Review
The Japanese newcomer may be untested in Europe, but in its home market - where it is known as the Fit - the model has already outgunned its rivals, selling 100,000 units since its launch in June last year. In November, the Jazz finally knocked the Toyota Corolla off the number one spot to become Japan's best-selling car.
But if the Jazz is to take on the big boys in the small car sector, Honda is going to need a product that will stand out from the competition. With MPV-like flexibility, a competitive list price and a new engine that offers low fuel consumption and low carbon-dioxide emissions, Honda is hoping the Jazz will be a serious contender in the supermini market.
The line-up is simple. Honda's new 1.4-litre engine will drive the standard S (£8,995), the luxury SE (£10,295) and the SE Sport (£11,295). By summer we should also see a seven-speed CVT automatic transmission.
Nor will there be a diesel. There will be no soft-top as seen at the Tokyo Motor Show in October. And there will be no Type-R.
Honda UK expects the SE will take 60% of the 10,000 models it will import, with the remainder split equally between the S and the SE Sport. In fleet terms, the manufacturer has modest ambitions and only expects to sell 1,000 units. However, it hopes the Jazz will prove popular with user-choosers and health authority fleets.
No independent running cost data is available, but Honda is confident the Jazz will be highly competitive. Low service costs - the Jazz has 12,000-mile service intervals - and a three-year/90,000-mile warranty should help strengthen its residual value position.
Honda's new i-DSI (dual and sequential ignition) petrol engine aims to be one of the cleanest and most economical in its class. It uses two spark plugs per cylinder and compact combustion chambers in a bid to offer drivers high levels of performance and frugal fuel consumption. The engine is linked to a five-speed manual gearbox, which has been developed specifically for the Jazz.
Drivers will make the 0–62mph dash in 12 seconds flat while achieving 40.9 miles to the gallon - unless in the SE Sport, in which case the Jazz will return 38.7mpg on the European combined cycle.
Low fuel consumption also helps achieve low carbon-dioxide emissions.
The Jazz emits 134g/km (137g/km for the SE Sport) of CO2, which means the Jazz will fall in to the 15% tax band under the company car tax system until at least 2004/5. This means that a 22% taxpayer in the entry-level Jazz can expect a yearly tax bill of £297.
However, it is in the all-important 'space' category that the Jazz will call the tune because this B-sector car boasts a C-sector interior. Unlike conventional cars, the fuel tank is situated under the front seats instead of at the rear, which means more floor space.
The Jazz's unconventional design has allowed Honda to create a 'magic' seat system that folds up to offer an estate-like 1.7-metre long, totally flat load floor. With the seats down the Jazz's luggage capacity rises from 380 litres to 1,321 without even having to remove the head restraints. That's more than the 1,222 litres offered by the Rover 75 Tourer.
But the Japanese art of seat folding is a fine skill and drivers will find that the base of the seats also fold up to create a second independent load space behind the driver. With plans to import just 10,000 of the Japan-built cars this year, fleet drivers who want Jazz in their lives could be left disappointed.
James Daulton, Honda's new corporate sales manager, said: 'We have modest expectations for fleet sales of the Jazz. We are aiming to sell 1,000 models to fleets. But we hope the car will prove a hit with local health authorities because it can provide nurses with the space and flexibility they need.
'The corporate market for small cars is big business, but a lot of that comes from the rental industry. We want to concentrate on the retail and user-chooser side of the market for Jazz, rather than striking rental deals, which can have a negative impact on residual values.'
He said that his prime concern was to build strong, long-lasting relationships with fleet decision-makers, rather than launch a bid to shift as many units of the new model as possible.
