Pros & Cons
- Manual gearbox genuinely satisfies.
- Budget hot hatch brilliance.
- Turbo power delivers smiles.
- CVT transmission standard sadly.
- Cargo space laughably tiny.
- AWD adds pointless weight.
2013 Nissan Juke Nismo Review with Vyocar
Overview
I’ve seen the pictures from England and abroad, and this origami tadpole still catches me off guard in person. The 2013 Nissan Juke NISMO is what happens when you ask a crossover to cosplay as both a black-construction-paper-interpretation of an insect and a hot hatch. Is this design deceiving? Absolutely. The visual tricks are real. At 164 inches long, it’s actually two narrower inches and a couple tenths shorter than a VW GTI, yet somehow 4 taller inches than both the Golf and Impreza hatchback. Those proportions are a non sequitur on wheels. The thing looks simultaneously tall, short, and narrow depending on which angle passers-by catch it from, like it exists in the shadow of its own dystopian interpretation.
The NISMO model cranks the weirdness dial with bulging frog eyes that house circular main illumination duty plus parking lights and turn signals stuffed into the fenders, while a row of LEDs cuts across the lower air intakes like angry eyebrows. Add the restyled bumper with its gaping mouth, jutting front spoiler, extended side sills, and rear diffuser all trimmed grey with red pin striping, plus those red-painted mirrors, and you’ve got a spunky amphibian wearing a track suit. The larger body differences and aero additions promise increased downforce at speed, though let’s be honest, this tadpole-inspired styling exercise feels like uninspired application of boy racer branding at times.
But here’s the twist. Starting at a base price of $23,780, this budget-friendly little charming oddity isn’t just an empty kit of metal and attitude. The segment-straddling Juke NISMO actually delivers genuine performance enhancements that make it properly fun-to-drive, not just funny-looking. It’s an overachieving, low cost entry into something that feels special, even if that something is a bit hard to define. What is it, exactly? Good question.
What's New for 2013
The NISMO-morphosis is real, people. Nissan took the base Juke and injected it with a nine horsepower boost plus seven bonus lb-ft of torque thanks to powertrain computer updates, bringing the total to 197 ponies. The springs are 10 percent stiffer, you get factory 18s wrapped in millimeters wider tires, and there’s a revised fascia that looks angrier than your dentist when you admit you haven’t been flossing. Oh, and apparently there’s a 37-percent increase in exterior pinstriping because nothing says performance like more accents and a centering stripe. Inside, the heavily bolstered sport seats hug you like they’re worried you’ll escape, while the stiffened suspension, beefier rack, and torque-vectoring differential (on the AWD version) promise actual autocrosser credentials beyond the stickers.
Here’s where I get conflicted. The CVT is still standard, which feels like buying Ken Block’s gymkhana car and discovering it has an automatic. Sure, you can grab the six-speed manual for real entertainment, and that notchy action Hail Mary lever does make you feel like you’re wrestling motors on a rally course. But the compliance over bumps and dirt is gone, replaced with firm weight and direct feedback that telegraphs every pebble straight to your spine. Is this what we wanted? Probably. Does my lower back agree after an hour of city driving? Ask me later.
Pricing, Trim Levels, and Best Pick
Powertrain, Transmission, and Driving Dynamics
Under the hood sits a 1.6-liter DIG 4-cylinder, turbocharged and intercooled, pumping out 197 horsepower and 184 torque compared to the standard 188 ponies in the regular Juke. Is this a clean-sheet redesign? Hardly. But the better power-to-weight ratio at 2,930 pounds makes it feel like an overachiever with real verve. Think of it as the scrappy underdog that’s noticeably stronger than you’d expect. The direct-injection mill with its pint-sized turbocharger isn’t trying to be a Golf GTI’s 2.0 TSI engine, and honestly, it’s a bit underrated. Sure, you’re looking at a mid-six second run to 60 mph, maybe a half-second behind the hot hatch royalty, but who cares when it doles out enough grunt for day-to-day commuting with a smile?
The manual-equipped version I tested had a stick that slots cleanly through its detents, with clutch take-up that’s an easy teach for newer drivers. Pedal placement is spot on for heel-toe work if you’re feeling frisky on winding roads, turning every top gear passing move into a drama-free affair. Nissan’s tune includes freer-flowing upper-rpm breathing that feels less choked back than the base model. There’s about 9 regular fill ups where you’ll notice the economy holding steady while the acceleration stays eager. You get a nice linear swell of power without the grabbing, stop on-off tendency that makes it difficult to modulate throttle smoothly when you’re fully kicked into boost mode.
What about lag and traction? The turbo spools with a healthy total of enthusiasm, making this little oddball feel nimble with competitive handling that’s genuinely fun. It’s not fast in the straight line drag race sense, but it delivers enough playful character to keep things interesting. The whole package works.
