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Friday
Jul082011

2011 Nissan Juke SV

By Christopher A. Sawyer

Nissan calls the Juke an “Urban Sports Cross”, which suggests it’s more at home zipping around downtown roads, traveling from loft to work to urban hangout to mountain bike trail and back again. The Juke is aimed at young professionals with active lifestyles… and other predictable marketing B.S. that I won’t bore you with here. A derivative of what Nissan-Renault calls its “Global B Platform,” the Juke has the ground clearance and higher seating height of a crossover coupled to a turbocharged 1.6-liter inline four and sport-tuned suspension and steering. It’s an interesting combination, but not totally unique. The Mini Countryman follows a similar path, and like the Juke, it offers both front- and all-wheel-drive versions while adding the option of a non-turbocharged variant. However, the Countryman is more than $5,000 more expensive than a comparably equipped Juke. That difference is more than enough to make half the lease payments on the Nissan. 

I’ll admit, the Juke didn’t strike me as an appealing vehicle when I saw the first pictures of what looked like a Japanese interpretation of Mr. Toad’s Wild Ride. The high nose — punctuated by turn signals and running lights along the hood, and a downward-sloping roofline — give the impression of being an amphibian of the Anuran family. And while toads have bumps on their skin to help them blend into their surroundings, the various bumps and bulges on the Juke help it stand out from the crowd. There’s no mistaking the Juke for anything else on the road. 

Inside things are much better, but no less different. To keep its price point low, the Juke uses hard plastics and tightly woven fabrics. There are no soft-touch surfaces on the instrument panel or much of the door trim, and the seats in all but the top line SL are a two-tone suede-finish tricot cloth well-suited to the dirt and detritus those active lifestyle buyers and their friends are likely to track in. To their credit, Nissan designers specified a tight grain and low-gloss finish for the plastic pieces, making them look much more expensive than they are. Plus, they set them off with glossy accent pieces that mimic the center console. 

About that console. It is designed to look like the tank of a sport bike, and stretches from the instrument panel to just behind the front seats. It is unlike any console design you are likely to find in a modern vehicle, and quite handsome. However, not only would it look more at home in the interior of a small, minimalist sports car, it’ll probably get a noticeable scratch on it before the last payment is made. Maybe someone in the aftermarket will create the Juke equivalent of a motorcycle tank cover to stop this from happening. If they do, one can only hope there is a version that matches the leather on the steering wheel. 

Said steering wheel is wonderfully thick, with pebble-grain leather near the horizontal spokes and controls for the cruise control and audio system. Directly behind it sit the speedometer and tachometer, separated by an information display, and topped by a kidney bean-shaped visor that “floats” above the gauge cluster. The center stack is located within a gloss black plastic surround, and includes the audio unit, center air registers and the I-CON system. I-CON is short for “Integrated Control System” and provides the interface for both the climate control and drive systems through a common set of buttons. Push the “Climate” button, and the buttons give you control over items like the automatic climate control’s fan speed, air distribution, recirculation, etc. Pushing the “D-Mode” button changes the button functions and color, with the “Eco,” “Normal,” and “Sport” modes delivering different settings for the transmission (CVT only), steering and throttle. The display also changes to show pertinent information, like fuel economy for the Eco mode, and torque output for the Sport mode. In most vehicles, this control over different parameters would be a waste of time because it either would do very little, or too much. In the Juke, the D-Mode tech is like Baby Bear’s porridge: It’s just right. 

I played with the settings extensively, and found them to be among the best in the industry. When changing from one to another you don’t feel as though you radically altered the personality of the vehicle. Eco is best used when puttering around town at slow speeds or on long highway journeys at a constant speed. In this setting, the Juke is rather gutless, though aggressive use of the throttle will snap it out of its lethargy long enough to keep you from being overrun by retirees using either walkers or wheelchairs. Normal is just that, the regular setting. It provides good acceleration, just the right steering boost, and is the setting you’ll use the most. Sport, on the other hand, is much more aggressive in terms of throttle and steering response. 

What’s most interesting is that the electric power steering is not devoid of feel or unnatural in its response, even when switching between modes. It may not rival the best manual or hydraulic steering systems, but it also doesn’t apply a digital algorithm to the steering curve. It’s as though Nissan, unlike many other automakers, understands that people are analog creatures, not digital, and wrote the steering software with this in mind. As a result, the Juke’s steering feels natural, and switching from “Normal” to “Sport” doesn’t alter the steering feel or weighting beyond recognition.

The same is true for the coding that controls the engine’s computer. Yes, you get a far more aggressive response in Sport mode, but it’s a step change, not a wild divergence. As a result, switching between modes not only matches needs more closely, it makes the Juke fun to drive. You find yourself choosing the right setting for the occasion rather than picking one and leaving it there. 

