![]() Around town, where the Juke will spend most of its time, everything is kept in check nicely. Nissan’s engineers have tweaked the springs and the dampers to accommodate the extra 100kg of the hybrid packaging. The fruit of this car’s labour is its mpg and disappointingly on our 60-mile journey it averaged about 42. There’s a different software setup in this when compared with the Renault Captur and it feels smoother. The noise coming from the engine doesn’t quite correlate to how fast you’re travelling. Under sustained accelerator pedal action both the electric motor and engine operate at the same time (parallel mode if you remember the science lesson from earlier). The industry standard 0-62mph sprint is accounted for in 10.1 seconds, around 1.7s faster than the standard car. Acceleration isn’t what you’d call nippy, but it feels usefully quicker than the regular Juke. This is pretty relaxing, without much mooing from the gearbox(es). On our test route it spent most of its time in series hybrid mode. ![]() In electric mode it won’t last long and only goes up to 34mph, but it potters along calmly. ![]() This is largely dependent on what the hybrid system is up to. Here, both the e-motor and ICE drive the wheels. Under heavier loads it’ll slip into parallel mode. In ‘series hybrid mode’ the ICE charges the battery, basically acting like a generator. The Juke Hybrid always starts in EV mode, where it can doddle around just on electricity. That means it gets a 93bhp nat asp 1.6-litre petrol, 48bhp e-motor, a starter generator and a 1.2kwh battery. It’s broadly the same set-up you’ll find in the Renault Captur. It’s one of three hybrids Nissan has in its arsenal (the other two being a mild hybrid system and Nissan’s ePower). The hybrid system is the main talking point here.
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