2013 Nissan Juke Nismo Fuel Economy Test
So about that fuel bill. My observed fuel economy came in at 23.5 mpg after a week of mixed driving, which sounds decent until you check the EPA rating of 25/30 combined. I’m below the government’s numbers, sure, but here’s the thing: I actually drove this thing like a 2014 Nismo should be driven. If you’re buying a hot crossover and babying the throttle, what’s the point? The sticker says 27 highway, and I managed a combined 24.7 across one tank gas, which tells you this little turbocharged bug eater is legitimately thirsty when you’re having fun with it.
The test mpg numbers don’t lie, but they don’t tell the whole story either. This isn’t a Prius wearing a body kit. The 1.6-liter turbo four wants premium fuel and rewards aggressive driving, so your consumption will vary wildly based on how much self-control you have. Can you keep your foot out of it at every stoplight? Then maybe you’ll hit that 27 number. Will you actually do that? Probably not, and honestly, the fuel efficiency feels fair for what you’re getting. The emissions are fine, the turbo doesn’t guzzle like a V8, and I’d rather enjoy the drive than obsess over every tenth of a gallon.
Look, if rock-bottom fuel costs are your priority, this isn’t your ride. But splitting the difference between sporty and sensible? The Juke Nismo does that math pretty well. You’re paying a small penalty at the pump for the privilege of driving something that actually feels alive, and I’ll take that trade every single time.
Interior, Comfort and Space
Slide into the cabin and those handsome bucket seats covered in synthetic suede actually hug gently instead of punishing your ribs like some track-day specials. They’re wide enough to be comfortable on long drives, with grippy bolsters and a generously-framed backrest wrapped in Alcantara (okay, fine, Alcantara-ish fabric). The leather band at 12:00 on the steering wheel reminds you this is supposed to channel GT3 RS energy on a Sentra budget. Well-assembled controls sit readily at hand, and from the driver vantage point, you can actually see what’s happening in traffic. The seating position puts my thoughts squarely on attacking corners, not searching through my phonebook for the chiropractor.
But let’s be real, this isn’t a normal compact crossover. It’s a true CUV that’s tighter inside than the Rogue or Honda CR-V sitting next to it at stoplights. Somehow it feels bigger inside than it looks outside, which is black magic I don’t understand. Your passenger gets ample room up front, with snug lateral support from that suede-like material giving them the feeling they’re actually part of this whole sport thing. Nissan clearly spent their budget saving plastics for the headliner and some carefully chosen, cleverly laid foreground bits, then filled the rest with cheaper stuff. Either way, there’s decent knee and headroom, functional cupholders, basic storage compartments, usable door pockets, and a center console that doesn’t feel like an afterthought.
Cargo Space & Family Practicality
I’ll be honest, the cargo space situation in this hatchback is what happens when you prioritize style over utility. That rear opening reveals a trunk offering just 10.5 cubic feet, which barely handles groceries for one person before you’re playing Tetris with your bags. Sure, the folding seats expand things to 35.9 cubes, but that tight space still feels claustrophobic for anything beyond small loads and quick weekend trips. The rear legroom is limited to 26.9 inches, meaning anyone over 5’10” in those rear seats will be intimating their best pretzel impression, and passenger comfort becomes a negotiation rather than a given. Look, I get it, this is a compact crossover with the proportions of a caffeinated bulldog, but family practicality wasn’t even invited to the design meeting. The seating configuration works if your idea of carpooling involves small children or friends you don’t particularly like, because that space back there feels more like a suggestion than an actual place for humans.
Infotainment, Connectivity & Tech
The infotainment system in the 2013 Juke Nismo isn’t going to win any awards for intuition, but it gets the job done if you’re patient. The center display feels about as modern as a flip phone, and the navigation takes its sweet time calculating routes like it’s still buffering on dial-up. You get keyless entry and push-button start, which honestly feels fancy until you remember your mom’s Camry has had that since 2009. The backup camera is there, grainy but functional, and the premium sound system actually sounds decent when you crank it up. The audio controls and climate control are scattered across the dashboard in a way that’ll have you hunting for buttons at stoplights.
Now here’s where Nismo earns its keep: the leather-and-suede seats with red stitching feel purposeful in your hands, and that steering wheel red centering stripe makes you feel like you’re piloting something with intent. The red tachometer face pops against the black line markings, giving you actual visual drama every time you glance down. Even the shifter on the transmission tunnel has a weighted feel that makes rowing gears tactile and honest. Sure, the tech suite is basic and the controls require a learning curve steeper than my student loan interest rate, but the fuel cutoff at redline snaps you back to what this little beast is actually about: driving, not scrolling through menu screens.
