The CVT is not the slightest peculiarities of this small city that does nothing like the others. The Honda Jazz brings some freshness to that niche. Is she rewarded?
Green ? Good ! Bleu? Not good !
On either side of the speedometer, colored LEDs indicate the driver of
the new Jazz if it leads to environmentally responsible manner. To score points, only one solution: be gentle on the accelerator pedal, which is not always easy, we'll talk a little further.
Eco-responsible: the watchword of mobility so 2016!
And for this, the Honda Jazz could have adopted well-known recipes: a
small diesel that takes super long to artificially reduce emissions, or
resorting to downsizing with a tiny 3 turbo incredibly simple cylinders
as the turbine is not blowing and connected a gear ratio improbably
extended. Or, try a light hybridization given the self template. Well, nay!
Honda, in fact, follows none of these recipes. First, the diesel is not his thing in small cars (even if the CR-V features a brilliant 1.6-D 160 hp). Secondo: previous Jazz, second generation has struggled to win with its hybrid face the totem segment, the Toyota Yaris. Honda has learned the lesson the Jazz Mk III will not be entitled to hybrid powertrains in Europe. Third: downsizing, no thank you.
Honda engine honors the reputation of Japanese manufacturers with this
little block 4-cylinder 1.3 16V which delivers power of 102 hp at 6,000 r
/ min and climbs up to almost 7000 rev / min!
In short, a character engine dedicated to mechanical fans, those who
know how to measure the true value of all the grace of a head camshaft
and which, if they are told a couple plan to 5000 rev / min, see d first
a block with the pedigree! And so, since this engine has the Vtec, expensive system with variable timing valve Honda. Enjoy it as the Civic Type-R, the turbo has resurfaced and new engine turbo 1.0 and 1.5 are in development by Honda; Jazz could benefit by 2017.
Meanwhile, Honda has also streamlined the mechanical offer the latest
generation of Jazz: 1.3 iVTEC is the only proposal, and it replaces the
previous 1.2 (90 hp) and 1.4 (100 hp).
This engine can also be enjoyed in different ways: through a manual
6-speed gearbox (new since the previous generation was content to box 5)
or a CVT, as on my test model . This is not without consequences: I will return.
5 million in 15 years
I titled this article "discreet" because if I regularly crosses Jazz MkII, I did not feel meet tons of MkIII.
In 15 years of existence and three generations (2001, 2007 and 2015),
the Jazz (known as Fit City or in some markets) is not a rare car (it
was a big hit in Britain, for example ), but here, the MkIII, I just
crossed.
Yet it has its own identity before a rather modern, with a smile-shaped
grille, large optical and logo "H" drawn by the grace of chrome strips. In profile, it almost plays minivan, with its generously dug flanks.
And back, with headlamps that extend beyond the sides and the front
bumper that incorporates two generous "extractors," Jazz downright
exudes performance.
Well, calm down, Gab ', the Honda Jazz remains a city. A fund to roll into town, what.
True, but a city like no other, not only mechanically. As for equipment, I have scruples to use a downright hackneyed expression, but it has everything a great, this Jazz.
When you tip the list proposed by this high-end performance called
"Exclusive Navi" (the third trim level, Elegance and after the
Executive), the Jazz offers a range of delicacies seldom encountered in a
car 3,99 m long.
Judge for yourself: frontal collision warning system (with active
braking in town, between 5 and 32 km / h), Intelligent Cruise Control
(with recognition signs and speed adjustment depending), lane departure
warning , parking radar front, heated mirrors, keyless entry and
starting, alarm, leather steering wheel, automatic climate control,
rearview camera, rear privacy glass, front fog lights, 16-inch alloy
wheels, heated front seats, Garmin navigation , DAB digital radio and
shark fin antenna, USB jacks in the center console, a clever cup holder
left of the steering wheel ... not bad, right?
Well, obviously, is not no free and the price is up to benefit the Jazz range starts from € 16,100, but my model is € 20,240. Certainly, one can find small city for half the price, but they are three times less equipped. One oddity though: inside the fuel hatch, not painted.
The other peculiarity of the Jazz is its interior modularity.
Again, no car of this size offers an indoor space both so generous and
flexible, thanks, in part, to the fuel tank under the front seats.
It is not illogical, since the Jazz MkIII is based on the platform of
HR-V small SUV, called "Global Compact Car" and compared to the Jazz
MkII, it offers a length up 9.5 cm 6.5 cm additional legroom (the MkII
itself having gained 5 cm on the MkI) with 3 cm nothing on the
wheelbase.
Already seen on the Civic, the Magic Seat of the rear seat, which can
be slid bowing to clear a flat space in the trunk, either increase its
seating to place a large object in the back, chest or Ikea plant green. The front passenger seat, it is also flexible and allows to enter an object of 2.48 m long in the Jazz. Impressive, right? For the Jazz offers 354 liters of boot when a Renault Clio, longer offers only 300 liters.
End with the infotainment screen, downright modern with its graphics to
the page, the ability to zoom with two fingers like a tablet and
applying that Honda calls Aha, that can connect to social networks and
setting a series of personal applications.
Toe velvet or lead godasse?
Despite my great template, I quickly found myself comfortable at the wheel of the Jazz, with easy driving position to adjust. Contact, press the start button, the 4-cylinder 1.3 snorts in silence. The box goes on Drive and note the presence of paddles. The big advantage of a CVT transmission is its flexibility and softness. Traffic is loaded. I insert myself furtively: the 4-cylinder is maintained at about 2000 rev / min;
the car ahead but the engine speed changes little, fluctuating between
1,500 and 2,000 rev / min, the printing speed is quite smooth, but the
counter climbs and still driving, I have some difficulty assessing my
speed spontaneously.
