Sophomeore Senasation - Honda Jazz

The first Honda Jazz made such an impression that future iterations would be hard-pressed to match its success. But all signs point in the sequel being better than the original. The new Jazz sports a growth spurt in nearly all dimensions. The headlights now look more like wedges, and the front grille (along with the Honda logo) is more pronounced. At first glance, it looks more like a concept car than a production unit. Inside, the wide front windshield and the tall bucket front seats give a faux SUV impression, and the increased width makes for Civic-level seating comfort for four people of various sizes. There are elements borrowed from its Civic and Accord siblings – like the steering wheel design and the head unit layout, respectively – and the cabin layout (although a bit cluttered) is surprisingly occupant-friendly. The volume adjustment knob now sits in the center of the middle dashboard and can be confusing at first usage, as moving the blower knob (located at the left part of the middle dashboard area, normally a place where the volume adjustment knob is located) happens a lot. Audio entertainment is decent, but in a time where many carry external MP3 players (like iPods), a head unit with an auxiliary jack outlet and CD/MP3 capability just isn’t enough. Storage capacity that rivals compact SUVs – whether for small items or large ones - was retained. Gone is the canal that ran parallel to front occupants’ knees; in place are a bevy of small cubbyholes under the steering wheel and a two-tier glove box. Cup holders are plentiful, and the ones in front of the leftmost and rightmost aircon vents are a great place to store mobile phones and drinks during long trips. The Utility, Long and Tall (ULT) feature – fold flat rear seats – is a welcome sight for frequent cargo haulers and those with an occasional urge to carry flora. Although Honda claims that the 1.3L models now boast a rather late i-VTEC feature. You enter the power band at a high 3250 rpm and the i-VTEC comes alive at around 4000-4250 rpm; by 5500 rpm you just get noise. The A/T is willing to down shift to second or even third at half throttle, but for overtaking you have to floor it. The growth spurt also translates to better handling, as the expanded width and track make for less body roll on turns white retaining superb ride comfort. The steering is much improved, too, as it’s light at all speeds, making parallel parking and reversing easier. In addition, the turning radius is a small 5.2 meter – advantageous in with sharp U-turn slots. The brakes have good bite, the ABS wakes up when you need it and decent hand-brake grip is achieved with just a five-degree pull. Exterior lighting is bright, the side mirrors have a vision that extends two lanes over on both flanks and the aforementioned wide front windshield allows for a large line of sight - even peripherally. The gauge design still retains the tri-cluster look of its forebear and has futuristic fonts and a large menu screen within the speedometer cluster for quick, easy glances, though the gear indicator fonts are small. Normally the immediate sequel fare worse that the original, but this sophomore has the distinction of being better than its forebear. Originally posted in C! Magazine January 2009 Edition Author: Jude Morte