Japanese manufacturing is famed for its just-in-time approach, delivering components exactly when the assembly line needs it. Perhaps we can say the same for Honda’s product planning, delivering a zippy, innovative compact hatch just when car buyers demand it. Is the new Jazz good enough to lure buyers away from their beloved sedans?
Punters here will probably think of the Jazz as the City without a trunk. Well, the City happens to be a Jazz with a large trunk grafted on; that’s why the sedan looks odd in a futuristic sort of way. The City may have been launched here first, but it’s immediately apparent that the hatchback was the original, unmodified design. The car’s lines flow smoothly, from the short hood and sharply-raked windshield to the angular hatch. Details such as the blister-type headlamps, large door cutouts and mildly flared fenders hint at functionality combined with some sporting intentions.
The profile doesn’t seem as tall as the City’s, and the alloy wheels look properly proportioned versus the body. The dressed-up version, with its roof spoiler, side skirts and airdam, looks aggressive but still humorous, like an angry hamster. The effect is amplified further if you pick the red or Vivid Blue paint.
The Jazz uses only one instrument, the 1.3 i-DSI introduced in the City. This sohc 8-valve engine uses dual spark plugs with phased ignition to produce excellent low-end torque and adequate high-end power of 80 bhp. It doesn’t sing like a VTEC, but its low note is excellent, delivering peak torque at just 2800 rpm.
The manual gearbox offers short throws and a slick shift action, but the i-DSI is best matched with the CVT. The stepless automatic exploits the engine’s low-end grunt, usually keeping revs between 2000 and 3000 rpm. Pull on the shifter for the sport mode; that commands greater response by bumping up the revs. If you need even more passing power, a push of a steering wheel button engages the 7-speed mode, allowing the engine to rev up and down like a regular automatic. If you want to choose gears yourself, up- and downshift thumb buttons help entertain while slicing through traffic.
Carving down EDSA or twisting up mountainous roads, the Jazz feels nimble, with mild understeer and controlled body roll. The electric power steering is video-game light at parking-lot speeds, and firms up to the proper tightness on the highway. There’s not much road feel, but the effort feels just right. Vibration from rutted road surfaces does intrude into the cabin, but not to the extent that you’ll reach for an Advil. Sharp impacts are filtered out by the strut front suspension and H-shaped torsion beam at the rear.
As with the mechanical bits, familiarity breeds admiration as far as the interior is concerned. Driving position is spot on, with the steering wheel and gearshift positioned properly for a human being. Pedals, particularly the clutch for the manual, are slightly more vertical than usual, probably to clear up more space under the dashboard. One thing missing from the footwell is a dead pedal.
We’ve met the three large gauges before, but now they’re faced in silver as opposed to the City’s dark gray. Plastics are mix of hard and the textured soft-touch kind, in a pleasantly organized layout. The seats are also spiced up, by way of, we kid you not, “bun scrape protector” inserts (the gray, dotted fabric that’s supposedly kind to your behind). Storage compartments abound, from the dual-level glovebox; underdash tray; the empty space below the rear seats; cup, coin, card and cellphone holders; to the usual door and seatback pockets.
Cargo capacity of the hatch is 380 liters, diminished from the City’s sizeable 500. It’s still a useful space, its width sufficient to swallow a golf bag. Several of those can be stacked on top of the other. Where the Jazz beats a sedan is in the shape of the cargo space. Tall objects like folded-up baby strollers and furniture can be propped upright in the load bay. There’s minimal intrusion from the suspension, and under the low floor is a full-sized spare.
To increase the luggage space further, seats fold forward in a 70-30 split. With the rear seats down, the load space is a massive 1321 liters, enough to stow a couple of mountain bikes. There’s even a thoughtful lever mounted on the front seatbacks allowing you to slide the front seats forward; no need to remove the rear headrests. The seat bottoms also fold upward to provide a secondary load space within the passenger cabin, clear from floor to ceiling. Potted plants, surfboards, a pair of Labradors—the Jazz can ferry them all in one go.
There will be three versions of this little number: the plain A with manual gearbox, basic interior and exterior trim and 13-inch steel wheels, and the more upscale S with the ULT seats, additional shiny bits and 14-inch alloys. The S will come with either manual or CVT, and can be ordered with the airbag-ABS package. Our vote goes to the CVT with the safety package.
When the City was launched last year, it immediately set the standard as the most innovative, spacious, and fun-to-drive compact sedan. The Jazz adds a measure of cheeky good looks and versatility, albeit with a bit less luggage space. If you’re bored with sedans but want all their comfort and convenience, you’re in luck—a worthy alternative has arrived. Just in time, too.
By Jason K. Ang | Photos By Ulysses Ang
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