Honda Jazz 2008 Review

What we liked
>> New look
>> Better steering and suspension
>> Same versatility but more space

Not so much
>> No stability control until 2010
>> Auto isn't as frugal as CVT
>> Cruise and paddles only on VTi-S

Overall rating: 3.0/5.0
Engine/Drivetrain/Chassis: 3.0/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 2.5/5.0
Behind the wheel: 3.5/5.0
X-factor: 3.0/5.0

About our ratings

OVERVIEW
Already a sell-out success in its home market and the winner of Japan's 2007 Car of the Year gong, the new Honda Jazz is almost certain to be a hit Down Under.

With a history that dates back to 2002, the Jazz has been a strong sales performer locally. A mixture of tight pricing, good build quality, cheeky looks and larger-than-light-car interior space and amenity has made it a firm favourite of private buyers.

The new car seeks to build on the success of the first-gen Jazz with evolutionary styling and packaging. It's a smarter looking car that possesses a hint of Civic Type-R to its front-end styling, which goes a long way to diffusing its former 'toy car' looks. A new, wider stance also contributes and again the Jazz offers a degree of packaging practicality that is arguably unmatched in its class.

The second-generation Jazz hits the local market with the same three trim variants as the previous model (GLi, VTi and VTi-S) and a choice of five-speed manual or automatic transmissions in each case. The new auto model eschews the current Jazz's CVT transmission and though this means there's an increase in ADR81 tested fuel consumption on all models (see below), Honda claims 'real world' consumption is line-ball.

The maker says the trannie change is aimed at enhancing the drive experience of the Jazz. Honda's even equipped the five-speed auto with steering wheel paddles on the VTi-S -- a class first, it says. Indeed, improved dynamics were one of the key foci of the team that developed the new car.

Alas, Honda has fallen short in one key area with the new Jazz -- safety. While curtain airbags are offered standard on two of the three models, no Australian market (Thai-built) models are available with stability control -- even as an option. For an all-new car circa-2008, that's not good enough.

This is a worthwhile jump of 12kW and 8Nm from the twin-plug iDSI engine of the previous generation.

Combined fuel economy of the five-speed manual 1.3-litre model is 5.8L/100km (was 5.7) with the auto increasing 0.8L/100km to 6.6L/100km.

Standard equipment includes power windows (one-touch driver's glass) and mirrors, central locking (with immobiliser) and a single-disc four-speaker MP3-player compatible audio system with speed-sensitive volume control.

Instrumentation included a "multi-information display" which includes average fuel economy and estimated range displays, a speed alarm and a five-seat belt reminder when the optional Safety Pack is specified. (See SAFTEY below for more).

The GLi gets body-coloured mirrors and door handles, tilt and telescopic adjustable steering and a simplified HVAC system with standard aircon and a dust and pollen filter. There are no less than 10 cupholders in the Jazz's cabin, Honda proudly proclaims.

Heading up the ladder, both the midrange Jazz VTi and flagship VTi-S are powered by an all-new 1.5-litre SOHC 16-valve i-VTEC engine that has an output of 88kW (up 7kW) and 145Nm (up 2Nm).

Combined fuel economy is 6.4L/100km for the manual (up 0.4L/100km) and 6.7L/100km for the auto. This too is thirstier than the CVT-equipped 1.5-litre it replaces, which was rated at 6.1L/100km.

The VTi is priced from $19,170 ($21,490 auto) and adds steering wheel audio controls and minor trim items to the GLi's base specification. The main changes therefore are safety upgrades including side and curtain airbags as standard, and a security alarm system.

Both the VTi and GLi roll on 15-inch steel wheels with trim rings.

At the top of the Jazz tree is the more-aggressively styled VTi-S priced from $21,590 ($23,920 auto). In addition to 16-inch alloys, the VTi-S gets a unique Type-R style sports grille and more expressive front and rear bumpers (think Type-R shape and treatment also). Side skirts complete the 'sports' theme.

MECHANICAL
Both the 1.3 and 1.5-litre fours under the Jazz's abbreviated bonnet are new. The Euro IV-compliant 1.3-litre i-VTEC SOHC engine replaces the twin-spark i-DSI which was featured in the last-generation Jazz. The engine features a new intake design and bigger valves, and also gets a new automatic belt tensioner and chain cam drive.

The 1.3-litre is a four-valve per cylinder engine. Its i-VTEC system effectively idles one of the paired intake valves at low rpm to boost torque.

