2020 MG HS Essence: Private Fleet Car Review

This Car Review Is About: The top of the range Essence from the mid-sized HS range. There are three trim levels starting with Vibe before moving to Excite. The HS is currently the biggest vehicle available from MG, with the smaller ZS (which includes an EV) and the petite MG3 filling out the range.

What Does It Cost?: In 2020 spec the range starts from $30,990 for the Vibe, $34,990 for the Excite, and $38,990 for the Essence. As of September 2020 there was a special edition Essence Anfield available at $40,690. Metallic paint is a $700 option.

Under The Bonnet Is: A turbocharged 1.5L four banger powering the front wheels via a seven speed dual-clutch transmission. Peak power of 119kW comes in at 5,600rpm, however peak toque of 250Nm arrives at a high 4,400rpm. That poses some drive problems. Economy isn’t horrible but could be better from the 55L tank. We finished on 8.6L/100km, with MG’s figures quoting 7.3L/100km for the combined and a rather high 9.2L/100km for the urban. Get out onto the highway and that drops, says MG, to 6.2L/100km.On The Outside It’s: Quite a looker with flowing lines, a curvaceous body, and Euro style blinkers. It’s a bluff nose yet not so that it’s unappealing. Overall it’s an appealing and attractive package. Wheels and tyres are appropriately sized at 235/50/18s with Michelin supplying the grippy Premacy 3ST rubber.

MG gave the HS a makeover earlier this year. Its given the whole vehicle a more 8ntegratwd appearance and one that somehow ties it in with its competitors. For example, front bumper mounted driving lights are fitted and more noticeable, the bluntness of the front end has been lessened, and those aforementioned curves really do bring visual goodness.On The Inside It’s: Very well specced in Essence trim. Both front seats are power operated, a true rarity. There is heating but no ventilation however for them. The driver’s display is a clever mix of analogue and LCD screen, with all four main information sources, being fuel, speed, rev counter, and temperature looking as if two integrated dials thanks to the smart design.

Mood lighting greets the passengers and this can be changed via the 10.1 inch touchscreen for a choice of 64 hues. The lights themselves appear in a strip across the dash and in the door handle recesses.The centre console houses a sliding vent switch that can provide, or not, cooling air for a small drink container. The gear selector is ergonomically placed however it’s a long travel from Park to Drive, a small but noticeable issue not found in most cars.

The touchscreen defaults to Audio, Navigation, and Climate Control sectors. There seems to be a trend against DAB as the Essence, the top of the line, doesn’t have it. That’s a shame as the overall sound presentation is very good.A niggle is the screen showing the current air-conditioning status in its own small sector at the top of screen. Touching this elicits zero response, with a push of the Home button, one of a half dozen or so located underneath and of a chromed hard plastic, required to show the default screens then select the climate control. However, a step or two can be saved as there are two temperature tabs which bypass the need for a Home button press, but tapping the screen’s own separate sector would be quicker.

Fit, finish, and the actual look are of an overall high standard with pleasing lines and soft touch materials. for convenience there are a pair of USBs for the rear seats, and a pair plus a 12V socket up front under a sliding cover.For the cargo area, access is via a powered tailgate that reveals a lip level floor. This is, unfortunately, at a fair height meaning a little more effort is required to load a weekly shop. Total capacity starts at 463L and tops out at 1,287L.

On The Road It’s: Where the MG HS Essence loses its lustre. Dual clutch transmissions work best with engines that have a broad torque spread. 250Nm from a 1.5L engine isn’t unreasonable but arriving at a high rev point, coupled with a large turbo, had the HS Essence confounded and out of sorts more often than not.

There’s the typical gap between Reverse and Drive as the cogs audibly move, and coming to a Stop sign has the gap between stopping and re-engaging Drive blow out to a sizeable and at times unsafe timespan. Hit the accelerator hard and then lift, and the transmission doesn’t change gear in response. It hangs on to the first or second ratio, and then when using the accelerator again, the transmission lost its nerve and simply didn’t know which ratio to look for.

The package is then at its best at highway and freely speeds. Noise insulation is high, with only the tyres noticeable in the audio sense. Overtaking acceleration isn’t fantastic and again its that ramp up to 4,400rpm for peak torque that intrudes. Having said that, it is a smooth and linear progression, its just not a rapid one. A dry weight of around 1,520kg also tips its hat to the cause.The brakes are the same; there’s bite but not quite as much as expected, with a need to press the pedal earlier than in other cars. That’s not to say they don’t work, there isn’t the sense of as much retardation for the same amount of pressure.

