Nissan JUKE 2015 Review

Nissan has given its smallest, most controversial SUV a thorough refresh for 2015, better arming it in its quest to stand out among the array of new compact SUVs now available, not least Mazda's slick new CX-3. With 4273 sold in Australia since October 2013 – more than three years after its European launch – the JUKE has proved a solid niche model for Nissan, which also counts the QASHQAI and X-TRAIL in its small-medium SUV arsenal. But can tweaks to its unique styling, a fresh engine and revised pricing keep it relevant amid a sea of sharply price compact city-SUVs?

The JUKE has been a smash-hit in European markets like the UK, where it's built and has been on sale for nearly five years, but Nissan's ungainly looking compact SUV hasn't emulated that success in its 18 months here, where it's been thoroughly out-sold by sub-$25K mini-crossovers like the Mitsubishi ASX and Holden Trax. And sharp new rivals like the Mazda CX-3, Honda HR-V and Renault Captur – not to mention upcomers like the Suzuki Vitara – will make life harder still for Nissan's smallest SUV.

Not that it has trouble standing out from the crowd, since the JUKE is one of the strangest looking cars on the market, and subtle updates to its unique exterior design will make it even more recognisable.

For the MY15 update, which arrives here more than a year after its Euro launch, "bi-intensity" LED daytime running lights have been added to its unusual tri-tier front boomerang-shapes lighting arrangement, along with a revised V-shape grille, new 17-inch alloy wheels, wing mirrors with integrated LED indicators, a sharper rear bumper and tail-lights, three bright new colours – Bumblebee Yellow, Magnetic Red and Ink Blue – and the availability of matching personalisation parts.

Top-spec Ti-S models now also get xenon projector-beam headlights, a reversing camera, advanced driver aids like lane-departure warning and a blind-spot monitor, an around-view monitor that provides a 360-degree view around the car to improve parking and NissanConnect telematics, which allow users to send navigation destinations to their car remotely via smart phone and operate a range of social media apps, including the ability to read Facebook posts.

Throw in digital radio, and the range-topping Ti-S has the tech side of things covered for its target audience, although because it's the only all-wheel drive model in the range it misses out on the 40 per cent larger boot offered by the front-wheel drive models, which come with a revised cargo area including dual-level floor.

In fact, the only mechanical change for the Ti-S flagship is a revised 1.6-litre DIG-T turbo-petrol four, which produces the same 140kW and 240Nm, but now offers the latter from 1600rpm (down from 2000rpm) thanks to a higher compression ratio, low friction technologies and cooled exhaust gas recirculation.

For the privilege, Ti-S buyers will pay $1300 extra for the 2WD manual (now $29,790) and $1000 more for the AWD Xtronic continuously variable transmission version (now $33,490).

At base level, the 2WD ST manual scores tyre-pressure monitoring, a revised audio fascia with 5.8-inch touchscreen navigation and a new key design, but is now $1400 more expensive at $23,490, or about $26,570 drive-away.

But if you want an automatic (CVT) you'll have to step up to the ST 2WD Xtronic, which now costs just $1000 more at $24,490 (or about $27,600 drive-away).

That's because while the ST auto runs the same 86kW/158Nm 1.6-litre engine as before, the base ST manual scores a new, more advanced and more efficient engine from the Renault Clio.

The 1.2-litre DIG-T turbo-petrol four was developed by the Renault-Nissan alliance and gives the entry-level JUKE an 85kW/190Nm punch, while using less fuel – now just 5.6L/100km – than the previous base model 1.6. That's less than the 1.6 turbo in the Ti-S manual (6.0L/100km) and Ti-S auto (6.5), and the atmo 1.6 in the ST auto (6.3).

Aided by an idle stop-start function, it emits just 129g/km of CO2, but it's still not as efficient as the CX-3 diesel, which consumes as little as 4.8L/100km.

Nissan Australia doesn't offer the JUKE diesel available in Europe and, unfortunately, the new base 1.2 turbo requires 95 RON premium unleaded like the 1.6-litre engines.

And, while Mazda arrives with a full range of petrol and diesel engines across three model grades, the MY15 JUKE line-up has been trimmed to two specs with the axing of the mid-range ST-S.

Nor does the JUKE offer the class-leading ride and handling of the less adventurous Mazda, but what's clear from our brief drive across Melbourne this week is that the smallest Nissan SUV delivers a solid dynamic package like the Captur it shares its platform with.

Like the Micra, which also shares its platform, the JUKE feels solid, rides reasonably well and steers sharply enough, but its firmer Euro-style suspension better resists body roll and, combined with more powerful engines, makes it a better drive.

The base ST manual we drove is a perky performer, offering good flexibility from low revs (its similar 85kW power to the 1.6 atmo in the ST auto arrives 1500 rpm lower at 4500, and its vastly superior 190Nm of peak torque is on tap from just 2000rpm, while the ST auto offers just 158Nm at 4000rpm).

Indeed, it feels quicker than Nissan claims (0-100km/h in 10.8 seconds) and quicker than 1.6 turbo in the Ti-S models, which offer more power and torque but are almost 140kg heavier even in 2WD guise.

Just as importantly, the DOHC direct-injection turbo-four is a smooth, refined unit that's let down only by a slightly long-throw six-speed manual gate, and of course the lack of availability of an automatic to go with it – even Renault's EDC dual-clutch auto would do.

Like the $10,000-cheaper Micra, rear legroom is tight and there's no steering wheel reach adjustment, potentially making the driving position awkward for some, but rear headroom and outward vision is tighter in the JUKE thanks to its out-there design, and the base ST misses out on the reversing camera in higher-spec JUKEs.

We like the bright new exterior colours and the matching personalisation options for the wheels, rear wing and lower body sides, which could find a following among those who want to stand out from the hip, urban SUV crowd. And that distinctive flavour is echoed inside by funky design touches like the glossy plastic transmission tunnel cover.

Indeed, while its interior plastics are still cheap, the JUKE remains a novelty in the small SUV class and fresh design details, extra handy features, more cargo space and a zesty new base engine make it worth a test drive – even if the latter is manual-only and more expensive than before, and even if the CX-3 outpaces it in most quantifiable areas.

What we liked:
>> Perky new 1.2 turbo
>> Fresh new look
>> More features

Not so much:
>> New 1.2 turbo is manual-only
>> All engines require premium
>> Price hikes

Also consider:
>> Mazda CX-3 (from $19,990 plus ORCs)
>> Holden Trax (from $23,990 plus ORCs)
>> Mitsubishi ASX (from $24,990 plus ORCs)