Honda Jazz

Better rhythm, less blues. The all-new, second-generation Jazz has matured agreeably, if predictably. But that doesn't mean it hits all the right notes

Up tempo

Wheels Magazine
October, 2008

Bands whose debut album finds chart success inevitably have to face the second-album dilemma. Give free rein to creativity and try fresh ideas? Or give the audience more of what it liked so much the first time around? It's not so different for car makers, as the second-gen Jazz proves. Honda chose the safe, commercially responsible option. It's more Jazz, in the same key as before.

This doesn't mean it's not a good car. And it is easy to see the situation from Honda's point of view. Although originally designed specifically for the Japanese market, the first-generation Jazz became a major international success. Eventually manufactured in five different countries and sold in more than 115, production totalled 2.5 million between 2001 and 2008. The company's reluctance to mess with an appealing formula is understandable. The new Jazz is familiar, yet delivers more of almost everything customers like: size, power, comfort, refinement, handling, storage, and safety.

Every important dimension of the second-generation Jazz is larger. Wheelbase (+50mm), length (+55mm), width (+20mm), front and rear tracks. Interior width (+30mm) and interior height (+10mm) have also increased. Jazz's overall height remains unchanged, and the only dimension where there's a decrease is interior length (-10mm).

It's remarkably spacious inside, living up to Honda's stated 'man maximum, machine minimum' design mantra for the Jazz. Front seat shoulder room is better than class average, and there's ample head and knee room - front and rear - for tall adults. The front seats are dimensioned for full-size grown-ups and the driving position, too, is fine. With space, height-adjustable seat, and height- and reach-adjustable steering wheel, it can be set up to suit anyone. While almost every dimension is different, the new Jazz uses the same innovative chassis and seating layout as the first-generation. The fuel tank is again situated under the front seats. Without 91 octane beneath the 60/40 split rear seat, it has more folding options than rivals and is brilliantly user-friendly.

Jazz's growth also does wonders for its looks. Honda's designers made the most of the new car's additional width, wider tracks and longer wheelbase. It couldn't be anything other than a Jazz, but the second-generation is much better proportioned. But the exterior re-do isn't all about looks. New Jazz's doors open wider, swinging out almost 90 degrees, making for easy entry and egress.

As before, there are 1.3-litre GLi, and 1.5-litre VTi and VTi-S versions. Both deliver increased power. The smaller engine is the most changed, switching from a two-valve head layout to four valves per cylinder. Power increases 12kW, to 73kW. The 1.5-litre also has a new head. It retains the four-valve layout of the earlier engine, but details have been altered to improve gas flow and lower emissions. Maximum power increases 7kW to 88kW.

Transmission options, with both engines, are five-speed manual or five-speed automatic. Gone is the excellent CVT (continuously variable transmission) auto of the previous Jazz. According to chief engineer Toshiyuki Harada, who worked on the new Jazz program, Honda believes CVT is best suited to slow-moving Tokyo traffic. The new five-speed auto delivers a sportier driving experience and comparable highway fuel consumption, he says. And most cars in the Jazz's class only have four-speed autos.

With automatic outselling manual in the previous Jazz, we picked a mid-level VTi auto for our first encounter with the new model. Most popular drivetrain plus most popular spec level, in one handy package.

From the Melbourne launch, the Jazz's nose was pointed north for a drive up the Hume to a Sydney appointment with a photographer. Cruise control would have been welcome (it's standard in the higher VTi-S spec), but the Honda proved perfectly able to handle a long highway trip. Refinement is surprisingly good, with especially low noise levels from the eager little engine. Ride comfort is better than acceptable. It's not large-car plush, but neither is it budget-car bouncy.

Most importantly, the Honda's front suspension delivers much improved directional stability at highway speeds. Front and rear, the new Jazz's chassis has the same basic suspension layouts as before: coil-spring strut and A-arm at the front, semi-independent torsion-beam rear axle with coil springs at the rear. The rear is carried over from the previous model, but a new A-arm design at the front delivers increased castor and trail. As well as improving directional stability, these changes also increase the steering's weight. A 50 percent increase in the capacity of the electric assistance system's motor keeps weighting consistent, too. If the steering had more feel, it would be quite good.

Around town, this isn't really an issue. Jazz's turning circle is tight, and visibility is excellent, key attributes on crowded city streets. While the engine's near-silent idle is impressive, the auto occasionally stumbles with an inappropriate selection or, when cold, a not-so-smooth shift. Finally, the Honda's low-speed ride isn't brilliant, with the rear end verging on harsh unless there's a decent load aboard.

While the Jazz returned 6.1L/100km on the 800km-plus highway leg of this test, city fuel consumption was 9.6L/100km. Much better than a large car, to be sure, but heavy for something the Jazz's size and with modern engine tech. And the trip computer, by the way, is misleadingly optimistic to the tune of at least 10 percent.

Considering the increases in size, Jazz hasn't put on that much weight - 45kg to 75kg, depending on model. Our VTi auto, for example, weighs 1115kg, or 65kg more than its first-gen equivalent.

At least some of the increase can be attributed to extra safety equipment. The VTi and VTi-S gain standard front-seat side and full-length side curtain airbags over the previous model. These are included in a $1000 option package in the GLi. Without them, the 1.3-litre base Jazz is priced the same as the models it replaces, and has the same pair of front airbags. The prices of all new VTi and VTi-S increase by a neat $1000. Our test VTi auto, for example, wears a price-tag of $21,490.

It's a premium price, but the new Jazz lacks one crucial item of premium safety equipment. There's no ESP - VSA, for vehicle stability assist, is Honda's nomenclature - available in any model. Engineer Toshiyuki Harada knows why. Honda R&D hasn't yet developed a calibration compatible with the five-speed automatic transmission. It's being worked on, and will be ready no later than 2011. Honda also needs to carry out Australia-specific tuning of VSA. It all takes time, he adds.

While this undoubtedly is true, it's obvious that Honda chose to prioritise work on the development of ESP calibrations for other markets - Europe, for example. While ESP isn't yet common in Jazz-class cars, Honda is a company that should be leading, not lagging.

Absent ESP and questionable city fuel consumption aside, there's not much to dislike about the second-gen Jazz. It's evolved and matured nicely, if predictably. And that's a trick that eludes many promising bands...

More research
Honda Jazz -- Carsales Network launch review: here

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