The steering, in a way, can also be held up to the same level. It’s very well weighted, there is the appropriate amount of heft and response yet there were times the front tyres gave the impression of scrubbing, or tucking under the wheels, in some conditions.

Freeway ride quality is great, but slow speed ride was 180 degrees from the expectation. Over smaller road bumps such as shopping centre speed restrictions, there was too much stiffness, and in the polar opposite, too much softness and wallowing when a more taut setup would have been expected.An interesting addition is the Super Sport button, a bright red look-at-me button located in the inner five o-clock part of the steering wheel.

What About Safety?: MG fits the HS Essence with a good safety package including one that more or less failed. There is Lane Keep Assist and a Lane Centre function. Day two and the HS flashed up on the dash a warning that it had failed. Yet, manual activation had the steering wheel vibrating as it should but the centreing facility was AWOL. Extra safet in the Essence is a 360 degree camera that activates when the brakes come into play and speed drops to around 20kph. The screen then shows two different views and these can be changed, whilst stopped, via the screen.Adaptive Cruise Control is standard across the range, as is Forward Collision Warning and AEB. Airbags number six and should the Essence get involved in a scrape, there is auto door unlock. Intelligent Headlamp Control reads the lights at night and will auto high beam if required.

What About Warranty And Service?: It’s good. Seven years warranty, with unlimited kilometres. That’s a rarity still in the marketplace. The MG website doesn’t indicate the service interval or costs think yearly or 10,000 kilometres. Capped price servicing doesn’t appear, yet, to be the sweetener.

At The End Of The Drive. In a way, the MG HS Essence is somewhat the antithesis of the porridge for Goldilocks. It’s not “just right”. The good news is that it’s not far from it. It’s not badly priced, for starters. It’s certainly not unattractive. It’s a good looker inside, and is well featured to a point. But to use that terribly well worn phrase: “at the end of the day”, it’s a car that gets driven and that’s the weak point. The suspension is arse about, and the way the driveline works wasn’t, for us, something we could live with.

Yet, for all that, the driveline isn’t far from being where it needs to be, and that’s good news for the brand. More on the HS range can be found here.

2020 Nissan X-Trail Ti AWD: Private Fleet Car Review.

This Car Review Is About: Nissan’s competent mid-sized entry, the X-Trail, into a very crowded SUV sector. It’s a six model range, with ST, ST-L, TS, N-Sport, Ti, and TL…which makes for a slightly confusing way of naming your product from bottom to top. We drive the second from the top Ti.
How Much Does It Cost?: As of mid September 2020 Nissan lists the ST as $28,990, the ST-L from $28,490, and the TS from $40,357. N-Sport starts from $42,876, Ti from $44,490 before topping out at $52,456 for the TL. These prices are drive-away. Premium paints are a $695 option.

Under The Bonnet Is: A 2.5L petrol engine for the Ti and TL. Otherwise, for models below, it’s a 2.0L petrol for the manual 2WD ST & TS or 2.0L diesel for all models bar ST-L. Power for the petrol 2.5L is 126kW and maximum torque is 226Nm and at 4,400rpm. Nissan quotes economy as 8.3L per 100 kilometres on a combined cycle. Fuel tank size is a standard 60L.
On the Outside It’s: A distinctively styled Nissan family SUV. Grab a picture of both the Qashqai and Pathfinder, enlarge and shrink to the same size as that of a X-Trail, and you’d be genuinely hard pressed at first glance to tell the difference. There’s that signature V grille and LED driving light design up front, the sine wave line from bow to stern, the nicely balanced proportions of bonnet to body, and the arrow-head line for the leading edge of the rear lights. Ti runs 225/55/19 alloys and rubber, with the tyres an all-weather pattern from Bridgestone’s Ecopia range.One of the issues we have with the X-Trail, and it’s by no means alone in this, is the location and size of the headlight indicator lamps. They’re tiny, and buried deep within the middle of the join between the lights and the running lights. There are flashing LEDs in the wing mirror covers however they’re not terribly bright nor easily seen from some angles.

Another niggle is the placement of the button to open the powered tailgate. Most companies logically and sensibly have a tab in the same recess as the number plate. Nissan opted for a separate, and lower in the door, placement. It means a person needs to bend more but also, because it’s not the logical place, more often than not the numberplate recess was reached for first.

