Honda Jazz Si
Newcomer aims to show sensible supermini has a fun side
If practicality and versatility top your shopping list, then the Jazz is still the number on choice. However, as a warmed-over hatch the Si makes less sense. It’s no faster than cheaper and equally roomy versions, while the suspension tweaks alone aren’t enough to justify the price premium and racy billing.
Driving fun has been in short supply at Honda for the past few years. Ever since the demise of the racy S2000 roadster and wild Civic Type R hot hatch, the company has concentrated on its humble hatchback models and hi-tech hybrids. But that’s all set to change with the new Jazz Si.
It boasts a host of upgrades aimed at providing the sensible supermini with some much needed thrills behind the wheel. The most obvious change is the racy bodykit – although the bold new additions won’t be to all tastes. The two-tone 16-inch alloys look great, but the reprofiled front and rear bumpers look a little clumsy, while the fake brake vents are tacky.
Elsewhere, the Si is virtually identical to the standard car, which means you get the same, slightly dowdy mini-MPV styling cues. Under the skin there are new dampers, thicker anti-roll bars and a revised electric power-steering set-up.
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On the move, the Si feels slightly sharper and more responsive than the standard car, plus it boasts better body control and there’s less roll in corners. And while it can’t match the Ibiza for grip, the Jazz feels stable and secure. Better still, these improved dynamics don’t come at the expense of ride comfort, as the Honda does a fine job of shrugging off bumps and potholes.
Yet while the tweaked steering feels meatier than before, it seems slow to respond and lacks feedback. As a result, the Jazz doesn’t feel as agile and engaging as the SEAT on a twisting back road. It was a similar story at the test track, where the Honda failed to deliver the sort of warm hatch pace you’d expect.
Its 98bhp 1.4-litre engine is carried over unchanged from the standard car, which means performance is lukewarm rather than hot. The 0-60mph sprint took 11.1 seconds – nearly two seconds slower than the turbo SEAT – while the Honda’s in-gear acceleration was even weaker.
In the real world, the Jazz needs to be worked hard to keep up with fast-flowing traffic, as the engine lacks mid-range muscle. On the plus side, this means you get plenty of use out of the precise five-speed gearbox, which requires little more than fingertip pressure to flick between ratios. The Jazz isn’t the fastest or most engaging warm hatch money can buy, but it is still one of the most practical contenders.
Apart from distinctive silver and black fabric on the seats, the cabin of the Si is identical to the standard car’s. That means occupants in the rear get plenty of head and legroom. There’s also bags of storage, including a neat double glovebox, deep door bins and a host of cup-holders. The deep and well shaped 399-litre boot is bigger than you’ll find in many family hatches, while the clever folding and reclining rear seat set-up adds even more appeal.
Elsewhere, there’s a functional dashboard layout and comfortable driving position, while the standard kit count includes climate control, a USB connection and privacy glass for the rear windows. And while some of the plastics look a little low-rent, there are no complaints about the top-notch build quality.
As with a standard Jazz, the excellent visibility and light controls make the car a doddle to drive around town. Yet the short gearing means it feels a little strained on the motorway, plus results in a heavier thirst for fuel – we managed only 33.8mpg.
At £14,550, the Si is £585 more expensive than the sleeker and faster Ibiza, but the practical Jazz boasts stronger residuals and you can add a great-value servicing pack. Will that be enough to clinch victory here?
