Nissan X-Trail VS Nissan Juke
Nissan X-Trail
Likes
- Refinement
- Value
- Safety
Dislikes
- Fuel efficiency could be better
- Ownership package off the pace
- Minimal boot space with seven seats up
Nissan Juke
Likes
- Funky looks
- Decent interior space and boot
- Full safety equipment
Dislikes
- Frustrating dual clutch auto
- Missing a few tech items rivals get
- Could do with a hybrid version
Summary
Nissan X-Trail
Launching an investigation into the Australian mid-size SUV market is like opening an automotive can of worms.
Around 20 mainstream offerings makes it one of the most popular and hotly contested segments in the local new-car market.
Think Hyundai Tucson, Kia Sportage, Mazda CX-5, Subaru Forester and the category-leading Toyota RAV4. Not to mention the subject of this review, the long-established Nissan X-Trail.Â
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And this time around we’re looking at the X-Trail N-Trek, which sits in the middle of a five-tier X-Trail line-up, in AWD seven-seat form which increases versatility while narrowing the competitive field somewhat.Â
We spent a week putting it through its urban paces.Â
| Safety rating | |
|---|---|
| Engine Type | 2.5L |
| Fuel Type | — |
| Fuel Efficiency | 7.8L/100km |
| Seating | 7 seats |
Nissan Juke
The Nissan Juke was meant to herald a new era for Nissan in Australia.
It was the first in a slew of new-generation SUVs and has now been joined by the Qashqai, X-Trail, and Pathfinder as part of a new-look Nissan.
Unlike those others, though, the Juke hasn’t quite resonated with buyers. Since arriving to what Nissan probably expected to be fanfare back in 2020, the new Juke has since sunk to the bottom of its compact SUV segment, outselling only a handful of other models.
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So, what went wrong? Is the quirky styling of the Juke too much? Are there too many appealing choices in the compact SUV space? Alternatively, could the Juke be an underrated gem worth checking out?
I find myself in an upper mid-spec ST-L to find out.
| Safety rating | |
|---|---|
| Engine Type | 1.0L turbo |
| Fuel Type | — |
| Fuel Efficiency | 5.8L/100km |
| Seating | 5 seats |
Verdict
Nissan X-Trail8/10
Over four generations Nissan has fine-tuned the X-Trail into an impressively refined and practical option for an urban family; that practicality further extended by inclusion of two occasional seats in the third row of this N-Trek version. The value equation is also strong and safety is top-shelf.
That said, efficiency is far from class-leading and the ownership proposition is off the category pace. But this even-seater’s overall quality still shines through.Â
If you’re in the midst of the mid-size SUV market vortex and want seven seats rather than five make sure this car’s on your investigation list.
Nissan Juke6.9/10
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.
Design
Nissan X-Trail
Busy but interesting is a description you might apply to a mad rocket scientist or rock ‘n’ roll roadie. But it’s also apt when looking at the Nissan X-Trail’s exterior design.
Long, angular head and front fog lights sitting either side of a large grille and above multiple air intakes set the tone at the front with a similar mix of accentuated tail-lights and jagged shapes at the rear.
There’s enough distinctive character there to identify the X-Trail as a contemporary Nissan and I for one like the look of it, especially in our test example’s ‘Ceramic Grey’ finish.
For car-spotters, the N-Trek is distinguished by specific 18-inch (mainly black) alloys, a unique front and rear bumper treatment and a blacked-out grille as well as a black finish on the door handles, mirror covers and roof rails.
This third-generation X-Trail arrived less than two years ago and the interior remains classy and restrained, Nissan so far resisting the temptation to join media and instrument displays into the increasingly common single array.
The sweeping multi-level dash is fuss-free and the muted, mainly grey and black colour palette is calming yet bright enough to avoid crossing the line into sombre. Â
Its layout is simple and ergonomically efficient with details like manual dials for audio and heating/ventilation control a plus.
And it’s the things you don’t regularly notice that are worth calling out. The electric handbrake is near silent on application; not always the case in recently released rivals. The rear windscreen wiper motor is also quiet; again, something you can’t take for granted these days. And the quality of the materials across the interior is a cut above those most often used by ‘challenger’ brands.
I could go on, but you get the idea. Lots of small ‘one per cent’ things that may seem minor on their own but add up to make a noticeable difference overall.
Nissan Juke
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.
Practicality
Nissan X-Trail
At just under 4.7m long, a fraction over 1.8m wide and a bit more than 1.7m tall, the current Nissan X-Trail is a large mid-size SUV.