On The Inside It’s: A tidier look than the very busy Pathfinder. The centre stack immediately pulls attention due to the far cleaner layout. Nissan include a CD player here and in the X-Trail it sits above the 8.0 inch touchscreen. There are tabs around the outside but underneath is only the aircon control cluster. Tidier it is but still perhaps a little fussy when looking for something quickly. The screen’s layout is dated, terribly dated, and needs an overhaul ASAP.

In contrast, the dash design is a gentle curve and separates driver from passenger nicely as each end runs smoothly into the door trims. The whole cabin ambience is cool without being understated.Audio is DAB equipped, and the usual smartapps apply. Oddly, Nissan have also included links to Google and facebook, and although we didn’t connect to them, we’d hope these only activate when parked. A nice touch in counterpoint was the separate heating circuit for the rear seat, a rare and welcome addition.Leg, head, and shoulder room is better than adequate for four, even with the full length glass roof, but typically a bit squeezy for the second row if looking to get five aboard. Behind the second row is a decent cargo bay with 565L available and increasing to 945L with the second row flattened.There’s are rain-sensing wipers, second row air vents and USBs, plus a 12V socket for the second row passengers.

On The Road It’s: Good enough for most people and this comes from a well sorted driveline combination. Although CVTs do feel as if they sap power and torque, the X-Trail’s pairing is one that doesn’t feel as draining as others. There’s plenty of get up and go, mid-range acceleration is quick enough, and unlike the Pathfinder, when the console mounted drive dial selects 4WD, there’s both a noticeable change and an indicator light on the dash shows 4WD is engaged. There’s the barest hint of torque steer in 2WD but in all wheel drive mode that disappears and there’s a proper sense of weight attached to the rear wheels.It’s a push button Start/Stop system in the Ti. Once the 2.5L is up and spinning, Drive is engaged by a short throw lever, there’s the faintest of clunks, and the accelerator sees the 1,562kg (dry) Ti get underway smoothly. The transmission has the typical CVT wavering at times and is at its best at freeway speeds. That goes for the suspension which is beautifully tuned for more comfort that sporting in the handling, yet and be driven hard without qualms. It damps nicely, initial compliance runs into somewhere between taut and giving, and rarely felt unsettled. Speed-sensitive steering worked the same; there’s lightness when needed, heft when required, and made parking a doddle.

An unexpected feature is the Intelligent Engine Braking system. Downhill runs and the CVT acts as a brake, finding a gear and holding it to ensure no unwanted acceleration. A blip of the throttle overcomes it easily however it mostly needs no human intervention.

What About Safety?: Plenty to like, as expected. Forward Collision Warning and AEB with pedestrian detection but not cyclist. Blind Spot Alert, Rear Cross Traffic, Lane Departure Warning and Rear Park Assist sensors make the Ti a pretty safe bet.

What About Warranty And Service?: Standard five years and unlimited ks, roadside assist for 24/7 for5 years. Servicing is capped price for the first six and prices can be found by using your vehicle’s VIN.

At The End Of the Drive. The 2020 Nissan X-Trail Ti delivers by doing exactly what is asked of it and doing so without raising an eyebrow. It drives well enough, handles well enough, it’s not unattractive and has a high level of safety. Downlights are the tawdry touchscreen look and those almost invisible indicator flashers in the front. And in Ti spec, it’s not an outrageous hit to the bank balance for what is delivered. Head here to find out more.

Kia Confirms Sorento Details For Australia.

Kia has officially unveiled the forthcoming 2021MY Sorento. To be available in a four trim model range and coming with either a 3.5L V6 petrol engine or a refined 2.2L diesel, with an auto for the petrol and a DCT (dual clutch transmission) for the diesel, the Sorento has been sharpened, redesigned, and upgraded across the board. It’s also the first new Kia to be built upon the brand’s ‘N3’ SUV platform.

The four levels are: S, Sport, Sport +, and GT-Line. The petrol engine will drive the front wheels, the diesel will be powering all four corners. The petrol engine will deliver 200kW and 332Nm, with the diesel spinning Kia’s new wet-clutch DCT. Power from the 2.2L engine is 148kW and delivers torque of 440Nm. The engine itself now has a alloy head and this reduces weight by close to 20kg.

