Buying a used Honda Jazz (2002-2008)

The cute and compact Jazz did just as its name suggested to a market segment dominated by fairly drab vehicles. Mechanically, the Honda which appeared in October 2002 was nothing special, but innovative packaging and distinctive looks attracted buyers. Within three years and despite a price penalty against the dominant Toyota Yaris and Hyundai Getz, Jazz sales had reached 9000 cars annually and strong resale values confirmed to owners that they had made the right choice.

HISTORY
The Jazz, with its cartoon-inspired advertising campaign, was clearly aimed at young urban professionals who wanted uncomplicated transport and the quality that was inherent to Honda products.

However, behind the distinctive styling and cheeky persona was some incredibly thoughtful design that made this compact five-door one of the most practical models in our market.

Mounting the fuel tank beneath and not behind the passenger space ensured not only greater safety in a rear-end impact but provided a flatter, lower rear floor. With it came the ability to blend passenger and load-carrying in a range of inventive ways.

Early cars came with 1.3-litre engines and the choice of five-speed manual or constantly-variable (CVT) automatic transmissions that delivered smooth power transmission and outstanding economy for a self-shifter. The 1.3-litre manual cars could reportedly reach 4.8L/100km in highway running and 7L/100km under urban commuting conditions, with the CVT only 10 per cent less frugal.

Those who needed more power while sustaining minimal penalties at the petrol pump could choose a 1.5-litre VTi model with variable valve timing helping it deliver 81kW at a lowish 6300rpm. Transmission options were as for the 1.3 car.

To discover, without lifting the bonnet, which engine is fitted to a Jazz you need to check whether the rear badge incorporates a blue (VTi) or red (GLi) dot.

As a five-speed manual, the 1.3-litre GLi began at $16,990 before jumping to $19,990 for the basic VTi 1.5-litre and topping out at $24,790 if you chose a VTi-S with CVT.

Safety and comfort concerns were more than adequately addressed, with all versions offering dual air-bags, ABS, air-conditioning, electric windows and central locking plus a decent sound system.

The ‘S’ versions of the 1.5-litre VTi were distinguished by alloy wheels and a body-kit with rear-window shroud. Other upgrades included a leather-rim steering wheel, fog-lights and uprated seating. During 2005 Honda offered a brightly-coloured Vibe version for the same price as a standard VTi.

 A 2004 upgrade altered the front and rear lights, brought a new grille and the first in a series of price reductions. Building Australian-spec cars in Thailand rather than Japan delivered savings that could be passed to consumers without any apparent diminution of quality.

Initially, the entry-level 1.3 manual dropped to $15,990 and, by 2008, CVT versions of the VTi-S were down to less than $23,000. Among the cosmetic changes to post-2005 models were LED tail lights which, on VTi-S cars, had a ‘smoked’ appearance.

ON THE ROAD
Honda’s small engines generally deliver excellent power and 81kW from a relatively-basic 1.5-litre was sufficient to match the Mazda 2 and Toyota Echo Sportivo.

With only 61kW to move a tonne of car, the GLi struggled a bit; especially when fully loaded or faced with some steep hills.

The CVT might feel a little strange to begin with, slipping so smoothly between its seven notional ‘ratios’ that the only way to sometimes pick an upshift is by watching the tachometer.

Using the column-mounted ‘paddle’ shifts helps involve the driver and might help if a lower ratio is needed in a hurry. For the most part, Honda’s CVT is a pretty clever device that responds well to throttle input.

Standing-start acceleration tests took the five-speed VTi to 100km/h in around 11 seconds but mid-range acceleration was pretty sluggish. Low gearing means the manual will be registering 3500rpm when cruising at 110km/h, but good insulation means it isn’t an overly noisy car.  

Around town, handling was excellent and let down only by electrically-assisted steering that was lacking in feel. Fitting wider, lower-profile tyres can help there, but at the price of harming ride quality that’s already marginal. If you live in or travel frequently to a rural area, a Jazz may not be the best choice.

From the driver’s seat the Jazz doesn’t feel at all like a small car. You are conscious of just how much space is available and even tall people should have no trouble entering or exiting the front seats or finding a comfortable driving position. Big windows and minimal body overhangs make the Jazz very easy to park.

The car’s most intriguing design features, however, occupy the space behind the front seats. With its fuel tank not creating an obstacle and compact beam-axle suspension, the floor is low-slung and flat. The seats can be folded in a variety of ways to accommodate surprisingly large objects or share the space between people and luggage.

Those in the rear had to rough it to a degree; the split-fold back seat was thin on padding and with oddly-designed head restraints. Stiff springing and unyielding shock absorption also mean a jolting ride when confronted with a roughish stretch of road.

Standard stuff is plentiful, no matter which Jazz version you choose. However, the 1.3-litre cars lacked standard air-con and with all of that heat-transmitting glass, it’s an option that will be essential in most parts of Australia.   

Side air-bags didn’t arrive until 2008 but early Jazz models managed a four-star safety rating -- still acceptable for a car of this size and price.

Fuel economy figures range from below 6L/100km for highway-driving to around 8L/100km in a CVT subjected to constant city traffic. The tank holds 42 litres so a city-bound Jazz should easily manage 500 km between trips to the pump.

>> Residues in cars not properly serviced by previous owners can block oil-ways, promoting camshaft and valve train wear. Services are due every 10,000 kilometres but cars that travel shorter distances require six-monthly changes. Listen for ticking or tapping from the top of the engine on start-up. A light rattle may mean the cam-chain needs adjustment.

>> Rear wheel-bearing noise in early cars. Most will have had them replaced at 80-120,000 kilometres so check the service records. If not, test drive with the radio off and windows open to check for a constant-speed rumble.

>> The 1.3-litre cars have eight iridium spark plugs that should be replaced every 100,000 kilometres or earlier if the engine has an intermittent misfire. This condition can also be due to a failing coil pack that supplies spark to the engine.

>> Front brake pads typically last 30,000km and rotors up to 70,000km. Check the cost of brake and other routine repairs before buying a used Jazz.

>> Electrical flaws are not normally a Honda problem but recalls during 2011 involved 2005-07 models for replacement of a power-window switch that could overheat, and 2002-05 models for a headlight wiring problem. Check for ‘frosting’ of the large headlamp covers which can fail a roadworthy inspection.

ALSO CONSIDER: Toyota Yaris, Mazda 2, Volkswagen Polo