Nissan Juke

In this technical review, we will analyze the reliability of the first-generation Nissan Juke crossover (F15, 2010-2019). In our field of view were cars with three basic power units. Remember: the profiles of their breakdowns vary dramatically. A common blunder of most online reviews is to dump all their vulnerabilities into one common pile, which completely distorts the real picture. We differentiated the sores strictly according to modifications: • Gasoline atmospheric 1.6 liters (HR16DE, 117 hp) - was paired with a five-speed "mechanics" or a CVT variator. • Gasoline turbocharged 1.6 liters (MR16DDT, 190 hp) - was equipped with an manual transmission or a variator. • Diesel 1.5 l dCi (K9K, 110 hp) - was supplied exclusively with a manual transmission.

1. Stretching the Nissan GM chain

The chain drive of the gas distribution mechanism here can present an unpleasant surprise. Metal wears out before time. This is a well-known weakness of the entire Nissan platform, and the wear rate is directly related to how often the owner updated the engine oil and how aggressively the engine was twisted. Usually, problems begin after 100,000 – 150,000 km. If the previous owner was delaying service, the chain will require attention much earlier. When starting after a long parking from the hood space, a sharp metal clang or dry crackling (rattling) is heard. First, it disappears in a few seconds. Over time, the roar progresses, becomes longer and clearer. Further on the instrumentation will light up Check Engine with errors in phases, the engine will start to fever on idles, and the thrust will noticeably fall. Replacing the drive is a long and complicated procedure, and if you wave at the noise with your hand, the chain will simply jump over the teeth. The result is a remodel or purchase of a contract engine. # # 2. Failure of ignition coils HR16DE

Constant temperature changes and heating slowly destroy the secondary coil. The sore is massive, platform, almost all related Nissan engines of this family suffer from it. The first failures are usually recorded after 60,000 – 100,000 km. After the first hundred runs, the replacement of elements smoothly passes into the category of regular maintenance. The engine begins to frankly "trot", especially if you sharply press the gas when accelerating under load. The diagnostic scanner produces P0300 codes or local cylinder omissions (P0301–P0304). The car loses its dynamics, and the consumption of gasoline creeps up. If you drive long with a semi-live coil, you will not only quickly kill the candles, but also melt the cells of an expensive catalyst with unburned fuel. # # # 3. Increased oil consumption (coking of piston rings)

The statistics are inexorable: almost 80% of the Jukis with the HR16DE engine start to devour oil after 120,000 km of run. The oil rings are rapidly becoming embedded. The reason for this is a rigid thermal regime, tired valve ossels and the specifics of the valve timing system. You have to regularly get a probe and add oil between scheduled visits to the service station. In advanced cases, when accelerating from the exhaust pipe, there is a distinct smell of smoke and gray smoke. A thick layer of sodium grows on the candles, because of which the spark beats again. The problem is unpleasant constant hidden costs for canisters with lubrication. In addition, the oily appetite of the ICE is quickly and guaranteed to finish the catalytic converter. # # 1. Premature wear of the valve timing chain on turbo

In turboversion, the gas distribution chain is stretched even faster than in a conventional atmospheric system. The loads are higher here. The main catalysts of wear are aggressive driving and a rare change in motor oil. The resource of the factory kit is often produced after 60,000 – 120,000 km. If you neglect the quality of the lubricant, you can face repairs after a ridiculous 50-60,000 km. The symptoms are the same - cracking at a cold start, power drop and errors on the sensors of the position of camshafts in the control unit. If you ignore the signals, the chain will jump over the teeth of the gears, and the pistons will meet the valves. For a turbo engine, that means catastrophic destruction. #2. Faulty of Nissan Juke turbocharger

Most often, this motor is podklint mechanism of variable geometry. The shoulder blades get stuck in one position because of the charcoal. This happens if the owner is lazy to change the oil every 8,000 to 10,000 km. As a result, the turbine ceases to give the desired boost pressure. Normally, the knot requires attention after 120,000 to 150,000 km. Poor service and cheap consumables will easily cut that time in half. Thrust falls sharply, black or gray smoke falls from the exhaust pipe. When inspected on the pipes and the turbine body, fresh grease flows are visible. The onboard computer lights a garland of supercharge pressure errors and takes the car to emergency mode. The high cost of the unit itself makes you take the diagnosis seriously. The turbo engine operates in a rigid temperature mode, and direct injection only aggravates the situation, requiring the perfect cleanliness of the unit. # # # 3. Pont on intake valves (modifications with direct injection GDI)