The all-new 1.5-litre in the VTi and VTi-S Jazz is also a SOHC design with a four-valve per cylinder head, but features Honda's high-low version of i-VTEC. In contrast to the 1.3, this system actuates both inlet valves at all revs but increases their lift and duration at high rpms to improve top-end power.

Two means to the same end -- a wider spread of power and torque with low emissions and good fuel economy.

The 1.5 also features a number of top-line technologies including resonator-style variable length intake manifold. This ensures that torque is boosted in the midrange.

The exhaust manifold and cylinder-head are integrated. This improves gas flow and also reduces 'light off' time for the catalytic converter which in turn reduces emissions on start up and has positive effects on fuel economy in high load conditions.

The other major drivetrain change in the new-generation Jazz is the move from a CVT to conventional epicyclic automatic transmission. Claimed to be the first five-speed automatic transmission in the Light car class, the transmission features active lock-up control to aid fuel economy and reduce the 'slur' many small car autos exhibit.

Paddle-shifts are fitted standard on the VTi-S only. These operate in the same manner as those fitted to the latest Accord Euro. When the transmission is in S (sport) mode they give full manual control. If the driver operates the paddles while the transmission is in D (drive), the transmission will change as directed but then reverts to normal auto mode after a predetermined period.

Carried over from the last generation is the Jazz's suspension layout -- MacPherson strut up front and a H-shaped torsion beam rear. Geometry refinements at the pointy end plus larger bushes deliver better handling, straightline stability and a more supple ride, says Honda. At the rear changes including longer trailing arms, and tuning of the amount of roll steer and roll camber deliver more consistent handling and have ride quality benefits.

The Jazz gets a revised electric power steering system which claims to deliver more direct, "crisp" steering.

Unlike many cars in this class, Jazz now features four-wheel disc brakes on all model variants. The rears are now solid, non-vented rotors (were drums) and the front ventilated discs are larger than those fitted to the outgoing model.

PACKAGING
Jazz fans will celebrate the retention of the original car's two-box, five-door mini-MPV proportions, centre-mounted fuel cell (located under the front seats) and the retention of the car's clever, flat folding 60:40 split-fold second row.

Around those key elements Honda has built a car that's longer (55mm) and wider (20mm) car, but no higher -- one that delivers more space to the occupants of both rows, thanks to a 50mm longer wheelbase and a cabin width increase of 30mm.

Honda claims rear kneeroom has been boosted 40mm and there is more footwell space up front. The effective cabin width has been boosted to yield more than 40mm increase in shoulder room front and rear.

In the evolution to Jazz v2.0, the front screen has been pushed forward 120mm and the quarter lights increased threefold in area. A-pillars that are 20mm thinner and uncoupled external mirrors help increase visibility, the maker claims with some justification. Rear sight lines are improved by headrests that slide into the rear seatback.

There's no shortage of storage with twin gloveboxes and the abovementioned 10 cupholders.

Luggage capacity is claimed at 337 litres with the rear seats in place, and 848 litres with them stowed. Checking our specifications of the outgoing model, that appears to be a significant decrease -- from 380 and 1323 litres respectively... The difference is the measuring standard. The new litreage as quoted is measured to the window line of the new car. We can't quote you a corresponding statistic from the old Jazz, so you'll have to take our word for it -- there's more space…

The new car is heavier -- around 50kg depending on variant, according to our sums -- but Honda R&D claims the bigger, stronger and stiffer body-in-white that delivers "five-star" crash performance weighs the same as the outgoing model.

Assistant chief engineer on the program, Toshiyuki Harada, says less than 10 per cent of the new Jazz's parts are carried over. Those that are "would be considered at a nut and bolt level", he claims.

Inside there are retrimmed, redesigned and more comfortable seats (front and back) and a leather steering wheel. The up-spec auto versions get a driver's armrest.

Cruise control is also standard on both VTi-S variants -- the only Jazz to get what has become (in these days of speed cameras) almost a 'must-have'.

Honda says the low rear load height of the Jazz is a plus. "Thinking of those times when heavy luggage needs to be loaded and unloaded, the height of the opening to the hatch is set just 605 mm from the ground," it says.

And another plus for those with infirmed, infant, or just plain intemperate, passengers are the extra wide opening rear doors. Honda claims the rear doors now open "to a wide 80-degree angle, providing even easier access for passengers and facilitating the loading and unloading of luggage."