Pricing starts from $45,850 RRP and $46,990 drive-away for the 2WD petrol S. The Sport starts from $48,470 RRP and $49,990 drive-away with the Sport+ at $52,850 RRP and $54,390 drive-away. The GT-Line Petrol sees $60,070 RRP and $61,990 drive-away. Premium paint is a $695 option.

For the diesels in the same trim levels, Kia says the S will start from $48,850 RRP and $49,990. The Sport starts at $51,470 RRP and drive-away at $52,990. In Sport+ trim it’s $55,850 RRP and $57,390 drive-away. GT-Line is $63,070 RRP and $64,990 drive-away. To be built at the Hwasung plant in Korea, the Sorento will come with Kia’s 7-Year unlimited kilometre Warranty, 7-Year Capped Price Service, and 7-Year Roadside Assist.“The outgoing Sorento was a game-changer in the Australian market with previously untapped safety and convenience levels in the segment _ and the all-new model continues to take that story forward,” Kia Motors Australia Chief Operating Officer Damien Meredith said. “Across the four trim levels we believe the Sorento will meet the needs, and exceed the expectations, of anyone shopping in the seven-seat SUV market.” Mr Meredith said that Sorento’s evolution over the last 18 years echoes that of the Kia brand as a whole. “While the car was initially launched in 2002 as a utilitarian body on frame all-terrain vehicle, it quickly evolved into a more luxurious monocoque construction and now, in its fourth generation, Sorento has been transformed into something once again more desirable.”

The exterior design cues start with the signature “tiger grille” and the headlights have a “tiger eye LED DRL. Much like the recently revealed Carnival, lines draw the eye to the headlight design which further creates a tiger face impression. The lower air intake has been revised too, with a more rectangular shape, and again similar to Carnival has wing shaped air curtains to funnel air. Restyled tail lights do away with the formerly horizontally oriented design, and now have a pair of vertically strips with an uppermost angle-forward design that echoes the rear window’s trailing edge.As is common with updates, there has been a change in size. Width is up by 10mm to 1,900mm. Length is up by the same to 4,810mm however the front and rear overhangs have been subtly reduced which makes the Sorento look longer. In between is a wheelbase that’s up by 35mm to 2,815mm.

The new model is 1900mm wide, 10mm wider than the third-generation Sorento. In profile, the proportions of the Sorento are subtly adapted to make it appear longer. The new model is 10mm longer than its predecessor (now 4810mm), yet it features shorter front and rear overhangs. The additional length is found in the wheelbase (a result of the Sorento’s new platform), which has grown by 35mm to 2815mm. The A-pillar has been pushed back by 30mm and leads to a 10mm taller roofline. New styling cues are found with the shark-fin on the C-pillar and the completely redesigned tail lights. The model’s name is emblazoned across the tailgate. Colourwise the new Sorento will offer seven exterior paint finishes with Clear White the standard, plus six Premiums: Mineral Blue (New Colour), Snow White Pearl, Steel Grey, Silky Silver, Aurora Black and Gravity Blue. All trims will have a full-size spare in 17-inch, 18-inch, 19-inch or 20-inch depending on trim level.

The interior also has had the wand waved. The GT-Line will have mood lighting in the door trim and from underneath the dashboard, and will have a pair of digital displays which at 12.3 inch (GT-Line) and 10.25 inch (Sport, Sport+ and GT-Line, 8.0 in S) that will control most of the car’s functions. The layout will provide an almost ultra-widescreen experience. Capacitive touch buttons on the screen sides will provide the control options. Trim materials across the range have been revised with embossed black cloth, leather appointed black cloth and black quilted Nappa leather appointed seats being available depending on the model chosen.Increasing the wheelbase sees cargo and passenger carrying ability increased with 616L growing to 2,011L with all seats folded. With the third row raised there is still 187L available, an increase of 32% compared to the previous model. Controls for the rear seat passengers see a soft touch button to fold the second row. These also have a sliding increase of 45mm for extra access. Third row passengers have an armrest that has increased by 100mm and incorporate a smartphone tray and cupholder.