How the D-Mode system interacts with the transmission is unknown as this function only affects the continuously variable automatic transmission (CVT), and TVD’s tester came equipped with a six-speed manual gearbox. There’s no doubt, from both the feel and the sound, that the manual is a cable-operated unit. However, it slots neatly into each gear, and the ability to control which gear you want and when you want it is a rare thing these days. Most folks don’t want the hassle of changing gears, and automakers are under pressure to meet ever-tighter emission and fuel economy legislation. An automatic makes meeting those regulations easier because its shift pattern is known. Hats off to the Nissan engineers and planners who gave the Juke the option of a six-speed manual gearbox. 

It should be noted that an all-wheel-drive version of the Juke is available, and it boasts the ability to split engine torque front-to-rear and side-to-side. Up to 50% of the power can be sent to the rear wheels when front wheel slip is detected. However, it’s the Juke’s ability to shunt 50% of the total available engine torque on-demand to the rear wheels that’s the real party trick. On-board sensors monitor vehicle speed, wheel speed, gear position, steering angle, lateral G forces and vehicle yaw rate before feeding in enough torque to the outside rear wheel to quell the understeer. This torque vectoring helps keep the front end from running wide. 

Of course, none of this would matter if the Juke, because of its generous ground clearance and “I’m a junior crossover” ride height, rolled and swayed like a drunk on skis. It doesn’t. The Juke rides well over rough and broken pavement, and takes an early set when cornering. Mid-corner bumps don’t alter the line through a corner significantly, unless they’re large enough to cause an involuntary tightening of the sphincter. Even then, the Juke scrabbles around and, if there’s enough room between the road and any solid objects, it finds its way back on course. It’s enough to make you wonder if the engineers at Lotus helped Nissan with more vehicles than just the GT-R and Versa.

Though the Juke seats five, it’s best to keep the tally to four as the center rear seat occupant will have to be Kate Moss-thin to be comfortable. Everyone else, on the other hand, should have no problem, though those in the rear shouldn’t be starting forwards for an NBA team due to the sloping roofline and the SV’s standard moonroof. The high seating position also means legs can be accommodated in less space because there’s no need to slouch. 

The cargo area is regularly shaped, and includes a large removable plastic tray under the load floor on front-drive versions. The tray also holds the jack, so keep any wet items like bathing suits on the right side. A 60:40 split seatback lets you choose the amount of room for passengers and cargo, and adds to the Juke’s versatility. With the seats up, the cargo area is reasonably deep and tall, but you’ll have to order the upper cargo cover separately to keep packages from prying eyes. 

Classify the Juke anyway you want. It could be a crossover, tall coupe or anime toad depending upon your viewpoint. However, once you spend some time behind the wheel, you’ll discover that the Juke is proof positive Nissan knows how to make driving fun.

 

TVD Rating: 5 out of 5.

The plastics are hard, the shifter is notchy, the looks are unusual and gas mileage (premium fuel) is good but not great. Yet the Juke puts a big smile on your face every time you drive it, which is enough to give it our top rating.

 

Pricing

MSRP: $20,640

Options: Carpeted floor mats, $175; Sport Package, $1,310

Destination charge: $760

Price as tested: $22,885

Powertrain

Engine: Transverse-mounted 1.6-liter turbocharged direct-injection inline four-cylinder. Aluminum block with double overhead cam aluminum head and four valves per cylinder.

Horsepower: 188 @ 5600

Torque: 177 lb-ft @ 2000-5200

Transmission: Front-drive six-speed manual. (AWD and CVT automatic optional.)

EPA mileage rating 24 city/31 highway

Steering, Suspension, Brakes

Steering: Electrically assisted, vehicle-speed sensitive rack and pinion.

Suspension F/R: Independent MacPherson struts with KYB twin-tube shocks, anti-roll bar/Torsion bar with integrated anti-roll bar, KYB twin-tube shocks (AWD: Multi-link independent with anti-roll bar, KYB twin-tube shocks.)

Brakes F/R: 11.7 x 1.02-in vented discs/11.5 x 0.35-in solid discs. Four-channel ABS with electronic brake force distribution and brake assist.

Dimensions (in inches)

Length: 162.4

Width:69.5

Height: 61.8

Wheelbase: 99.6

Fuel capacity (gallons): 13.2

Cargo space seats up/down (cu. ft): 10.5/35.9

Tires: 215/55 R17 all-season radials on alloy wheels

Warranty

Anti-corrosion: 5 years/Unlimited mileage

Powertrain: 5 years/60,000 miles

Vehicle: 3 years/36,000 miles

Roadside Assistance: None

 

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