SAFETY
It should be noted Honda's "five-star levels" safety claim (see PACKAGING above) relates to Honda's own testing -- not any crash testing by ANCAP or EuroNCAP. As the Jazz does not offer stability control -- even as an option -- the car is ineligible to score the crash labs' top rating Down Under.

Honda Australia sources say stability control will not come to Jazz Down Under until 2010. This is disappointing given some Japanese and European variants of the Fit (the Japanese and US model name for the Jazz) already feature this important safety system.

As we noted in our intro, this is unacceptable circa-2008 and contrasts with brands like Mazda and Hyundai which already offer stability control on Mazda 2 and Getz.

Honda says its G-Force Control Technology has been used in the design of the Jazz to help it in real world crash conditions including interaction with larger vehicles. It claims the G-CON body design absorbs and then channels crash forces in a manner to reduce injury to occupants.

Two of the three trim levels offered in Australia (VTi and VTi-S) feature six airbags (front, side and curtain) as standard, and all models get antilock brakes. It's the base GLi model that comes with front driver and passenger bags only. An optional Safety Kit ($1000) adds side and curtain bags plus a multi-function display which includes a speed alarm, trip computer and seatbelt reminders for all passenger positions.

Some mention should be made of the excellent all-round vision the Jazz affords its driver. This is a key issue of active safety.

COMPETITORS
VFACTS lists no less than 15 other vehicle in the <$25K Light car segment -- models from 13 other manufacturers. And that's before you consider that Jazz rivals some Small car models in terms of space, and can therefore count some of those as competing for the same customers' dollars.

In practice the key Jazz competitors, in order of sales supremacy, are Yaris, Getz, Mazda2 and Swift. The latest of theses models, the Mazda2 is doing great business and will be the Jazz's toughest competitor for private buyers' cash in the short term.

As noted above, the Jazz does punch above its weight in terms of interior accommodation. The new sporty exterior will also help attract more buyers to the Honda fold. Look out, however, in the medium term for Ford's new Fiesta (more here) and Hyundai's i20 Getz replacement to give the burgeoning segment even more impetus.

Interestingly the car that goes closest to matching the Jazz in terms of packaging is Mitsubishi's largely unsung Colt. We're fans of the little Mitsu, but can confidently say overall the Honda more than has its measure with the latest Jazz.

ON THE ROAD
Honda's launch of the new Jazz range included a short urban loop around bayside Melbourne. It was enough to get a taste of the car, but far from a real evaluation.

First impressions are the car is more wieldy than the Jazz it replaces and the steering is a marked improvement on the relatively lifeless tiller of the last car. Thanks to new electric power steering hardware, the new Jazz can be placed with accuracy and the steering, while meatier than most Light cars' featherweight wheels, is a far cry from the wooden lump of the last generation.

Improved too is ride quality. A touch more wheelbase helps, but the suspension settings are better resolved. Honda engineers have been able to inject a fair degree of sportiness into the overall delivery.

In the urban road conditions and surfaces we experienced, the car is also significantly quieter than the outgoing model.

Vision is a strong point in the urban environment and the seats -- as advertised -- are more commodious. It'll take a longer drive to comment on their effectiveness however.

The rear seats are fine for two adults or three kids (the rear bench has been widened) and the extra legroom is appreciable. We tumbled the rear seats and checked out the full luggage toting capacity of the Jazz. It's a veritable mini-van when it needs to be!

Unable to drive a 1.3-litre Jazz at the launch, we were limited to the 1.5-litre models in both manual and auto versions.

As you'd expect from Honda, the manual is a fuss-free box and its lower ratios are well matched to the engine for round town use. If this was our runabout though we'd probably go the lazy way and opt for the autobox. It works well with the paddles in the VTi-S variant and there's enough go with the 1.5 to ensure it's not caught flat-footed.

Honda's drive program included an economy run component so the consumption figures we achieved on the launch drive should be at the most abstemious end of 'normal' use.

Driving the 1.5-litre models only, the writer logged 5.9L/100km for the auto and 4.3 for the manual. It must be said the latter included some real economy-focussed practices -- like coasting almost the entire downhill length of the Bolte Bridge and Footscray Road offramp!

Economy run silliness aside, the Jazz proved to be one of the most attractive Light car drives of recent times for this tester. It's not perfect, and we're deeply disappointed Honda has short-changed Aussie buyers on the stability control front, but it has an engaging quality that is rare in this segment.

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