Nissan JUKE 2014 Review

The Nissan JUKE is not the most attractive compact SUV to set tyre in Australia. In the metal it looks very different to almost anything else available; some people's interpretation of 'different' will be positive, other's negative.

But in all seriousness, it's not just the vehicle's unusual exterior that will get people talking. It's what is under the JUKE's controversial skin that makes it unique in the segment -- and a very city-savvy SUV at that.

The Nissan JUKE is one of the few compact SUVs to offer an engaging high-performance model, the Ti-S, which packs the same 1.6-litre turbo-petrol four-cylinder engine from the excellent Renault Clio RS 200.

And it's all-wheel drive.

It was the feisty 140kW/240Nm engine that hooked me initially; the car willingly zooming around town like it was a malformed WRX. It's a barrel of laughs when people look and stare, gesturing and grimacing, only to be torched by its incendiary performance.

As the only model in the JUKE range to offer all-wheel drive, the Ti-S rips away from standstill, the 1405kg machine accelerating forcefully to the posted speed limit. The traffic light tango becomes a full-throttle lark in this vehicle, making city driving a lot more fun than it should be.

And it's in this respect that the JUKE could find itself a tasty little niche.

If you're after pulse-pounding performance, there aren't many other options in the compact SUV segment -- at least at this price. You could opt for the Audi RS Q3, but that'll add another $50,000 to your car loan.

To its credit, the JUKE delivers decent levels of refinement. The engine is a pearler, the continuously variable transmission is near-silent and there's a sense of high-tech sophistication about the cabin, particularly the sporty instrument panel and leatherette seats with red stitching.

Ride comfort? Average. This is due to the Ti-S's independent front and rear suspension, which is tuned for handling rather than ride quality. It's not so inflexible that approaching a sizable pot hole will put the fear of God into you, but it doesn't soak up smaller lumps and ridges in the road as effortlessly as some of its rivals, such as the Holden Trax.

Where the suspension succeeds is in creating an agile platform, allowing the JUKE to scythe through roundabouts like a pro and tear up mountain passes with the kind of enthusiasm not normally associated with SUVs.

The JUKE features switchable driving modes too: Eco, Normal, and Sport. These adjust throttle, steering and transmission sensitivities, with noticeable differences in steering and throttle response making the system meaningful.

The spritely Nissan grips the road well and the electric power steering is surprisingly communicative, which in tandem with the well-calibrated chassis creates a satisfying driving experience. It dives into corners keenly, the car's nose rarely feeling heavy.

The only downside to all the fun is the continuously variable transmission (CVT). It's certainly one of the better CVTs available, but its 'rubber-band'-like operation does feel disconcerting at times, and less connected than a conventional automatic transmission.

Me? I'd save a couple of thousand bucks and opt for the ST-S, which gets the same zippy engine but comes with a six-speed manual and is front-wheel drive. But the reality is the Ti-S will find more buyers due to its ‘auto’ transmission.

The good news is that the CVT is a perfectly suited to commuting and urban driving, keeping the engine revs low and likewise the fuel consumption. The claimed fuel usage figure of 7.4L/100km was a bridge too far for the author, but 8.2L/100km wasn't too bad considering some ‘enthusiastic’ driving.

Beyond the thrill of pedalling the JUKE really quickly from point to point, there's a fairly civil city car on offer with a decent amount of practicality.

It's got five doors, split-folding rear seats, loads of incidental storage and all the mod cons you could want. For instance: A colour touch-screen with satellite navigation, Bluetooth phone and audio streaming, and a secondary colour screen that displays everything from performance to economy data.

Cruise control, remote keyless entry, USB/iPod connectivity, a 12-volt power outlet, six-speaker audio, leather-accented seats with heaters for the front occupants, and a rear-view camera are also gratis.

The colour screen double-whammy in the JUKE Ti-S's centre console -- including context sensitive buttons below the main screen that toggle between climate control and driver performance settings -- lend the cabin a high-tech feel.

Seating is generally comfortable with soft cushioning and the captain's seat affords a commanding view of the road ahead. The view to the sides and rear is not quite as good thanks to narrow windows, and the lack of reach adjust on the steering wheel is an oversight. I found I had to sit closer to the steering wheel than usual, which made my legs grumpy.

Rear seat adult passengers don't get much room to move and boot space is not great, just 207 litres expanding to 786 litres with the rear seats folded down. The 207 litre boot is more than enough for a week's worth of family groceries, but good luck getting a bicycle in there.

The other JUKE models (ST and ST-S) get more boot space (251/830 litres) because they lack the Ti-S's independent rear suspension and all-wheel drive.

For similar money to the JUKE Ti-S there are several options to weigh up, including up-spec versions of the Peugeot 2008 and Skoda Yeti. Cast the net a little wider and city SUVs such as the Hyundai ix35, Holden Trax and Subaru XV will also warrant attention.

In terms of standard features, safety and technology, the Nissan JUKE does a good job, but where the JUKE Ti-S really succeeds is its ability to deliver hot-hatch like performance with a high-riding position.

Granted, the boot is tiny, the CVT is iffy and the design won't be to everyone's liking, but the Nissan is fun to drive and refreshingly different.