New Honda Jazz review, test drive

What is it like to drive?

The big news is that the Jazz will now be available with a diesel engine. The diesel engine is the same 1.5-litre i-DTEC engine you’d find on the Amaze and City. Peak power is 98.6bhp at 3600rpm and peak torque is 20.3kgm at 1750rpm. The engine comes mated to a six-speed manual gearbox that helps this version of the Jazz deliver a class best ARAI-tested fuel economy of 27.3kpl!  

On first acquaintance, the engine does seem to run marginally quieter than it does in the City. However, drive on and you’ll find the cabin is still never free from that coarse, industrial noise from under the bonnet. Unsurprisingly, performance is also much in line with what we’ve experienced from this engine on the City and Amaze. Good driveability is the highlight here with the engine offering its best in a very accessible 1500-2500rpm. Correspondingly, you can get by in traffic without the need to work the gearbox all that much. Gearshifts are positive and the clutch, though a touch springy in action, is easy enough to operate.

Highway cruising ability is good too but the diesel Jazz offers little to excite. The engine isn’t particularly punchy nor is it quick revving. In fact, it’s best to short shift because there’s little gained by holding out till the 4000rpm rev limiter. This is a car that’s best driven in a relaxed manner.

Those looking for performance will be better off going for the 1.2 i-VTEC petrol engine with the manual gearbox – the sole engine-gearbox option the last Jazz could be had with. The engine produces 89bhp and 11.2kgm, both figures that are par for the course. Bottom-end responses aren’t the liveliest here but the engine does get into the flow of things by 2500rpm. Mid-range performance is good, but if you do choose to press on, you’ll love the steady and strong build of power all the way to the 6800rpm limiter. Stretching the engine also has it, quite literally, make all the right noises. The slick-shifting five-speed manual gearbox and well-weighted clutch only add to the fun.

But for those who’d like to do away with the bother of modulating the clutch altogether, Honda will also offer the petrol engine mated to a continuously variable transmission (CVT). We drove the petrol automatic Jazz and found it quite suited to average city driving. The gearbox responds well enough to mild changes in throttle and works to keep the engine running at its quietest and efficient best. But mash down on the throttle and the ‘rubber band effect’ CVT gearboxes are known for comes to the fore – the rise in revs isn’t matched by an equally swift rise in speed. The engine sounds strained at this point and more often than not, you’ll back off and let the engine get back to its comfort zone in the mid-range.

What’s impressive is that there are paddle shifters to let you take greater charge of things. There are seven ‘ratios’ you can shuffle between and the good thing is the system is quick to respond to tugs at the paddles. In manual mode, you can rev the engine to about 6000rpm before the electronics will upshift. Still, this engine-gearbox combo isn’t what you’d call sporty.

That’s something to say about the dynamics too. The steering offers good enough feel but handling on the whole is best described as safe and predictable. Typical buyers will like the Jazz more for how easy it is to twirl the steering and the fairly tight turning circle. Ride quality is also good for this class of car. The Jazz goes over bumps and potholes well but does get caught out by sharper edges every once in a while. There is a hint of firmness to the suspension but the positive is high speed stability is good.