Honda Jazz VTi-S 2010 Review

Honda Jazz VTi-S

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 4.5/5.0
Safety: 2.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 3.5/5.0

About our ratings

In the lingo of Las Vegas, or even Brisvegas, the Honda Jazz could well be called the biggest little car in the west. And every other direction, too.

For package size and cabin capacity, the Jazz pushes the small-car envelope as far as the definition allows, and comes closest to emulating the Doctor's Tardis for dimensional deception. Indeed, from every angle, the Jazz is larger on the inside than it looks from the outside, and certainly cleverer and roomier than its peers in its seating and luggage arrangements.

For Jazz's encore, Honda developed the original theme while also stretching almost all the major dimensions. The wheelbase, for example, grew by 50mm, the overall length by 55mm, while the front and rear track widths spread by about 43mm. The overall width expanded by 20mm, and interior width by 30mm for noticeable increase in shoulder space.

In spite of the effective cabin length being slightly shorter than its predecessor, the extra width and deeper windows promote the impression of a cabin visibly even airier, comfortably even roomier than the previous one; and it was the class whopper.

On paper, the steering, suspension and brakes haven't changed so's you'd notice -- except for rear discs having replaced the former drums. Elsewhere, the steering is still electrically assisted rack and pinion, and the suspension again sees front struts and rear torsion beam system.

The apparent subtlety of the revisions and refinements belies their depth, but the improvements don't go unnoticed by anyone with prior Jazz experience. For example, by Jazz 1 standards, the Mk2 steering is almost a revelation. Much nicer all round.

The earlier system felt coarsely variable in tight turns especially, for the responsiveness of its electrically energised power-assistance lost something in the translation, and the weighting swung from noticeably hefty to fairly effortless within a quarter-turn or so. The revised steering keeps abreast of the driver's inputs with real-time immediacy in its response and comparatively linear consistency to its weighting.

Revised suspension springs, dampers and bushings mean the ride quality is both more disciplined and more absorbent than before. Where the previous model's ride was always a bit short and stiff-legged (fidgety across small bumps and often flustered by rough surfaces), its successor's ride has extra pliability allied with improved composure.

The handling benefits too. Where the superseded chassis was merely competent, its replacement has a new-found spring in its step and an equally unprecedented self-assurance in its stance.

Adroitly light and nimble on its feet, the Jazz wriggles easily through city and suburbs, while quite able to put some entertainment into the curvey bits too. Even with its relatively lofty build, the latterday Jazz feels securely planted on the road and imparts a sense of being able to hold its own when corners beckon. And because body roll is well contained, the Jazz avoids a sense of rolly-poly top-heaviness when switching direction.

Although the VTi-S's mechanical specification exceeds its stable-mates' only in alloy wheels and 185/55R16 tyres (versus their 175/65s on 15-inch steels), it's enough to make its roadholding, handling and steering turn-in a touch more responsive and precise.

Cornering brings inevitable bias towards understeer of course, but as a rule it isn't pronounced and the VTi-S follows its nose where pointed.

Punt the Jazz into turns really forcefully however, and the understeer become tyre-scrubbingly obvious as the front-end pushes outward and runs wide of the intended line. Especially in the wet. Whoops!

It's then you'd glad to have stability control work its magic to help maintain your desired heading. At least you would if it could, but in this case it's hypothetical because the Jazz still doesn't have, or even offer, a stability system. This means the Jazz scores only an 'average' on our safety mark-up.

That omission is also why the VTi-S and its siblings score only a 4-star safety rating in Oz despite having six airbags and other usual safety features, whereas Europe gets a stability-equipped 5-star version. That particular Jazz upgrade is said to be coming here this year, but hasn't arrived so far.

Comprehensively revised throughout for the gen-two Jazz, the 'new' 1.5-litre engine claims 88kW maximum power and 145Nm maximum torque, or a modest seven kW and two Nm more than the original. The extra engine performance helps offset the manual model's weight 50kg gain; the auto adds 10kg more.

However, revised gear ratios enable the manual to achieve the same 6.4L/100km consumption rating as its predecessor.

During our week's worth of mainly outer-Sydney-suburbs driving, the VTi-S managed a credible 6.9L/100km.

Complemented by the light and easy gearshift, the engine has a pleasantly willing character. Although it needs to be spinning quite briskly to sparkle, it's also amenably tractable and generally responsive throughout the low to middling rev range.

Engine noise gets a bit growly under hard acceleration, but otherwise remains reasonably quiet at urban speeds, only becoming noticeably busy as the speedo needle registers three-digit numbers.

Sure, on good roads the VTi-S is absolutely willing and able to run at 100-plus without mechanical objection or aggro. But the higher and more demanding the cruising speed, the more the Jazz's comfort zone frays around the edges; for the chassis and occupants alike.

So, while brisk open-road adventures may be fun, of sorts, they ultimately affirm that city and suburbs are small cars' happiest roaming grounds. Of course.

That point isn't lost on the VTi-S either, because its implied sportiness owes more to the window-dressing than any whiff of dynamic hot-hatchery. However, justification for the VTi-S's position (and price) amounts to more than just the sum of the 'sporty' body kit, alloy wheels, leathered steering wheel and cruise control. They add a tangible touch of pizazz to an already very driveable and outstandingly functional package.

The VTi-S doesn't lose anything for sharing many of its standard features with the VTi, and some with the GLi also. The height adjustable driver's seat, tilt'n'tele wheel and full-size spare, for example, are equally worthwhile regardless of model.

Same applies to the extraordinarily versatile 60/40 split rear seat which now folds flat without removing the headrests. Alternatively, its cushion can again be stood bolt upright to provide exceptionally tall luggage space behind the front seats. In that roo-like position the larger seat's under-belly reveals an A4-size lidded pocket, while the other side has two protruding bobbins for hanging shopping bags or whatever.

Unfortunately though, the former front passenger seatback's retractable curry/carry hook is a goner.

Also missing and missed, the previous roller-blind rear luggage cover. Now, when accessing the boot, one must learn (like Pavlov's dog) to avoid head-butting the hard cover's anti-social rear edge.

Still, apart from its few relatively minor omissions and errors (stability control excepted!) the VTi-S convincingly demonstrates why the second series Jazz is playing the urbanites' tune better than ever.

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