The peculiarity of direct injection is that gasoline is supplied immediately to the cylinder. Fuel does not wash the back side of the intake valves, so dense lacquer deposits of crankcase gases and oil quickly grow there. This is a common problem for all GDI engines, not a personal problem for the Nissan Juke. The valves have to be cleaned about once every 100,000 km. Usually, a critical layer of coke is formed after 100,000 – 160,000 km. The car loses its former reception, the turns at idling begin to swim. The appetite for fuel is growing, and chaotic ignition passes (P0300 error) are slipping through. Cleaning the valves is mandatory. Only in this way can you return the factory parameters of mixing and save the combustion chamber from local overheating. Professional cleaning by soft blasting of walnut shell (walnut blasting) costs from 10 000 to 30 000 ⁇ . # # # 1. Wear of fuel system elements (nozzles, TNVD)

The precision piezo nozzles of the K9K diesel engine are very capricious. It will take one filling with a questionable barrel of diesel to drastically reduce their working life. The first major failures in the fuel system can begin after 80,000 to 120,000 km. Diesel begins to vibrate strongly on singles, works unevenly. When trying to accelerate the car goes to take off with failures, the average consumption of diesel fuel increases. When you connect the scanner, you will see the low pressure fault codes in the fuel ramp. Parts prices are biting. The risk of being left without fuel increases in an avalanche if the previous owner saved on the fuel filter or changed it less often than the regulations. # # 2. Pollution of the particulate filter (DPF) and the EGR valve

If the diesel Juke lives exceptionally short trips around the city, the automatic regeneration of the particulate filter simply does not have time to start - the engine simply does not have enough heat. As a result, the cells of the DPF filter and the channels of the recirculation valve are clogged with soot, literally blocking the car exhale. Thrust disappears, and most of all it is noticeable when trying to go into a slide or overtake on the track. Electronics try to start the filter over and over again. From the exhaust pipe comes thick dark smoke, fuel consumption increases, idle turns float. Buying new original nodes will require a huge investment. ##3. Wear of the clutch and dual-mass flywheel K9K

The mechanical box on the diesel engine has a complex structure: a two-mass flywheel is installed here. It perfectly extinguishes the huge torque of the K9K engine, but its life is not infinite. Usually, parts wear out after 120,000 – 180,000 km. Constant pressure in urban traffic jams significantly accelerates this process. How do you recognize? The clutch starts to stall - you press the gas, the tachometer arrow flies up, but the car does not accelerate. When you move from place to place on the body is unpleasant trembling. At idle from the side of the gearbox, extraneous tapping or grinding can be heard, and the transmissions themselves are turned on with difficulty. To replace the flywheel or clutch, locksmiths will have to remove the transmission completely. ## Instant transmission: common risks of Jatco JF015E/JF011E variators

Front-wheel drive versions of the Juke with an atmospheric 1.6 were equipped with a Jatco JF015E variator, and powerful all-wheel drive turbo versions - a stronger JF011E. Both boxes are panicked about overheating and dirty oil. If you do not change the liquid, the wear products will turn into an abrasive. They will quickly scratch the mirror of the cones, tear the drive belt and clog the channels of the solenoid hydroblock. The first alarming symptoms of wear usually come out after 100,000 – 150,000 km. Sharp starts from traffic lights, assault curbs and riding in old oil reduce this resource exactly twice. There is an increasing trolleybus hum of bearings during acceleration and vibration on the body. When starting or trying to simulate gearshifting, the car twitches and kicks. The control unit, having fixed overheating, takes the transmission to emergency mode, saving the error codes P17F0 / P17F1. The variator is one of the most expensive to repair Nissan nodes. If you catch the problem at the very beginning, you can do with a local bulkhead hydroblock. If you tighten the box will go under total replacement. # # Mechanical transmission (MKP)

• Clutch: Factory friction kit wears out on average after 100,000 - 150,000 km. • Mechanism of gear selection: On large runs due to the wear of penny plastic bushes, the curtain begins to fall strongly, which causes the clarity of the inclusion of speeds. # Body iron and front subframe

Rust is most often settled on the rear wheel arches, rapids and under the lining of the trunk lid. The fastest rotting machines that live in the major northern cities and every winter bathe in poisonous deicing agents. Front subframe: The main body trouble of Juke. According to statistics, 41% of cars of the first years of production (2010-2012) from the “salt” regions completely rot the front points of attachment of the subframe to the body.

