- Doors and Seats
5 doors, 5 seats
- Engine
1.5i, 4 cyl.
- Engine Power
88kW, 145Nm
- Fuel
Petrol (91) 6.4L/100KM
- Manufacturer
FWD
- Transmission
Manual
- Warranty
3 Yr, 100000 KMs
- Ancap Safety
NA
Honda Jazz
Given the rising cost of petrol, it probably won't surprise many people to learn sales of city cars (or "light" cars as the industry defines them) are growing at twice the rate of the new-vehicle market.
Indeed, light cars now account for one in five new passenger vehicles sold - and are the second-biggest category behind small cars (Toyota Corolla-sized vehicles). They even outsell the old favourites, the Holden Commodore and Ford Falcon.
There are 22 cars to choose from in this hotly contested class but a few weeks ago we tested what we regarded as the top four (Toyota Yaris, Mazda2, Suzuki Swift and Honda Jazz). It was a timely reminder of just how capable these little cars are.
A second-generation Jazz went on sale last month. It is new from the ground up, even though it looks a lot like its predecessor.
The new Jazz range starts from $15,990 for the 1.3-litre manual but we tested the most popular choice among buyers, the base 1.5-litre automatic. Its price is a not-so-basic $21,490 - that's Toyota Corolla money - but among its rivals it has the most power, the most standard equipment and is the roomiest car in its class by a comfortable margin.
Other brands make curtain airbags optional on cars in this class but they are standard on this Jazz variant and the dearer flagship version (they're still a $1000 option on the cheaper 1.3). This means buyers of the 1.5-litre models who want optimum side-impact protection aren't left waiting up to three months for a special order, as is often the case for cars in this class.
The downside to the Jazz's otherwise impressive safety story? The car is yet to get stability control - which can prevent a skid in a corner - but it will become standard in about a year.
When the new Jazz went on sale it made headlines for this. We wish it had stability control from the get-go but it is worth noting only one main rival currently has it as an option. Furthermore, incredibly, some rivals don't even have anti-lock brakes, which have been around for 30 years and became compulsory in Europe in 2005.
Last month Holden updated the Korean-built Barina and fitted seat-mounted side airbags as standard but it still charges $1000 for anti-lock brakes.
But back to the Jazz. The new model has grown in every dimension compared with its predecessor and it has by far the roomiest rear seat (knee room almost rivals that of a Ford Falcon, according to our tape measure). Thanks to its clever folding rear seat, which stows flat into the floor, it also has by far the most cavernous cargo space. There's one metre of space between the stowed seat and the roof - it's huge. Incredibly, despite the low floor and low load height, Honda has managed to fit a full-sized spare in the boot. Top marks for that.
As always, the Honda's cabin controls impress with their clear layout, simple functionality and modern look. The plastic on the dashboard and door panels, however, looks a bit cheap; Honda has put a fabric insert on the top edge of all four doors so you don't get sore elbows.
Cabin storage is excellent, with a twin-lid glovebox and plenty of pockets and drink holders. As with other cars, the door pulls double as a pocket for a phone or coins.
Map lights and a light in the middle of the roof are standard on this model, as are steering wheel audio controls. The driver also gets a one-press auto up and down power window switch (the Mazda2 also has this feature; most others are auto down only).
Forward vision is excellent thanks to the van-like windscreen and front quarter windows, and the over-shoulder view is also good thanks to the convex side mirrors. Rear three-quarter vision when parking is obscured a little by smallish side windows.
The previous Jazz was criticised for having too-light steering and too-soft suspension. The new model has good steering feel and suspension that deals better with bumps, although it is a little on the loud side.
The engine has more power than its rivals and the Jazz is the only car in its class with a five-speed auto - but there is more to this than raw numbers. Around town, you need to push the throttle a little further to get the most out of the engine and, even then, the power is near the top of the rev range.
The Jazz is a bit noisy (engine and, depending on the road surface, tyres) but no cars in this case are exactly hush quiet.
Unsurprisingly, it gets noisier as the revs rise, which is often if you want to get moving. You need to rev the new Jazz a little more than before because the new model has also put on 45 kilograms, making it the heaviest among its peers. This has blunted fuel economy, too. The previous Jazz was a fuel miser but the consumption of the new model has lost this advantage and is now on par with its rivals.
We averaged about 10 litres/100km around town and about 7L/100km on the open road. Over three refills, the onboard trip computer was optimistic about how much fuel the car used. It under-called consumption by between 10 per cent and 12 per cent. An example: it said we used 5.8L/100km but we actually used 6.5L/100km. We find this odd. Surely the car can measure exactly how much fuel it's using.
Because of the Jazz's price and relative thirst for fuel (it's gone from best in class to average) it was ranked fourth in our recent four-car test. But that does not mean it is a bad car. Fourth out of a field of 22 cars is no bad effort and, to be frank, when you get to the final four the choice boils down to personal preference.
We're yet to test the 1.3 auto Jazz but I reckon it might be the pick of the Jazz range. By the time you add the $1000 safety pack (bringing the price to $18,990 plus on-roads) it is still line-ball with its peers and yet has more standard equipment. The only question mark lies over performance and economy. Often smaller engines can use more fuel (despite what the rating label says) because they have to work harder to keep things moving.
So, here's the deal. If you want a tiny car with a lot of space and don't mind paying $2000 over the odds for the 1.5 model, we'd recommend a Jazz. But before you sign on the dotted line, it would be worth taking a 1.3 auto for a spin. Just be sure to order one with curtain airbags and be prepared to wait up to three months while it gets delivered from the factory in Thailand.
The extra $1000 could save your life. Front airbags can protect you in the kind of crash that you might have some control over but curtain airbags will better protect you from idiots who run through red lights and stop signs.
Plus, if more customers take up the option, hopefully Honda will make it standard on the base model as well.