2015 Nissan Juke SL AWD Reviews
Far-Out. Offbeat. Amazing. It appears wherever Nissan's Juke goes, these three adjectives look to follow. And we get it: A sub-compact crossover, the Juke wears its high-wheel arches and a straight greater beltline as badges of non-conformist honour, their effect just amplified by the slivers of facet glass, equivocal back doors, bulbous tailgate, and twisted front and rear lamp lenses that increase, blisterlike, in the body surface. But to write-off the Juke as a low-cost carnival trick on-wheels will be a dis-service.
If you are trying to find an indicator of how significantly Nissan considers the Juke, you will locate it in the all-inclusive round of revisions its technologists performed about the 1.6-liter in-line-four for 2015: The pistons are re-shaped, the compression ratio is raised (now 10.5:1, up from 9.5:1), inner friction and motor fat have been paid off by changing from iron linings to "spray-coated and mirror-complete cylinder bores," and turbocharger inertia is is leaner. There is more. Nissan additionally added a new intermediate lock operate on the consumption side of the Continuously-Variable Valve Timing Control Program, fitted a low pressure EGR method to reduce exhaust-gas temperature, changed into a variable-pressure oil-pump, and optimized injector operation. This is undoubtedly more than a tuning tweak.
Even with the major hardware updates, the 2nd-gen 1.6-liter turbo-four generates the exact same 188 hp and 177 lb-feet of torque as the previous edition. The good thing is the fact that peak torque has become accessible at 1600 rpm, while the preceding set up did not get its complete grunt until 2,000 rpm. It is nevertheless a bit buzzy but apparently less so than before. Nissan keeps that added benefits are lower emissions and better fuel-efficiency, the latter evidenced with a 1-mpg development in both town and freeway mileage rankings, which now stand at 26 and 3 1 mpg. We recorded 26 mpg in combined driving.
Coupled with the CVT as its one dance companion (two wheel drive Jukes could be had with a six-pace guide through the 2014 model-year), our all-wheel-drive Juke SL's power-train was nicely satisfied to propelling the 3205-pound hatchback. With zero-to-60 and quarter mile times of 6.9 and 15.4 seconds, it readily out-hastens competition such as the 2015 Jeep Renegade 4x4 with the 180-hp 2.4-liter four and nine-speed automated (8.8 and 16.8), and the 2016 Honda hr v AWD with a 1.8-liter four and CVT (9.5 and 17.4). Nissan's Built-In Handle (I-CON) program supplies Standard, Athletics, and eco-drive modes, which tailor accelerator, steering, and transmission result. It goes without stating which environment we favored.
Section-top acceleration aside, that is not the kind of power-train that inspires deep evaluation or criticism; despite Nissan's inclusion of gearlike "steps" in the CVT, we discovered the simplest way to get the most grins per mile was to just place the transmission in drive, choose Sport mode, and mash the accelerator. (As well as the reality that people noticed a "slipping" experience in the CVT when by hand shifting at 6250 rpm.) All 177 lb-feet of torque can be found from 1600 to 5200 rpm, which helps you to take the play out of merging plays. Conversely, the CVT is not bashful about allowing the motor wind up and mingle with the 6400-rpm redline. Together with the AWD system changing the quantity of torsion sent fore-and-aft up up to 50/50 split up, grip is considerable.
Equipped with 17-inch 215/55 Goodyear Eagle RS-A tires, our Juke handled a lateral-acceleration amount of 0.84 grams on our 300-foot skidpad, handily defeating the aforementioned Renegade's 0.78 grams number and the 0.80 grams recorded by the all-wheel-push Honda HR-V. Velocity-sensitive electric power-steering gets the work completed with great directional precision, but its artificial feel is uninspiring. Still, the small-ish 99.6-inch wheel base and rear-axle torque vectoring--which raises the number of torsion sent to the outdoors rear-wheel in difficult cornering--add to the Juke's currently nimble behaviour. Tromping on the brake pedal disclosed solid and simply modulated braking actions. Hauling the Juke all the way down to your stop from 70 miles per hour needed 177 feet of tarmac.
Despite the fact that this Nissan is apparently a five-passenger car, we discovered it difficult in many conditions to squeeze even a couple to the backseat. While it is very potential to get some of long-limbed people to get easily located in in entrance, sliding the front seats rearward leaves the back seat basically unusable. We discovered it considerably preferable to fold the rear seatbacks ahead, raising the diminutive, 10.5 cubic-feet of cargo space to a somewhat less-diminutive 35.9 cubic-feet, making a quasi-shooting brake of forms. In this settings, the Juke shows a modicum of actual utility.
Those still not persuaded the Juke has a sober side need only contemplate its $27,765 base MSRP. After tacking on-floor mats as well as a cargo mat ($2-10) plus a middle arm-rest ($250), our Juke SL AWD rang in in a great $28,225. That amount rubs shoulders with vehicles such as the Honda cr v EX AWD (base cost $27,675) and the Mazda Cx 5 AWD Touring ($27,345), two autos with a tad less approach but a lot more inside room. However, for these extroverts who want a tenacious turbo-engine in a small AWD crossover, the Juke is significant company.
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