That allows for a generous amount of space up front with more than enough breathing room between the driver and co-pilot.
Storage is pretty handy, too, with a decent size lidded ‘butterfly door’ box between the seats (which doubles as a centre armrest), two cupholders in the centre console, a lower level tray underneath, door bins with space for large bottles and a decent glove box.
Move to the second row and at 183cm tall I have plenty of headroom and legroom, with the latter variable thanks to the seat’s ability to slide and open up more room for the two third-row occupants if required.
Again, there are bins in the doors with a cavity able to accommodate large-ish bottles, two cupholders in the fold-down centre armrest and map pockets on the front seat backs, while adjustable ventilation gets a big thumbs up.
Three full-size adults across the second-row seat is a recipe for discomfort but two grown-ups or a trio of up to mid-teenage kids will be fine and the rear doors deserve a big shout out.Â
First, they open out to 90 degrees which makes getting in and out of there s-o-o much easier and second, pull-up sunshades are always a welcome addition.
The third row is a kids-only zone, but the flexibility those two spots offer is significant and Nissan’s provision of big outer armrests with storage and drink holders built in is a thoughtful touch.
Connectivity and power options run to USB-A and -C ports (for streaming and charging) plus a 12-volt socket and wireless device charging pad in the front. There’s an identical pair of (charge only) USBs in the centre row and another 12-volt outlet in the boot.Â
Speaking of which, with all seats up the seven-seat X-Trail’s boot capacity shrinks to that of an oversize handbag (realistically, two or three soft bags), but with the 50/50 split third row folded down you’re provided with 465 litres of volume (to the roof) which is enough to easily swallow the three-piece CarsGuide suitcase set. And the 40/20/40 split second row’s sliding ability again allows you to play with the space available.
Worth noting a space-saver spare is provided (a much better option than a ‘roll of the dice’ repair/inflator kit) and maximum braked trailer towing capacity is a handy 2000kg (750kg unbraked).
Nissan Juke
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.
Price and features
Nissan X-Trail
At $50,390, before on-road costs, other similarly sized and specified three-row rivals to the X-Trail N-Trek include the recently released Tiggo 8 Pro Max Ultimate AWD ($47,990 drive-away) as well as the Mitsubishi Outlander and VW’s Tiguan Allspace.
The N-Trek’s $50K price tag neatly dissects the Outlander 7 seat AWD Aspire ($47,340) and Exceed ($52,640) grades and splits the Tiguan Allspace 132TSI Life ($47,990) and 162TSI Elegance ($57,090) models.
As well as the safety and performance tech covered later in this review, the X-Trail N-Trek’s standard equipment list features dual-zone climate-control, a 12.3-inch digital instrument cluster, 12.3-inch multimedia touchscreen display, a 10.8-inch head-up display, built-in sat nav, wireless Apple CarPlay (and wired Android Auto), keyless entry and start and six-speaker audio (with digital radio).
There’s also a ‘leather-accented’ steering wheel, a 10-way power adjustable driver seat (manual-adjust front passenger seat), heated front seats, synthetic leather trim,18-inch alloys, auto rain-sensing wipers, auto LED headlights (all other exterior lights are also LED), power-folding heated exterior mirrors, rear privacy glass and roof rails.
That’s a solid basket of fruit for the money in this part of the market.
Nissan Juke
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.Â
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.
Under the bonnet
Nissan X-Trail
The X-Trail N-Trek is powered by a 2.5-litre, naturally aspirated, four-cylinder petrol engine developing 135kW at 6000rpm and 244Nm at 3600rpm. Not a turbo in sight, which is increasingly rare as emissions standards for internal-combustion engine cars continue to tighten.
That said, the X-Trail’s hugely popular corporate sibling, the Mitsubishi Outlander (they share the same chassis platform) has the identical engine residing under its bonnet.
The all-alloy unit features direct-injection and electronically-controlled variable valve timing to produce outputs in the same ballpark as other category favourites like the Kia Sportage 1.6 turbo (132kW/265Nm) and Mazda CX-5 2.5 (140kW/252Nm). But the Toyota RAV4 Hybrid AWD steps ahead on power at 163kW.
Power is transferred to all four wheels via a CVT auto with a ‘Drive and Terrain Mode Selector’ offering ‘Auto’, ‘Eco’, ‘Sport’, ‘Snow’ and ‘Off-Road’ modes.
The AWD system is on-demand with steering angle, yaw rate and G-force sensors feeding into an electronically controlled coupling ahead of the rear differential able to adjust torque distribution between the front and rear axles from 100:0 to 50:50 on the fly.
