and roundabouts, the kind of situations a little urban SUV like this will constantly be encountering.

Nissan says the transmission software was even updated after the Juke’s launch, but it’s still not where it should be.

It has good traits, too. When you’re out on the open road, it has quick, snappy and well-defined shifts, and the engine is much better when it’s being properly pushed, too.

It has a gruff, entertaining tone, and the Juke’s light frame, firm ride, and comparatively heavy steering make it a joy to throw into some corners.

The long wheelbase for such a small SUV, paired with a decent set of tyres, also keeps it confident when its predecessor was a little clumsy.

Again, though, the reasonably hard ride, not helped by the very large wheels, isn't its best trait in an urban environment. The Juke is by no means uncomfortable, it just seems like the priorities for this little SUV aren’t in the right place.

I’ve said this before but there’s a great car in here somewhere. The Juke is fun to drive in the right environment, it’s just this environment is not where most prospective buyers will primarily be looking to use it.

What could fix this issue? A different transmission perhaps. Better yet, an e-Power hybrid powertrain.

The Juke's standard active safety features include freeway-speed auto emergency braking, lane departure warning with lane keep assist, blind-spot monitoring with rear cross-traffic alert, adaptive cruise control and traffic sign recognition.

Last time I reviewed this car I complained about the way it vibrates the steering wheel when the lane keep function decides you’re going out of your lane. But having since experienced so many more invasive lane keep systems, this one seems comparatively low-key.

Elsewhere, the Juke gets the standard array of six airbags (dual front, side, and curtain) and wears a maximum five-star ANCAP safety rating to the 2019 standards.

The Suzuki Jimny has a five-year/unlimited-kilometre warranty.

Servicing is scheduled for every 12 months/15,000km.

Over five years you'll be in for a high of $589 and a low of $349 for an annual service, the average being $453 per service over that period. Not outrageous, but not exactly cheap.

Nissan offers the Juke with a five-year, unlimited km warranty, with five-years of roadside assist included.

It requires servicing every 12 months or 20,000km and the cost is subject to a capped price servicing program for the first six years.

This averages $651.33 annually, which is not cheap for a small SUV in this class.

However, there is also the option of a pre-paid five-year service plan which brings the annual cost over five years down to a more reasonable $429.60.

But, notably, it does not include the pricy $1521 sixth-year interval. It’s worth asking yourself how long you’ll own the car for before splurging on it.