Ride and handling will be improved in the new 2021 Sorento; the increased wheelbase partners with a 4% tighter bodyshell (made from steel and aluminuim for strength and weight reduction) for increased rigidity and reduced body vibration. Geometry changes to the suspension have increased road-holding and for those that enjoy some off-road action, a new Terrain mode for the diesel engines, operated via a rotary dial in the centre console, provide better traction in Snow, Mud, and Sand.Convenience features include Bluetooth pairing for two phones, three USB ports up front and two for second row passengers (Sport and GT-Line), plus 12V sockets for the third row passengers. Sport+ and GT-Line offer an extra pair of USBs. GT-Line will have a HUD or Head Up Display and a 12 speaker Bose system for pure sounds. The other three models will have six speaker sound.

For safety Kia’s Advanced Driver Assist System, ADAS, includes Kia’s Autonomous Emergency Braking technology with pedestrian, cyclist and vehicle detection. This also detects oncoming traffic when making a turn at a junction. The Sorento is also available with Blind-spot View Monitor (GT-Line only), Surround View Monitor (GT-Line) and Blind-spot Collision-avoid Assist, Advanced Smart Cruise Control, Lane Following Assist and Driver Attention Warning. Kia’s ‘level two’ autonomous driving technology, Lane Following Assist (LFA), controls acceleration, braking and steering depending on the vehicles in front. LFA operates between speeds of 0 and 180 kph, using camera and radar sensors to maintain a safe distance from the car in front, while monitoring road markings to keep the Sorento in the centre of its lane.The new Sorento also features a Rear View Monitor (RVM) with Reverse Parking Collision-Avoidance Assist (PCA) (GT-Line only), and Rear Cross-traffic Collision-avoidance Assist (RCCA). In addition, it is also the first Kia available with the company’s new Remote Smart Parking Assist (RSPA) (GT-Line only), which enables drivers to move their car autonomously out of a front-and-back parking space remotely with their key fob. This is designed to make it easier for passengers to get in and out of the car in tight parking spaces or if another driver parks too close to access any of the doors.

RSPA brakes the Sorento automatically if it detects another car, cyclist or pedestrian behind the vehicle or crossing behind it. The Sorento’s Safe Exit Assist feature also prevents rear doors from opening if the vehicle detects a hazard approaching from behind, such as a cyclist or another vehicle. Advanced driver assistance systems with new Remote Smart Parking Assist

There are seven airbags which includes a centre airbag but not a kneebag. There is also Kia’s Multi-collision Brake System, a crash mitigation system that engages the brakes when the system’s airbags have been deployed, further adding safety from other potential impacts.

The 2021 Sorento is available for test drives at Kia dealerships.

2020 Nissan Juke ST: Private Fleet Car Review.

This Car Review Is About: A substantially changed Nissan Juke. It’s the second model Australia has seen and the first wasn’t received with open arms due to its controversial styling. It’s still not pretty but in the greater context, it is a far better looking vehicle. There are four trim levels: ST (tested), ST+, ST-L, and the top of the range Ti.How Much Does It Cost?: Nissan’s website lists the range as starting from $30,490 drive-away for the ST. The range tops out at $39,490 drive-away.

Under The Bonnet Is: A three cylinder petrol engine with a turbo. Thankfully. Peak torque of 180Nm comes in at 2,400rpm and that’s barely enough to spin the seven speed dual clutch transmission. peak power is double figures at 84kW. In comparison Kia’s Picanto GT-Line has 172Nm but that’s available from 1,500rpm to 4,000rpm. The fuel tank is a decent 46.0L and economy, says Nissan, is 5.8L/100km on the combined cycle and given we’ve been seeing 6.8L/100km on our 70/30 urban/highway sprint, that seems spot on. Dry weight is 1,251kg.On The Outside It’s: A distinctively different vehicle for the second time round compared to version 1. The profile has a similar stance, with a steeply raked rear window line and hidden rear door handles, but it’s the front that has copped the biggest makeover. The distinctive mid-set headlights have been revised to reduce their prominence, and the formerly high-set driving lights that rode the fender’s ridge have been brought down to engage the top of the V grille for a far better integrated look. The rear loses the ovoid and bloated V shaped lights and now have a slimmer, more integrated, look. They’re sharper, have restyled interior designs, and go closer to matching the restyled front.On The Inside It’s: A comfortable place to be for an entry level vehicle. It’s a key start, for, umm, starters, with manual seats and no heating or venting naturally. They do have a surprising amount of lateral support and have adjustable lumbar support too. There is no DAB audio via the 8.0 inch touchscreen which again doesn’t default from the warning screen at all. It does have Android Auto and Apple CarPlay.The aircon is a bit off, as the lowest fan speed is sometimes too much in flowing air, and sometimes the coolest setting of the rotary dial is warm air, even when using the slightly redundant non-recirculating air tab. By slightly redundant, one tab to have recirculate on or off should suffice. The centre vents are three, a little unusual in count, and sit in a nicely hued grey plastic. This extends to the storage locker free centre console, which does, at least, house a pair of cup holders. At the dashboard end is a USB and 12V port pairing.

