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2013 Honda Jazz
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2013 Honda Jazz Pricing and Specs

Price Guide

The Honda Jazz 2013 is priced from $6,990 for Hatchback Jazz Vibe.

The Honda Jazz 2013 is available in Regular Unleaded Petrol and Hybrid with Regular Unleaded.

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Honda Jazz Models SPECS PRICE
GLi 1.3LRegular Unleaded Petrol5 speed automatic $6,500 – 10,120
GLi 1.3LRegular Unleaded Petrol5 speed manual $5,800 – 8,910
Hybrid 1.3LHybrid with Regular UnleadedCVT auto $6,900 – 10,670
Vibe 1.3LRegular Unleaded Petrol5 speed automatic $7,000 – 10,780
Vibe 1.3LRegular Unleaded Petrol5 speed manual $5,700 – 8,800
Vibe-S 1.5LRegular Unleaded Petrol5 speed automatic $7,400 – 11,440
VTi 1.5LRegular Unleaded Petrol5 speed automatic $6,000 – 9,240
VTi 1.5LRegular Unleaded Petrol5 speed manual $5,300 – 8,250
VTi-S 1.5LRegular Unleaded Petrol5 speed automatic $6,900 – 10,670

Honda Jazz 2013 FAQs

Check out real-world situations relating to the Honda Jazz here, particularly what our experts have to say about them.

  • Looking at a second-hand Jazz for our eldest's first car. Does the engine have a timing belt or chain?

    The subject of a Honda Jazz timing belt or chain comes up pretty frequently, as would-be owners try to gauge how reliable these hard-working little engines are. For those who prefer solid, low-maintenance motoring, the news is good, because all three Australian-delivered generations of the Honda Jazz have used the company’s L series engines which feature a timing chain rather than a rubber timing belt.

    The task of the timing chain or timing belt is exactly the same: They take drive from the engine’s crankshaft to the camshaft and, in the process, keep all the moving parts in harmony. Many car makers moved away from a timing chain to the rubber, toothed drive belt as a way of simplifying engine design and driving down the cost of each engine. The rubber timing belt is also quieter in its operation and is also less prone to stretching (as a timing chain can) so the camshaft (commonly referred to as the cam) stays in perfect synch with the rest of the engine’s rotating parts. The timing belt is a simpler design because it doesn’t need to be tensioned via oil pressure from the engine as many timing chain systems are.

    The timing chain, meanwhile, is preferred by some manufacturers (and their customers) because it should last the lifetime of the engine and never need replacement. This isn’t always the case, however, and some engines designs from a variety of manufacturers suffer problems in this regard. But, in a properly maintained engine of sound design, the timing chain should never need attention, while the rubber timing belt generally requires periodic replacement, usually between 60,000 and 120,000km depending on the make and model.

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  • What is the best dog-friendly car?

    If you like the idea of the Honda but don’t want such a physically large package, take a look at the Honda Jazz. Yes, it’s probably one size down from your current Focus, but its interior is very spacious for its external dimensions. It’s also the car that has probably the most versatile interior in terms of flexible seating arrangements with a rear seat that folds, slides and tumbles. It also has normal ride height (as opposed to the jacked-up stance that SUVs boast) so your dog may find it easier to jump in without hitting anything. Beyond that, you really need to visit dealerships and check for yourself that rear doors, rear seats and general layout suit your very specific canine requirements.

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  • Which generation Honda Jazz had a transmission issue related to the CVT?

    The problem you refer to affected the very first Jazz models sold here up to 2008. Any car made after that date should not exhibit the same problem as Honda made running changes to fix it back in the day.

    The problem was actually traced back to the wrong transmission fluid being used in the CVT unit. These modern transmission are very particular about what fluid they use, especially with regard to the complex brew of additives that make up the fluid.

    Over time, the fluid in the affected Jazzes would start to break down as the additives became depleted, at which point, it wasn’t doing the complete job necessary. Specifically, the depleted additive package suddenly allowed the starter-motor clutch to remain engaged. Essentially, you had the transmission trying to drive the car and the starter clutch dragging at it, effectively trying to slow it down. Which is when the car would start to shudder.

    The solution was to switch to a new, reformulated transmission fluid which was added to the drained CVT, the car driven for a certain distance, the new fluid dumped and refilled and then the ECU reset to recalibrate the transmission. Problem sorted.

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Disclaimer: You acknowledge and agree that all answers are provided as a general guide only and should not be relied upon as bespoke advice. Carsguide is not liable for the accuracy of any information provided in the answers.

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