Volkswagen Polo vs Honda Jazz

What's the difference?

The VW Polo may be getting old, but it still shines on a number of fronts, including design, interior packaging and presentation, driving sophistication, efficiency and quality.

But, the ride can be too firm and the turbo/DCT lag frustrating, it is also expensive and not fully equipped enough in CityLife grade as tested, undermining the German’s value-for-money equation somewhat.

Haggle hard, though, and you’ll end up with a fine and mature urban hatch.

The Honda Jazz is an extremely capable small car, with an ace card of virtually unbeatable interior space. While it's hardly an excitement machine, or the best looking or equipped in its class (it is missing out on some useful safety gear), the Jazz deserves its status as a well-loved hatchback.

The best in the range is probably the VTi. There isn't anything compelling further up the variants unless you're keen on bigger wheels or leather trim. Its entry-level offering is a good-value, sturdy car that is packed with its best qualities, no matter which one you buy.

Still looking good after nearly a decade, the 2026 Polo’s styling was overseen by the same person who created the landmark Mk4 Golf’s interior, and helped shape every existing ID. electric vehicle (EV) in VW’s arsenal, though now he’s with Changan of China.

Anyway, Polo 6’s dimensions were substantially larger than its pert predecessor’s, riding on a shortened Mk7 Golf platform (dubbed MQB A0) that has since also underpinned the very closely related Audi A1 (the circle of life!) and Fabia, as well as Skoda’s Kamiq light SUV and its VW T-Cross cousin.

The obvious upshot of all this growth is generous cabin space (being roomier than the first four Golfs), as well as a very Golf-esque/ID. EV-style dash layout that's inline with the brand’s existing design themes. It pays to be first with the new stuff. Even though some of that tech, like the touchscreen slide controllers and other buttonless nonsense developments, have taken the shine off VW since.

And it would be remiss of us not to mention that there is no sign of the current Polo being retired anytime soon despite its advancing years, with VW suggesting the newly unveiled ID. Polo EV – essentially series number seven – will run alongside with identical dimensions but far greater interior space, to help keep the company cost-competitive in the light-car class.

At this stage we don't know if Australia will even receive the new electric Polo, so the status quo here remains.

The Jazz's exterior design is instantly recognisable. The shape has been roughly the same since the car's 2002 debut, with the mildest evolution over the years. The 2018 Jazz leads with the chin a bit, with a pronounced underbite and when fitted with a chrome grille, it looks a bit like the giant Jaws from James Bond after whacking his head.

Apart from that, the slimmed headlights and one-box body shape are almost entirely inoffensive, save for the chunky, stacked rear lights.

When you head inside it's a simple, basic interior. Well put together, it's easy to find your way around and, because there isn't much happening in here, it's unlikely you'll need the owner's manual, unless you want to identify and use every single deployment of the excellent Magic Seats in the back.

As you climb the range, you'll start to see body-kit additions like a rear spoiler and side skirts, but nothing particularly racy.

The Polo features classic light-car proportions, but typical VW touches largely elevate the experience compared to most rivals.

For starters, because it’s German (though built in South Africa), everything feels high quality, even down to the harder lower-set plastics. Contrasting textures, soft cloth and glossy trim really up the ante. Care has obviously been taken here.

Likewise, the front seat area has been designed to easily accommodate people upwards of two metres tall. Just don’t expect much legroom behind. And the driver’s seat can be set ultra low.

Entry/egress is fine, on typically firm-ish yet highly supportive front seats, as evidenced by a four-hour weekender trip away.

The driver is sat ahead of a solid, stylised console angled slightly for a heightened connection to the car, aided by an excellent operating position offering ample reach/rake steering adjustability. Most people should settle in very nicely behind the handsome wheel here. Vision is fine but many competitors do offer deeper side windows for better sightlines.

The updated multimedia system at last brings a volume control, the touchscreen is positioned high for easy access, with crisp graphics and instant responses, and the switchgear have a quality feel to them. And while CityLife’s climate-control slider actuators are nobody’s favourite, this one works as intended. Cheaper grades have basic dials.