• Door ends: Spare modules often fail. Because of this, the onboard computer does not understand whether the door is closed, and swears by errors. • Glass lifts: Mechanisms often get stuck in the skewed guide slots, or they simply burn out electric motors. # # # Options with a high risk of buying

Buying these cars with a high degree of probability will turn into huge expenses immediately after you take the STS to the traffic police: 1. Modifications 1. 6 turbo with a mileage of more than 120,000 km, which do not have a folder with order outfits confirming the replacement of the HRM chain and regular maintenance of the ICE. 2. Any versions with a CVT when running for 100,000 km, if the previous owner has never changed the oil in the box, and the transmission itself during the test soars, gives delays or kicks. 3. Diesel versions 1. 5 dCi with a mileage of over 120,000 km, which all his life crawled through traffic jams and did not undergo preventive cleaning or replacement of the DPF filter and EGR valve. # # Options with moderate risk of buying

These scenarios are relatively safe for long-term vehicle operation:1. Versions with an atmospheric engine of 1. 6 liters and a mileage of up to 150,000 km, if the seller provided cheques for maintenance and fresh results of diagnosis of the condition of the HRM chain. 2. Diesel modifications 1.5 dCi with a transparent service book, where the replacement of the fuel filter is fixed strictly every 15,000 - 20,000 km, and in the memory of the ECU there is no active injection error. ## When inspecting the atmospheric version 1.6 (HR16DE):

• Computer diagnostics: Connect a scanner and check the control units for stored codes related to misfires, variable valve timing and the timing-chain drive. • Acoustic check: Listen to the engine during a cold start; there should be no metallic clanking or chain rattle in the first seconds. • Ignition system: Check for P0300–P0304 codes, which may indicate impending ignition-coil failure. • Oil consumption: Check the dipstick level and inspect the spark-plug wells and component joints for fresh oil leaks. ## When inspecting the turbocharged 1.6 version (MR16DDT):

• Electronic checks: Use a scanner to check actual boost pressure, camshaft synchronisation angles and timing-chain parameters. • Cold start: Check for the characteristic timing-chain rattle lasting about a minute. • Turbocharger inspection: Look for oil accumulation in the intercooler pipes and leaks from the turbocharger housing, and check for power loss during a test drive. • GDI intake inspection: Check idle stability; uneven running when cold can indicate heavy carbon deposits on the valves. ## When inspecting the diesel version 1.

1. Stretching the Nissan GM chain

• This is a well-known weakness of the entire Nissan platform, and the wear rate is directly related to how often the owner updated the engine oil and how aggressively the engine was twisted.
• Usually, problems begin after 100,000 – 150,000 km.
• Replacing the drive is a long and complicated procedure, and if you wave at the noise with your hand, the chain will simply jump over the teeth.
• The result is a capital repair or purchase of a contract engine.

2. Failure of ignition coils HR16DE

• The first failures are usually recorded after 60,000 – 100,000 km.
• After the first hundred runs, the replacement of elements smoothly passes into the category of regular maintenance.

3. Increased oil consumption (coking of piston rings)

• The problem is unpleasant constant hidden costs for canisters with lubrication.

1. Premature wear of the valve timing chain on turbo

• The main catalysts of wear are aggressive driving and a rare change in motor oil.
• If you neglect the quality of the lubricant, you can face repairs after a ridiculous 50-60,000 km.

2. Faulty of Nissan Juke turbocharger

• When inspected on the pipes and the turbine body, fresh grease flows are visible.
• The high cost of the unit itself makes you take the diagnosis seriously.

3. Pont on intake valves (modifications with direct injection GDI)

• This is a common problem for all GDI engines, not a personal problem for the Nissan Juke.