Safety Features & Driver Assistance
I took this thing to Sebring International Raceway expecting the safety technology to be an afterthought, but the retuned suspension actually works with you through tight turns instead of against you. The electric power steering gives you real feedback without demanding Popeye arms, and the seat bolstering holds you planted when you’re pushing the limit. The airbags and passive safety basics are there (six of them, standard), plus you get ABS, traction control, and electronic brake distribution doing their thing invisibly. The crash test ratings won’t make you weep with joy, but they’re decent enough for a tall box on wheels. What surprised me was the confidence this thing gives you at higher limits because the lower center of gravity and summer rubber kill that top heavy tendency lean you’d expect.
The active safety features are basic by today’s standards (no blind spot monitors or lane keep nannies here), but honestly? The flat cornering and progressive braking feel more useful than a dozen beeping sensors when you’re attacking corners with any real effort. The stability is miles better than the standard Juke, and the quick turn in means less drama when some minivan decides your lane looks nice. Does it roll? Sure, a bit, but way less than you’d think for something shaped like a caffeinated toaster.
Warranty and Ownership Costs
Listen, the Nissan warranty on this thing was standard for 2013 (three years, 36,000 miles), which means you’re buying used and rolling the dice on mechanical reliability unless you spring for an extended warranty. The good news? Nissan’s dealer network is solid and parts availability won’t leave you stranded, plus the turbo maintenance isn’t as wallet-draining as you’d fear from a car trying to uncork power from a 1.6-liter engine. Maintenance costs stay reasonable if you’re religious about fluid changes and brake service, but insurance costs run higher than a base Juke because insurers see “Nismo” and assume you’re auditioning for Fast and Furious. Repair costs and tire replacement (those 18-inchers aren’t cheap) add up in the long-term costs department, though owner satisfaction stays decent if you accept the potential for quirky electrical gremlins. The real cost ownership question? Whether the funky styling and handling justify warranty coverage anxiety and service requirements that demand you actually read the manual for once.
Final Verdict: Should You Buy the 2013 Nissan Juke Nismo?
Here’s my strong case for this weird little thing. At $26,080, the more chips stack in its favor than you’d think. Look, I’m a tester who values what actually matters on Tuesday morning commutes, and this overlooked hot hatch has four solid reasons to make your shopping list. It’s controllable, it’s fun, plus it’s got that breath fresh aesthetics that concern critics but secretly makes parking lots more interesting. The beginning is deserving of that badge from Nissan’s motorsports division, even if some cynical bolt counters will notice the bead of adhesive holding the body kit together isn’t exactly wild gym precision. Does it match the shape of oddly designed competition like the Hyundai Veloster? Not really. Is it more powerful than the available KIA Sportage? Actually, yes. But here’s what unsettles us: it stands on its own in a ballpark where nothing else exists.
The leaning balance causes some uncomfort on twisty roads, sure, and the great setup has a range of issues that half-hearted engineers should’ve fixed. But don’t call this a practical commuter only. It’s a fun-loving warrior that happens to save you gas money between stoplight slam dunk moments. Is it the obvious choice for enthusiasts? Maybe not. Is it expensive compared to a base Juke? Absolutely. But as an ambassador for weird cars that refuse to apologize, this good little oddball deserves consideration.
| SPEC | DETAIL |
|---|---|
| Engine | 1.6-liter DIG turbocharged inline-4 |
| Drivetrain | Front-wheel drive (FWD) • Optional all-wheel drive (AWD) |
| Power / Torque | 197 hp @ 6,000 rpm / 184 lb-ft @ 3,600 rpm |
| 0–60 mph | ~6.8–7.2 seconds (manual) • ~7.0–7.5 seconds (CVT) |
| Quarter Mile | ~15.4–15.8 sec @ ~90 mph |
| Top Speed | ~124 mph (electronically limited) |
| EPA Fuel Economy | FWD Manual: 25 city / 30 highway / 27 combined • FWD CVT: 24 city / 30 highway / 26 combined • AWD CVT: 23 city / 28 highway / 25 combined |
| Real-World MPG | ~23–26 mpg combined (mixed driving) |
| Fuel Tank | 13.2 gallons |
| Transmission | 6-speed manual (FWD only) • CVT automatic (FWD or AWD) |
| Suspension | Independent MacPherson strut front • Independent multi-link rear • NISMO-tuned springs and dampers |
| Brakes | 4-wheel disc with ABS, traction control, electronic stability control |
| Wheels / Tires | 18-inch alloy wheels • Performance-oriented summer tires |
| Curb Weight | ~2,930 lbs (FWD manual) • ~3,130 lbs (AWD CVT) |
| Body Style | Subcompact crossover (CUV) |
| Platform | Nissan B-platform |
| Cargo Capacity | 10.5 cu ft (rear seats up) • 35.9 cu ft (seats folded) |
| Seating | 5 passengers (rear space limited) |
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