Honda will launch the much-awaited new Jazz in our market around June 2015. The Jazz will be powered by a 1.5-litre diesel engine mated to a manual gearbox and a 1.2-litre petrol, equipped with a manual and a CVT automatic option. This CVT gearbox will be the same unit that does duty in the Honda City sedan.
While Honda’s smaller Brio hatch comes with a five-speed automatic, the Jazz will use the CVT belt-and-pulley job from the City. Whereas CVTs are good for fuel economy due to a high final drive ratio, they are not that nice to drive. This is particularly true at low speeds, where the poor responses from the gearbox only slow reactions down.
Honda has solved this problem by introducing a compact and slender torque converter on this gearbox. This is the reason why driving the City at low and medium speeds is not really a problem. The torque converter keeps sending torque to the car, even at low and medium revs and as a result, engine responsiveness is good. Famous for its brilliant packaging and massive cabin space, the Jazz is a global bestseller for Honda. And because it is assembled here this time around, with engines manufactured here as well, Honda will be able to price the Jazz competitively.
As for the petrol version of the India-bound car, its 87bhp, four-cylinder, i-VTEC engine is no stranger to the Jazz and in fact was the sole engine on offer on the previous version sold in India. We know it to be a peppy performer that’s quite happy to rev hard, so it should suit the Jazz nicely. It will come with a five-speed manual and there could be an automatic as well. At present, Honda sells the Amaze and Brio with a five-speed torque converter unit in India, though the Jazz models abroad are available with a continuously variable transmission (CVT) too.
Speaking of which, the CVT on the 1.3 Jazz I’m driving works well enough through traffic. Sure, on occasions when I do press the accelerator hard, the revs rise a lot before a corresponding rise in road speed but the paddle shifters allow me to select a ‘ratio’ on the seven-step CVT to drive it like a more conventional automatic. On its own, the system strives to keep revs low with the engine at its efficient and quietest best. So much so that good refinement is a key takeaway of the in-town drive. The Jazz cuts outside noise well and even the engine runs very quiet. Hopefully, these are traits that are part of the Indian Jazz as well.
The coarse and industrial-sounding 1.5 diesel engine in particular will need all the sound deadening it can get.the Jazz pitch a bit. Stability, though, is good and even at (whisper it) speeds above 100kph, the Jazz feels planted. Over fast and slow lane changes, the electric power steering seems adequately weighted too.this is not an engaging driver’s car. The steering, for one, feels a tad slow. You just don’t get that sense of connection you would in a Swift, Punto or even Polo. There’s also plenty of body roll which just hurts the driving experience further. But comfy on the large, if slightly flat, driver’s seat, I’m in no hurry to jump out. The cabin feels familiar largely due to the fact that there are a lot of bits in here that link the Jazz to the City sedan. The chunky steering, the instruments and the basic layout of the centre console are all very similar. There are a number of generous cubbys for storing small items too. Overall quality is also pretty much the same with hard but seemingly long-lasting plastics in use throughout the cabin.
However, with the City’s cabin in one hand, I’m able to note the differences. The Jazz’s asymmetrical dashboard extends further forwards towards the windscreen, the portion above the glovebox is more layered (there’s no secondary compartment like the old Jazz either), there’s a cupholder at the driver’s end of the dash (like the old Jazz) and there are generally fewer silver plastics all around. Jazz models in most international markets, like the one pictured here, also get a 7-inch touchscreen, but top-end variants of the Indian version will, in all probability, use the City’s 5-inch unit. Honda has learnt the hard way that Indian buyers like features and so is likely to sell the Jazz in fairly loaded form. That said, the Jazz will be different to the City in its use of manual controls for the air-con system. It’s not a negative really, because the knurled knobs are large and fall very easily to hand. Still, it’s a pity the recirculation control is of the outdated slider type. A more pertinent issue, though, is visibility past the thick A-pillar. The blind spot easily hides large vehicles and is bound to be a problem at crossroads.
Otherwise, visibility is good, be it out of the front or the rear windscreens. Even in the back, the large windows allow lots of light in and make the cabin look larger than it already is. Like before, Honda has really aced packaging here to come up with something that could humble many larger mid-size sedans on rear seat space. The new Jazz’s extra 30mm of wheelbase seem to have been completely used in creating even more space in the back. It’s a car you can easily sit cross-legged in, there’s that much legroom. Headroom is fantastic as well and there’s also sufficient width to seat three abreast.
Unfortunately, the middle row seat is hard and not all that comfortable.
The other two occupants might find their well-cushioned seats slightly short on thigh support, but will like the gentle upward slope of the floor that serves as a natural footrest. The last bit is on account of the Jazz placing its relatively small 40-litre fuel tank under the front seats rather than in the traditional position under the rear seats. The main positive of this setup is that it makes the Jazz as flexible as a seasoned yogi. Here’s how it does that.
And that’s pretty much the essence of the Jazz. It’s a car that puts practicality and ease of use above all else. While not the most exciting car to drive, it is easy to live with and brilliantly versatile. A spacious cabin and good all-round comfort are other key elements of the package. Also expect it to be a lot better equipped this time around. The other big thing to expect is a more competitive price tag. Honda will launch the Jazz with a relatively high level of local content and correspondingly is expected to price it closer to rivals such as the VW Polo and Hyundai i20. If anything, a good price tag will only add more desirability to Honda’s substance-rich hatchback. The new Jazz comes in mid-2015 and if you can hold out on your premium hatchback purchase, it very certainly is worth the wait.
