Buying a used Honda Jazz GE Series (2008-2014)

The sight of an early Honda Jazz with brand new 'P' plates taped to its windows and a youthful face at the wheel emphasises the on-going popularity of Honda's clever compact. Especially when owners can often be younger than the car.

The Jazz appeared here in 2002 and remains with us today in Generation Three form. Between these extremes of age sits the affordable and funky-looking GE Series Jazz, which was launched locally in 2008 and remained in the market until 2014.

The features that defined the updated Jazz and still play a role in its visual appeal are those massive headlamp pods. Longer and wider as it was, Honda's facelifted baby did a good job of masking the stretched wheelbase and track, and the revised front-suspension architecture. Uprated power steering was there to counter complaints about the original system, which didn't deliver driver information at the level expected in a car like the Jazz.

The GE series came in three models with two engines and a choice of five-speed manual or five-speed automatic transmission. Defying other manufacturers' movement towards Constantly Variable Transmission, Honda ditched its CVT in favour of a conventional auto.

This change was based around a belief that CVT was most effective in slow-moving city traffic and that buyers in the Jazz' numerous export markets preferred a more responsive automatic transmission with the option of paddle-shift control.

The fuel tank remained below the front seats, ensuring protection in a rear-end impact, more effective weight distribution and allowing the seats to be re-arranged in creative ways.

Engine capacity was unchanged but output increased. The basic 1.3-litre engine in post-2008 form delivered 73kW – a 12kW improvement on the previous version. Output from the 1.5-litre VTi rose from 81kW to 88kW.

As a five-speed manual the 1.3-litre GLi began at $16,990 before jumping to $19,990 for a basic VTi 1.5-litre and reaching $25,290 for the automatic VTi-S.

Even in basic GLi trim, the GE Jazz was loaded with features including power windows front and rear, air-conditioning, four-wheel disc brakes, remote locking and a decent stereo system. Those who wanted their compact car to feel like a luxury one needed to spend almost $10,000 more on a VTi-S with 16-inch alloy wheels, sports seats, a multi-function screen with remote controls and paddle shift control of the automatic transmission.

Safety features provided fuel for debate, essentially because Honda's congregation of engineering minds had failed in their attempts to devise a Vehicle Stability Control (VSC) system which would work with the Jazz' automatic transmission. Airbags were plentiful and ABS standard, however the absence of VSC limited the Jazz' ANCAP rating to four Stars from a possible five.

Expanding the range in 2010 and again in 2013 was the Limited Edition Jazz Vibe. This variant was loaded with VTi additions and priced to slot neatly between the VTi and GLi trim levels. For 2013 edition, Honda slashed the cost of an entry-level Vibe to $15,990 then added some value at the top end of the range with an auto-only Vibe-S.

At the very end of the GE's life-span Honda quite inexplicably brought in a batch of 1.3-litre Hybrids with CVT and 'loser' emblazoned down both sides. Well, not really, but they might as well have had it because sales were abysmal and resales are today worse than for a petrol-only GLi. When finalising its post-2013 Jazz range, Honda didn't persist with the Hybrid experiment.

The Jazz stands tall in a market crowded with around-town transport. Visibility in every direction is excellent, the car is compact yet roomy and turns easily in tight spots. Then there are the advanced engines that deliver snappy performance without draining the tank or bank account very fast at all.

Being the duck's nuts around town doesn't stop the Jazz from delivering over longer distances either. A typical urban test-drive won't give you much chance to experience the Honda's open-road prowess but try at least to find a freeway for a few minutes of 100km/h running.

People who participate in the peak-hour procession will generally prefer an automatic and that's fair enough. However, if you manage to regularly escape the urban grind, a manual is worth considering. The gearbox is light and positive with usable ratios and an apparently durable clutch. However you will work it and yourself harder in traffic.

With extra power, both versions of the GE Jazz got cracking from a standing start faster than previously, with the 1.5 manual making its way to 100km/h in under 10 seconds. In typical Honda fashion, peak engine torque arrived high in the rev-range, encouraging constant interaction with those nifty paddle shifters.

The first-Generation Jazz was lauded for excellent handling but let down by dull, electrically-assisted steering. Honda responded with an uprated system that delivered more feel at the straight-ahead and worked with new suspension to make the car feel more connected to the driver. It also reduced road shock coming through the leather-rimmed wheel.

Headroom remained excellent and taller occupants should have no trouble entering or exiting, even through the rear doors. Extra width added a little bit to shoulder room and all the car's fabled versatility remained.

The rear seats fold in a variety of configurations and the floor is low for easy loading. While luggage and flat-pack furniture ride comfortably in the back of a Jazz, human cargo might not do so well, with seat padding on the skimpy side.

Fuel economy figures range from 6.1L/100km for highway driving to around 8.8L/100km recorded in Urban running by an automatic. The tank holds 42 litres so a Jazz doing a mixture of city and suburban running should easily manage 500km between trips to the pump.

>> The Jazz is one of the models affected by the Takata airbag debacle. More than 4200 cars were recalled for bag replacement but 600 of those then needed the job repeated in 2017. Check the service history or call Honda Australia to make sure the Jazz you are looking to buy isn't potentially lethal.

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

>> Front brake pads typically last 30,000 kilometres and rotors 70-100,000km. Check the cost of brake and other routine repairs before buying a used Jazz.

>> Check for 'frosting' of the large headlamp covers which can cause the car to fail a roadworthy inspection. Kits are available to polish the covers, however complete new lighting units may be needed if the reflectors are dull or condensation is visible inside.