Jazz Mk1 Known issues to look out for?

[Jazzmeister]

Hi Guys
I'm new to the forum, thanks for letting me in!

I have a Honda CRV Gen 1 that I would like to replace with a Jazz Mk1 and when I go looking for one I'd like to know what the known issues are to look out for with these models?

It will probably be the 1.4 with manual gearbox, I'm too afraid of the automatic unless someone can convince me they are not overly expensive to maintain or repair! 
Any advice and tips in this regard would be appreciated.

[Jocko]

Only problem I have had with mine was a noisy gearbox. Had to get input bearing replaced. Common fault. Check with the engine running. Clutch down - quiet. Clutch up - rattle or whine.

[Jazzmeister]

Only problem I have had with mine was a noisy gearbox. Had to get input bearing replaced. Common fault. Check with the engine running. Clutch down - quiet. Clutch up - rattle or whine.

How loud should the rattle or whine be, all manual gearboxes make some whine?
Seriously though from what I have heard these are ridiculously reliable vehicles but that can't be only thing you need to look out for?

[MicktheMonster]

The gearbox issue is the only serious one, also rear wheel bearing failed prematurely, this should have already failed and been replaced on a mk1 by now, water leaks into the spare wheel well from failed sealant in the roof joints, this is a £5 fix with the appropriate sealant and the radios pack up, there is a £2 part to fix this if you are able to strip down the innards of the stereo system (I didn't bother on mine, CD still worked).
Other than that only rust, wear & tear like any car, my old 2003 1.4 manual is still ripping up and down the country's motorways in the hands of a workmate, he's had no issues with it in nearly a year since I sold it, I had it 13 years and very little went wrong compared to every other car I've owned long term.

[culzean]

Rear brake pipes can corrode in area of rear torsion beam ( just before they go into flexible pipes ) - someone at Honda thought it was a good idea to strip plastic covering off the last 200mm or so of pipe - not an expensive fix.  You have to be very unlucky indeed to have a major problem with a Jap car,  and Honda + Toyota are the best.  Does not pay to buy many cars ( German, Italian or French ) over 5 years old,  but with Jap cars it is likely to be the bodywork that gives a problem after 20+ years,  not the mechanicals or electrics.  The gearbox whine starts in lower gears, if test driving accelerate hard in lower gears with radio off,  that will trigger it if it is there. 

[Jazzmeister]

Thanks for all the replies!

At what mileage do the gearbox bearings normally pack up?
We also get the 1.5Vtec model where I am, what is that motor like, does the Vtec give issues as they get older?
These have timing chains so typically that will not need changing for the life of the vehicle?
Do the water pumps have a service interval?
One thing I have seen mentioned is the dual spark plugs are Iridium or similar and a hellishly expensive so probably best if they have been relatively recently replaced?

[MicktheMonster]

We didn't get the mk1 1.5 vtec in the UK, just 1.2 & 1.4 i-dsi (dual spark ignition), the spark plugs for the i-dsi are standard not iridium (in the UK anyway), the last set I changed were about £2 each (x8 spark plugs) for NGK brand, so dirt cheap, they're still in it 3 years later working fine.

[Jazzmeister]

We didn't get the mk1 1.5 vtec in the UK, just 1.2 & 1.4 i-dsi (dual spark ignition), the spark plugs for the i-dsi are standard not iridium (in the UK anyway), the last set I changed were about £2 each (x8 spark plugs) for NGK brand, so dirt cheap, they're still in it 3 years later working fine.

Seems the Vtec version is probably not the one to get, I saw someone on the fuel economy thread mentioning their 1.4 has lots of low down torque and looking at the torque specs the 1.4 gets 119 N⋅m (88 lb⋅ft) at 2800 rpm whereas the 1.5vtec is 145 N⋅m (107 lb⋅ft) / at 4,300 rpm, I would much prefer the torque at lower revs because one thing I don't enjoy about my CRV is the lack of lower down torque it has lots of power but you have to rev the hell out of it.

[sparky Paul]

No hard and fast rules on the gearbox mileage, you just have to use your ears. Our mk.1 has done over 170,000 miles (275,000KM) and the gearbox is still fine. Some have had failures around 75-100,000 miles.

All the L-series engines are pretty bomb proof. The cam drive chains are over-engineered for the job, I think you would be unlucky for one to fail, even if the engine had been neglected. Very rare to hear of water pumps failing, but the pump is external and driven off the auxiliary belt, so relatively easy to change.

As Mick says, the DSI engine (dual spark) plugs are bog standard plugs and are only a couple of pounds each here in the UK. The later VTEC engines use the iridium tipped plugs. Yes, they are more expensive, but there are only 4 and the replacement interval is much longer, so it's not the end of the world.

Here in the UK, we only had the 1.2/1.4 DSI engines in the mark 1. Not sure what the mark 1 1.5 Jazz/Fit would be, Honda did make DSI and VTEC versions of the L15 engine early on.

