Nissan JUKE 2013 Review

What we liked:
>> Quirky looks
>> Willing turbo engine
>> Agile handling

OVERVIEW

All hips and headlights, the JUKE does bring some fresh design talent to the road. Smaller than expected, and with softer lines in the flesh, the JUKE will fast blend into the SUV landscape.

Inside, it also pushes the visual envelope with what Nissan describes as ‘motorcycle inspired’ design cues. Behind the wheel though, it’s small SUV 101 -- in a good way. It’s predictable and practical.

PRICE AND EQUIPMENT

The ST base-model starts from $21,990 (plus on-road costs) and the line-up tops-out at $32,190 (plus ORCs) for the Ti-S AWD.

Standard features for the JUKE ST include Bluetooth audio streaming and hands-free telephony, a a leather-accented multi-function steering wheel, cruise control and speed limiter, remote keyless entry, CD/MP3 player, USB/iPod connectivity, four speakers, 60:40 split-fold rear seats and a 12V power outlet.

Step up to the ST-S and you gain a 5.0-inch colour display, satellite navigation, six speakers, Bluetooth integrated navigation and push-button start.

Finally, the top-spec Ti-S adds leather accented upholstery and heated front seats.

All JUKE models feature three-way manual adjust seats, but miss out on a reach adjustable steering column -- it’s tilt only.

MECHANICAL

The ST is powered by a 1.6-litre four-cylinder petrol engine, while the ST-S and Ti-S adds some pace with a turbocharged engine, also displacing 1.6 litres.

The JUKE ST and ST-S are offered in front-wheel-drive only, while the Ti-S switches up to torque vectoring all-wheel action -- matched to Nissan’s X-TRONIC continuously variable transmission (CVT). The JUKE ST is offered with a five-speed manual gearbox or optional CVT while the ST-S grabs a six-speed manual gearbox exclusively.

The 1.6-litre naturally aspirated engine delivers 86kW and 158Nm while the 1.6-litre turbocharged unit produces 140kW and 240Nm. That extra oomph -- 54kW and 82Nm -- proved to be a key differentiator on the road.

All models garner Nissan’s speed-sensitive electric power steering and McPherson struts up front. A torsion beam rear end is standard fit for ST and ST-S models, with a multilink rear fitted to the AWD Ti-S. All models run ventilated disc brakes, front and rear.

Three drive modes are available, with varying levels of input adjusted across throttle, steering and transmission -- ‘Normal’ for everyday, ‘Sport’ for more feel and ‘Eco’ for improved efficiency. Unlike some variable drive modes, there was a distinct change in feel through the modes -- Sport definitely upped the steering feedback, while Eco dulled the overall level of engagement.

Fuel tank is 46-litres for ST and ST-S, and up to 50-litres for the Ti-S. Fuel consumption claims are pegged at 6.0L/100km for the manual ST through to 7.4L/100km for the top-notch Ti-S. CO2 emissions stand at 139g for the ST, 150g for the ST-S and 169 for the Ti-S.

The JUKE has a braked towing capacity of 1250kg in the base model, which falls to 1150kg in the Ti-S. Seventeen-inch alloys are standard across the range, as is a space-saver spare wheel.

PACKAGING

Seated up front, the driving position and visibility is good, but the high door panels and a small rear window cocoon the rear of the cabin and hinder rearward visibility. Second-row passengers get comfortable seats and reasonable legroom. The centre seat has a roof-mounted three-point belt, rarely seen on any shopping list.

The dash, dials and overall layout of the controls and instrumentation is thoughtful and maintains a nice cohesiveness through a variety of finishes -- high-shine blacks and colour-coded accents -- which add character to the JUKE’s interior.

There are seven exterior colours, matched to one of two interior colour accents available for centre console and door trims -- grey or red.

Three child-seat anchor points and ISOFIX points are standard across the range.

The boot load height is good, as is the load capacity -- 251 litres in the ST and ST-S and 207-litres in the Ti-S. And the 60:40 split-fold seats offer a flat, versatile load space which grows to a maximum of 830 litres in the ST and ST-S and 786 litres in the Ti-S.

SAFETY

Safety equipment as standard includes antilock brakes, electronic brake-force distribution, stability control, front, side and curtain airbags, driver and front passenger seatbelt reminders, front seatbelt load limiters and pretensioners, three-point seatbelts for all passengers, and the usual front and rear crumple zones.

COMPETITORS

The Holden Trax and Peugeot 2008 are perhaps the most obvious contenders.

ON THE ROAD

On the open road, the JUKE continued to prove itself a competent performer.

A rigid chassis and firm suspension did translate into a slightly busy ride, delivering possibly too much connection with the road at times. While the steering, occasional torque steer aside, was near perfect. The electric power steering delivered a composed and engaging drive whatever the task. Switching through the drive modes, Sport became the ‘happy place’ -- delivering a rewarding level of feedback through the wheel.

The five-speed manual gearbox of the ST proved a consistent and reliable unit, but the six-speed of the ST-S takes the cake. It’s smoother and peppier in its shift action, and suits the intent of the car to a tee.

With a regular show of wheel spin from standstill, the traction control did have its work cut out. It stepped in regularly, ever-so-subtly, but never to the detriment of continued handling or power delivery.

The JUKE’s CVT was a little slow to conjure pace from standstill, but felt much more sorted and decisive on the go -- it was composed and responsive, with minimal protest when pushed hard. A little too much travel in the brake pedal required a more aggressive braking style, one of the few low-points to the JUKE’s performance scorecard.

Overall handling and dynamics of the JUKE were of a high standard and we now look forward to a more thorough road test of the JUKE in the very near future.

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