For the driver there is a colour info screen, accessed via tabs on the tiller’s left spoke. It’s friendly to both use and look at. Either side are standard looking analogue dials. It’s the same for the central dash controls; radio and aircon are dials and aside from the airflow, work as they should.Cargo space is decent enough with a lowish lip and a floor that’s under the lip itself. This isn’t terribly common for the class of vehicle as most have either a floor close to the load lip or level with it, so here it’s a pleasant change to be able to drop things down.

It’s the same with the seating and room. There’s good head, shoulder, and leg room for pretty much anyone that doesn’t play football or basketball. Leaving aside the lack of a centre console bin, there was rarely any sense of the front passengers rubbing elbows, and the rear pews, suitable for two people really, delivered no sounds of protest in regards to feeling cramped.On The Road It’s: Jeckyll and Hyde. The engine and DCT combination is abysmal. The DCT is problematic at best, with gaps that the Grand Canyon would think are huge when it comes to swapping between park, Drive, reverse. The time to re-engage is measured by calendars, not seconds. the problem is exacerbated by the time it takes for any torque to arrive on the scene when the accelerator is pressed at a Stop sign, for example. A driver could say “Beetlejuice Beetlejuice Beetlejuice” quicker than it takes for forward momentum to commence.

Once the Juke is underway and there is that characteristic three cylinder thrum, a wonderfully benign chassis is displayed. There’s a proper heft to the steering, good communication from the front wheels, almost agreeable braking feedback as well. It’s almost as if there were two different personalities for the Juke… The chassis dynamics aren’t the best in class but there isn’t a lot to dislike either. It’s decently composed in normal driving situations, with only the bigger and closer irregularities making the Juke feel uncertain on all four corners. Bump thump on speed reducers were noticeable more for the upper end of the suspension feeling softer otherwise the ride quality is of a pleasing enough level.

The best way to get the Juke rolling is with a egg-sensitive squeeze of the throttle. This tends to clamp the clutches together in a smoother manner and allows the progression of the go-pedal to engage the engine in a quicker manner. Coming into traffic from an intersection is where this method worked best, as once the car had some forward movement a harder press saw revs climb and take hold of those 180 torques. Rolling acceleration was much the same. There are two paddle son the steering column and these made a marginal improvement to how the driveline did its thing.The brakes are drum and disc, however the benefit of the Juke’s comparatively light-weight mass overcomes the ancient design of the drums. There was noticeable hints of the system feeling overwhelmed at times, with the ABS on the verge of intruding before deciding to sit back down.

A minor niggle was the Auto Stop/Start. On pickup, a fault light was displayed and using the tab to engage & disengage the feature did not remove it. However, later in the day, the system appeared to have reset as it didn’t show again.

What About Safety?: Juke in ST trim has six airbags, plus what Nissan term “Intelligent Emergency Braking” with Pedestrian and Cyclist detection. That’s elsewhere known as Autonomous Emergency Braking….Forward Collision Alert, reverse camera, Lane Departure and Blind Spot warnings are standard, as is Rear Cross Traffic Alert and rear parking sensors.

What About Warranty And Service?: Nissan offer all vehicle five years worth of 24/7 roadside assistance. That’s a good sweetener to start with. Then five years and unlimited kilometres carry the nice further. servicing costs will vary depending on vehicle however Nissan’s website has a link to allow owners to enter their VIN (Vehicle Identification Number) to provide a more concise pricing idea for the six capped price services.

At The End Of The Drive. The Juke ST suffers mostly from an under-torque delivering engine and a gearbox better suited elsewhere. Our final economy figure was still 6.8L/100km and we couldn’t help but feel that a more conventional transmission or, lawd help us, a CVT, would be better suited for the tiny 1.0L. Aside form that, it’s a decently enjoyable drive, with good handling and ride. It’s roomy enough inside for four and has the features the “younger people” would enjoy with the apps for connectivity.

Check out the Juke ST from Nissan for yourself here.