On a moderately loaded Paris ring road, you find yourself easily 60 or 80, with the still stalled tachometer 1500 r / min.
Flexibility? Yes. Peace of mind ? Yes too. Reactivity? There, it's complicated.
Because when space is released and I want to do a small forward
translation, like that quiet, I stroke the accelerator pedal and nothing
happens ... nothing. I press a little more, a third party. Always Nothing. I press again the half. Not much.
The 4-cylinder in its patina transmission belts, remains below 2000 r /
min and maximum torque with its stalled at 5000 rev / min, inevitably,
it is treading water.
Come on, let's be crazy! Three quarter of the gas!
CVT "retrograde", the motor from 3 to 4000 rev / min or slightly more,
the sense of disconnection between what demand the driver what is
happening in the engine and which is transmitted to the wheels rest
unpleasant and, frankly, completely horrifying for anyone who has a bit
of mechanical sensitivity, but at least the Jazz advance and, if one
refers to the counter, proves even more nervous when the mechanical
sensations are smoothed.
So, there are several ways of looking at its relationship with CVT:
either you do not have to do anything mechanical sensations, the quality
of the motor coupling / transmission and the CVT Jazz patina in the
semolina do you will neither hot nor cold.
In addition, the quality of the sound system with 6 speakers allow you
to listen to good Zique forgetting the engine that hoarse. You can also put the box in Sport mode, but in fact, it's still not ideal. It always patina, but only, it is higher in the towers and the motor / connection box is still not absolutely free.
Otherwise, it's foot down ... and then it gets better, because the
objective is to send the needle of the rev counter in the red zone and
the small 4 cylinder does not mind climbing up and ringing loud . Moreover, it is in these moments that we find that the 1318 cm 3
delivers performance quite honorable, thanks to a low weight to 1140
kg, with a 0 to 100 in 12.1 seconds and covered 182 km / h in peak (it
still goes better with the BVM6 11.2 and 190 km / h); CVT also features 7 false "reports" via paddle shifters and a supposedly more dynamic management. But in fact, the CVT does not like the in-between.
And you'll understand that I'm not a fan of this kind of transmission,
but at the same time, it is extremely simplistic to summarize the spirit
of the Jazz in a critical inquiry on CVT transmissions.
This is a debate that deserves one includes other actors (Audi, Lexus,
Toyota ...) and far beyond the scope of this honest city.
And besides, if I do not like the CVT is that in fact I am a big sucks. The proof :
The Japanese engineer, it's stronger than you!
Eh yes !
Because my little sensitivity bloguessayeur beginner on Slipping belts
and pulleys which are shifted or approach according to logic that only
they seem to understand is not only subjective assessments and think
this is not worth a double box clutch or even a good BVA as such that
encountered on the small Mazda CX-3 Diesel , all this is subjective, while the figures themselves, tell the truth. Or at least, a form of truth.
And the truth, here: in certification standards, the Jazz BVM6 consumes
5 liters / 100km in the combined cycle and officially rejects 116 g CO 2 per km.
But with the CVT, the CVT dirty slipping, the wicked CVT that
straightens me every passing fucking CVT makes me cringe every hill
start, well, values down to 4.8 l / 100 and 105 g of CO 2, which is not a thin gap.
In fact, if I had more relaxed objectively found in the very Paris and bottled in my commutings morning to La Défense, on the whole the combined cycle, the CVT is more efficient: QED.
And in reality, after a week of testing and a lot of traffic, I
recorded an average conso 6.2 l / 100, which is very decent for a city
gasoline.
The debate on the CVT being closed, we can refocus on the basics. For if the Jazz loves to spend his life in traffic jams, it can not do that. As the kilometers, it reveals the dynamic qualities which few urban women are entitled.
For if the majority of the urban market have set aside the rigor of
conduct in their specifications, this is not the case of the Honda.
For the driveability of the Jazz is an excellent surprise: the feeling
between management, rigor (but not stiff) of the chassis, seat comfort,
quality depreciation, control of mechanical noise at speed cruising on
the highway, as well as aero, though as often in Japanese, the tire
rolling noise are less filtered. With all this, it is far from mediocre level of a city low cost! Management has been recalibrated with assistance to 18: 1 on the MkII is increased to 14: 1 on the MkIII. As for braking feeling, it is simply stunning and dosing accuracy! I must say that the Jazz Mk III features the 282 mm discs 262 mm instead of the previous generation.
So yes, when you see that you can touch a Dacia Sandero with manual
windows from € 10,300, the Jazz appear somewhat dearly priced at the
price per square meter. But the Japanese offers security technical elements, equipment and modularity which are simply unbeatable in this segment. Besides the chassis was made by engineers and not by assemblers. And that changes everything.
And despite that, the Jazz Mk III is discreet.
Although Honda is declared the most reliable brand according to studies
involving more than 30,000 motorists and the Jazz won its class, the
same Jazz having been voted best city in the Euro NCAP organization with
an overall score 5 stars. But, alas, how many of us live near a Honda dealer?
Yet when one counts the points are: a distinct look, a high-end
equipment, a stunning balance of chassis, engine noble, ride comfort
quoting reference and downright malignant tips for those who want a city
easy to live. Yet the Honda Jazz is fairly unobtrusive. Well, not yellow. But there are 7 other colors in the catalog.
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