Seems the Vtec version is probably not the one to get, I saw someone on the fuel economy thread mentioning their 1.4 has lots of low down torque and looking at the torque specs the 1.4 gets 119 N⋅m (88 lb⋅ft) at 2800 rpm whereas the 1.5vtec is 145 N⋅m (107 lb⋅ft) / at 4,300 rpm, I would much prefer the torque at lower revs because one thing I don't enjoy about my CRV is the lack of lower down torque it has lots of power but you have to rev the hell out of it.

We have the 1.4 DSI in a 2008 mark 1, and a 1.4 VTEC in a 2015 mark 2. I actually prefer the DSI, it is far more tractable at low revs and is easier to drive around town. The VTEC is gutless at low revs, but the power is there when you open the throttle up.

I believe the 1.5 VTEC is a better proposition, but fuel economy suffers a bit.

[Jocko]

Clutch down - quiet. Clutch up - rattle or whine.

Take my word for it, you can hear it clearly. My rebuilt gearbox is silent with the clutch up in neutral.

[Jazzmeister]

Ok the 1.4 DSI looks to be the winner.
Do these models ever have aircon issues like the Mk2 CRV that has what is called the black death aircon failure that costs the earth to repair?

[sparky Paul]

Do these models ever have aircon issues like the Mk2 CRV that has what is called the black death aircon failure that costs the earth to repair?

I think that particular issue was down to a specific type of compressor which had a high failure rate. It distributed bits of itself throughout the system, meaning that virtually every component had to be replaced in order to prevent it recurring. AFAIK, the Jazz/Fit does not suffer from that issue, I certainly haven't heard of it in the UK.

One problem the Jazz does have is the vulnerable position of the condensor, they are prone to being holed by stones. Here in the wet UK, they do suffer from an additional problem - the condensor gets clogged by road debris which rots the aluminium ribs in the condensor. The condensor's internal pipework doesn't actually fail, but the effectiveness of the condensor can be severely reduced.

[culzean]

We have the 1.4 DSI in a 2008 mark 1, and a 1.4 VTEC in a 2015 mark 2. I actually prefer the DSI, it is far more tractable at low revs and is easier to drive around town. The VTEC is gutless at low revs, but the power is there when you open the throttle up.

I agree both myself and her indoors much preferred the I- DSI engined Jazzes to the i-VTEC she got later ( she got MK2 Jazz Si - I got a 1.8 Civic LOL ).  IMHO the DSI is a much better more tractable engine for the Jazz as an 'urban' car,  but having said that we went from Shropshire to both North of Scotland and Cornwall in our DSI engined Jazzes more than once ( over 2000 miles in two weeks in one Scottish trip ) and not a problem,  the MK2 steering and suspension better,  but the engine ? That is very debatable - and the boot seems to get smaller as the MK number rises,  and we miss the 'roller blind' rear boot cover that was fitted to MK1.  Only problem with MK1 is that the 'youngest' one you can buy is now 12 years old, so don't expect it to be perfect, but still a safer bet than buying some makes at that age.

Despite the advice to have tappet gaps checked regularly on DSI one of mine did over 120,000 miles without checking ( my first Civic did over 190,000 miles without any adjustment - in fact except for cambelt it never had a spanner on engine or transmission ),  I think Honda were being ultra cautious because of new cam layout ( or were looking for work to keep their dealer workshops busy ) - but Honda engineering is bulletproof.

Following on from sparky paul comment about aircon condensor I did fit aluminium diamond mesh ( sprayed black ) to lower grille for a bit of peace of mind, another thing is the condensors don't like pressure washing as this can also make the finning disappear....

[TnTkr]

One problem the Jazz does have is the vulnerable position of the condensor, they are prone to being holed by stones. Here in the wet UK, they do suffer from an additional problem - the condensor gets clogged by road debris which rots the aluminium ribs in the condensor. The condensor's internal pipework doesn't actually fail, but the effectiveness of the condensor can be severely reduced.

Slightly off-topic, but are there same issues in Mk3 Jazz? As for me there seems to be very direct path for airborne stones hitting the condenser.

[culzean]

One problem the Jazz does have is the vulnerable position of the condensor, they are prone to being holed by stones. Here in the wet UK, they do suffer from an additional problem - the condensor gets clogged by road debris which rots the aluminium ribs in the condensor. The condensor's internal pipework doesn't actually fail, but the effectiveness of the condensor can be severely reduced.

Slightly off-topic, but are there same issues in Mk3 Jazz? As for me there seems to be very direct path for airborne stones hitting the condenser.

Possible, one failing of Honda is lack of protection of lower radiators / condensers - bit of a PITA to retro-fit mesh and make it look totally neat - ally diamond mesh and cable ties can work,  if you spray mesh matt black it kinda disappears - I mounted some over outside of grille,  some take bumper off to do it ( i was just too lazy / and am not 'car proud' and prefer function over form any day ).

Other than stone protection one other big benefit of retro-fit mesh is that it keeps leaves and other crud out of condenser fins.