Nissan Juke
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
Efficiency
Nissan X-Trail
Nissan’s official combined cycle fuel-economy figure for the X-Trail N-Trek is 7.8L/100km, the 2.5-litre four emitting 183g/km of CO2 in the process.
That number’s in line with other non-hybrid competitors but some way off the Toyota RAV4’s 4.8L/100km.
Over a week covering mainly urban and suburban driving as well as some freeway running we recorded an average of 9.9L/100km, measured at the pump, while the on-board computer coughed up a more optimistic 9.1L/100km.
That’s starting to get up there for the class although the result’s balanced somewhat by the X-Trail’s ability to run happily on 91 RON ‘standard’ unleaded.
You’ll need 55 litres of it to fill the tank which translates to a theoretical range of around 700km and roughly 550km using our real-world number.
Nissan Juke
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.
Driving
Nissan X-Trail
The best way to describe driving the X-Trail N-Trek is stress-free. It’s quiet, comfortable and composed with enough oomph for the cut and thrust of urban driving as well as the occasional foray onto the highway.
Maximum pulling power arrives at 3600rpm, which is higher than the small-capacity turbo SUVs the X-Trail most often competes with. But the pay off is crisp throttle response and you’re never found wanting for performance.
Drive goes to all four wheels via a ’shift-by-wire’ continuously variable transmission (CVT). By design CVTs cause the engine to hunt up and down the rev range, searching for the optimal gearing compromise between power and efficiency. But the CVT ’droning’ syndrome that characteristic can generate isn’t a noticeable factor in the X-Trail.
The strut front, multi-link rear suspension delivers smooth ride comfort helped in no small part by the standard 235/60x18 Bridgestone Potenza Sport A/S tyre’s cushy 60-series sidewall profile.
That rubber plays a part in the car’s modest road noise with wind noise on the freeway also low for a relatively upright SUV. The X-Trail also steers nicely with well-weighted assistance and good road feel.
We didn’t head off-road for this family review but the N-Trek’s variable AWD capability gives it the ability to confidently deal with loose or slippery unsealed surfaces.
An 11.1m turning circle is nice and tight, which, in concert with a reversing camera, 360-degree camera view and front and rear proximity sensors makes parking a straight-forward exercise.
Brakes are discs all around (ventilated at the front) and the pedal is agreeably progressive.
In fact, that kind of refinement is a hallmark of the way this car operates. Recently arrived competitors can be noticeably abrupt when it comes to brake, throttle and steering inputs.
Not so here. As mentioned in the Design section, these one per cent positive qualities lift the X-Trail above the norm.
Nissan Juke
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.
Safety
Nissan X-Trail
The current Nissan X-Trail received a maximum five-star ANCAP assessment from testing in 2022 and it’s on the pace relative to others in the category.
Active (crash avoidance) tech is comprehensive including AEB with car, pedestrian and cyclist detection (operational from 5.0-130km/h for car detection), rear cross-traffic alert and rear AEB, adaptive cruise control, lane departure warning and lane keeping, an ‘Around View’ 360-degree camera view, blind-spot monitoring, tyre pressure monitoring and driver fatigue detection.
If an impact is unavoidable, there are seven airbags onboard, including side curtains (importantly, covering all three rows) and a front centre bag to minimise head clash injuries in a side-on crash.
There are three top tether points and two ISOFIX anchors for child seats/baby capsules across the second row seat. There are no top tether points on the third row.
Nissan Juke
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.
Ownership
Nissan X-Trail
Nissan covers the X-Trail with a five-year, unlimited-kilometre warranty, which is the norm in the mainstream market. That said, the likes of GWM, Kia and MG are at seven years, unlimited-km with Mitsubishi offering conditional 10-year, 200,000km cover. Roadside Assist is included for five years.
The main service interval is 12 months/10,000km which is behind the more common 12 months/15,000km period, although pre-paid maintenance is available offering an approximate 10 per cent saving over (still capped-price) pay-as-you-go.
Pre-payment also means you can fold the cost of maintenance into the financing of the car (if you’re going that way).
For the X-Trail AWD, pre-paid servicing comes in at $2092 for five services within five years ($418.40 per workshop visit) compared to $2324 for individual capped-price services ($464.80 per visit).Â
There’s that 10 per cent saving but it’s still relatively pricey when you consider the Toyota RAV4 Hybrid costs $260 per service.
Nissan Juke
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.