1. Wear of fuel system elements (nozzles, TNVD)

• When you connect the scanner, you will see the low pressure fault codes in the fuel ramp.

3. Wear of the clutch and dual-mass flywheel K9K

• At idle from the side of the gearbox, extraneous tapping or grinding can be heard, and the transmissions themselves are turned on with difficulty.

Non-stage transmission: common risks of Jatco JF015E/JF011E variators

• If you do not change the liquid, the wear products will turn into an abrasive.
• The first alarming symptoms of wear usually come out after 100,000 – 150,000 km.
• The variator is one of the most expensive to repair Nissan nodes.
• If you catch the problem at the very beginning, you can do with a local bulkhead hydroblock.

Manual transmission (MHC)

• • Mechanism of gear selection: At large runs due to the wear of penny plastic bushings, the curtain starts to fall strongly, which causes the clarity of the speeds switching on to fall.

Body iron and front subframe

• Rust is most often settled on the rear wheel arches, rapids and under the lining of the trunk lid.
• The fastest rotting machines that live in the major northern cities and every winter bathe in poisonous deicing agents.
• ) the front anchorage points of the subframe to the bodywork shall rot completely from the salt regions.

Options with moderate risk of buying

• 6 liters and a mileage of up to 150,000 km, if the seller provided cheques for maintenance and fresh results of diagnosis of the condition of the HRM chain. 2. Diesel modifications 1.
• 5 dCi with a transparent service book, where the replacement of the fuel filter is fixed strictly every 15,000 – 20,000 km, and in the memory of the ECU there is no active injection error.

When inspecting atmospheric version 1.6 (HR16DE):

• • Computer diagnostics: Connect the scanner and look at the control units for stored codes for ignition passes, phase rotor operation and the state of the chain drive.
• Ignition system check: Make sure there are no specific P0300–P0304 errors indicating that the coils are about to fail.
• • Lubrication consumption assessment: Check the oil level by probe, inspect candle wells and joints of aggregates for fresh streams.

When viewing the turbocharged version 1.6 (MR16DDT):

• • Electronic check: Check with the scanner the actual boost pressure, shaft synchronization angles and chain drive parameters.
• • Listen to cold start: Eliminate the characteristic minute crack of the valve timing chain on cold.
• • Turbocharger revision: Examine the intercooler nozzles for oil accumulation, check the turbine body for lubrication leaks, make sure there are no thrust failures during the test drive.
• • GDI intake tract check: Evaluate the stability of idling speeds; an indirect sign of strong flare on the valves is uneven operation of the unheated motor.

When inspecting the diesel version of 1.5 dCi (K9K):

• • ECU scan: Make sure there are no errors in the pressure in Common Rail, the degree of clogged particulate filter and the position of the EGR valve.
• • Service documentation analysis: Check the frequency of replacement of the fuel filter - the interval should not exceed 15 000 - 20 000 km.
• • Transmission diagnostics: Check the clarity of the MKP curtain, exclude the knocking of the two-mass flywheel on the cold and clutch slip during acceleration.

Mandatory general checks (for all Juke modifications):

• Test drive of the variator: CVT in full warm-up and cold modes, check the smoothness of the course both in traffic jams and along the track.
• Controlling CVT symptoms: Make sure there are no kicks, jerks, protracted switching or extraneous hum of the box bearings.
• CVR scan: Check the box control unit for specific mechanical damage codes P17F0/P17F1.
• • Body inspection: Check the condition of the LCP in detail on the rear arches, sills and the lower edge of the trunk door.
• • Power structure audit: Inspect the front points of the subframe fixation to the body from below, especially on the 2010-2012 production units.
• • Onboard electrics: Check the operability of all end switches of doors and the speed of windows.

• Non-stage transmission: common risks of Jatco JF015E/JF011E variators: If you don’t change the fluid, the wear products will turn into an abrasive.
• Mechanical gearbox (MKP): Mechanism of gear selection: At large runs due to the wear of penny plastic bushings, the curtain begins to fall strongly, which causes the clarity of the speeds to fall.

Shows, bargaining and re-registration take time: buyers look, promise to think and disappear. Fair price after inspection closes the auction on the spot. If money is needed urgently, the purchase takes away waiting and repeat displays.

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