Given how people regard light cars as
conveyance rather than products that will bring them enjoyment, it's gratifying
to find the occasional offering that thrills.
Honda introduced its Jazz to the world in
2002 and it was an immediate hit, offering compact car interior and luggage
space in a light car exterior. Fast it wasn't, but no other competitor could
offer such practicality, and the rear 'Magic' seat was indeed that. The second
generation added refinement and also a hybrid version which was pretty cool.
As the old saying goes, third time's a
charm, and indeed this new Jazz is charming. It maintains its pod-like shape
for space reasons but is more aggressively styled, especially in the
whimsically named RS variants. That said, Jazz RS makes a play at being the
stroppiest light car on the market, and anyone thinking of a Swift Sport should
also consider this. There are three RS versions, each available with a
six-speed manual or CVT.
RS
variants look stroppier, go harder than base Jazz S
All are powered by an up-to-the-minute
1.5-litre i-VTEC engine, but there's also an entry-level variant for $23,700,
known as Jazz S, and this kicks things off using an Atkinson cycle 1.3-litre
engine. Potent? No, at 73kW and 119Nm, but it runs on 91 unleaded-actually,
they all do - and comes hooked up to a CVT transmission only. Honda didn't have
any to drive on launch day, but we got to check out the RS line-up.
Visuals aside, the body hasn't grown
significantly, differing by only a few mm, but the instruments and dash are
transformed while the practical aspects of the interior are enhanced. And the
1.5-litre engine is simply a ripper.
Honda has managed to eradicate 55kg of
unnecessary weight from the Jazz to get the best from its more powerful engine
(+9kW) and to enhance fuel economy by 20 per cent; the manual is rated at 5.3L/
100km and the CVT at 5.4. Jazz economy also benefits from stop/start
technology.
Cabin
ambience gets another lift this time around
The engine is the best naturally aspirated
unit in its class. Right out of the box, the 1.5 Sport was easing along the
motorway with the trip computer showing 20km/L (5.0L/100km). That's direct
injection and fully variable valve timing for you. At town speeds it is flexible
enough to loaf around in sixth, and out of town it starts to perk up around
3,000rpm, is flexing its pipis by 4,000rpm. Sign off is at 7,000rpm, though
it's quickest from 4,500-6,500rpm. Most will be thrilled with how it goes on
the open road from 3,500-4,500rpm; the six speeder is close ratio so there's a
gear for any overtaking scenario.
The story is the same for the CVT. The
torque converter is new, and an S lever position doubles revs from 2,000 to
4,000rpm at open road speeds, so the engine is right on the case for
overtaking. Or you can use the paddle shifters instead. Either way, this feels
as snappy and vibrant as the manual.
Magic
seats in the rear really make the best of the available space
The original Jazz wasn't at home in rural
running. The follow-up was better but this takes talent a further step ahead.
Shut your eyes and you could be in a compact class car. There's as much
interior space- more than before even - and the ride is surprisingly
accommodating, especially in view of the dynamic improvements.
The significant weight reduction pays
dividends, not only for performance and economy, but also for handling.
Underpinning Jazz is a beefed up chassis with stronger suspension mounting
points that improve lateral stiffness. Also reconfigured is the electric power
steering system, and the suspension, the RS variants getting stiffer sway bars.
Changes to roll centres are said to enhance both handling and stability, as
does increased resistance to roll. The body now utilizes 55 per cent high strength
steels, so is 20kg lighter and also significantly stiffer. Braked towing weight
rises by 400kg to 1,200kg.
With
the rear seats folded down they lay completely flat to extend the already
commodious boot
Driving the new Jazz 1.5 is big fun. In
town, it pootles easily, and visibility is first rate. Dials are big, easy to
read, and most minor functions are controlled by touch screen. Working in the
background on RS models is City Brake Active, auto braking to prevent low speed
collisions.
Out in the country, it boogies. No longer
do you have to wring the engine out and it also sounds sporty. Kick on and the
decent rubber and newfound rigidity ensure Jazz hangs in on comers without
surrendering to understeer. No squealing, no ESP intervention, just grip and
go.
The
engine is the best naturally aspirated unit in its class
The sweet spot is the RS manual at $25,500
or CVT at $26,900; you choose; Sport ($27,000/$28,400) and Mugen
($29,500/$30,900) only differ cosmetically. The Mugen has a sports body kit but
also gets 17-inch alloys with lower profile rubber. It turns with even more
enthusiasm than the base RS variants.
We've always liked Jazz, particularly its
practicality but it was too expensive for a time. Now performance and dynamics
are both improved, as is pricing that's line-ball with other decent contenders
in the sector. Sales of 50 per month don't seem at all unfeasible, especially
with a five-year warranty. Just don't try getting them for less than RRP; the
no haggle price promise remains in force.