Smallish twin cupholders won’t please American-sized drink-holder expectations, but otherwise the Polo’s storage options are plentiful and generous. So is the ventilation output and reliable wireless connection for the Bluetooth phone and Apple CarPlay media, never dropping out once during our entire trip.

Rear-seat room is down basically to how far back the front seats are, but for a car of this size the Polo’s more than fine.

A sufficiently comfy backrest and fixed, sculptured cushion mean this isn’t misery, aided by another helping of the appealing material finishes found up front, as well as the extra side window that makes it feel a little bit airier than many others. And while there are no face-level air vents, the large dash outlets provide enough flow through.

But the lack of a centre armrest means there are no cupholders, so occupants must rely on the (albeit deep) door pockets. At least VW bothers to provide two USB-C ports, a pair of map pockets and big, grippy door handles as a make-do.

Finally, the easy-to-load and quite hungry boot area is big for such a small car and some 25 per cent larger than the previous Polo, offering from 351 litres with the twin backrests in situ to 1125L dropped, and that’s with a space-saver spare wheel underneath the floor.

The interior is full of cleverness packed into a small space. The centre console has two cup holders, a space for your phone and a compartmentalised open tray reachable by both front and rear-seat passengers. A third cupholder folds out of the dash on the driver's side. The back seat doesn't have any cupholders, unfortunately, and nor is there a centre armrest.

Rear legroom is impressive for such a small car - it's no wonder the HR-V compact SUV was spun off the Jazz platform. Added to that are the excellent 'Magic Seats', which fold in a variety of ways to increase the boot space dimensions from 354 litres to 1314 litres.

Luggage capacity is not bad for such a small car and with the flexible interior, the boot size goes up by four times in volume. This is one area in which it really does outdo the  Mazda2. The removable cargo cover means you can get a decent chest of drawers in, however there's a bit of a drop once you get things over the loading lip.

You can also fold the seat bases up and out of the way to provide space for shrubbery, or a dog, or an awkward flat pack. 

The basic VTi misses out on a bit of storage, namely the centre console storage box and driver's side seatback pocket, but the rest of the range has them both.

The Jazz range is made up of three models. As with any car, how much you get is dependent on how far up the price list you go. Honda occasionaly offers drive-away deals, but we're using RRP as a guide. We've done an exhaustive model comparison as well as snapshots to help you decide between the three trim levels - VTi, VTi-S and VTi-L.

Our American cousins score a Sport edition, but sadly we miss out on that one.

The VTi opens the price range at $14,990 for the five-speed manual, rising to $16,990 for the CVT auto. Standard features include a four-speaker stereo, air-conditioning, reverse camera, remote central locking, projector style halogen headlights, 15-inch steel wheels, cruise control power windows and mirrors, black cloth trim, trip computer and hill-start assist. 

The inclusion of the reversing camera is good but the lack of rear parking sensors is mystifying, a problem shared with the VTi-S, although they are optional on both specifications.

While the spare tyre is a space-saver, it's better than a tyre-repair kit, should trouble strike. A small tool kit is also supplied for just such an occasion.

Even with the 2018 update, there is no Apple CarPlay or Android Auto, although you can plug in your iPhone or Android device via the USB port. Irritatingly, the USB port is under a cover next to the 7.0-inch touchscreen itself, so you have a cable poking out of the dashboard. You might prefer Bluetooth in that case. 

Step up to the CVT-only VTi-S ($19,990) and you pick up foglights, 16-inch alloy wheels, LED headlights, 'premium' cloth trim, leather-wrapped steering wheel, a centre console with storage box and GPS sat nav. 

There is no improvement to the multimedia system.

The VTi-L ($22,990) adds LED daytime running lights, climate control, navigation system (hooray!), smart key keyless entry, push-button start, leather seats, paddle shift for the CVT gearbox, an alarm, bi-LED headlights, LED daytime running lights, heated front seats and two extra speakers, 

Missing from the accessories list are a CD changer, DVD player, DAB or MP3, panoramic sunroof, sport pack, black pack, city pack, subwoofer, improved sound system, HID headlights, tonneau cover, roof rack, different rims and even  floor mats. 

You're stuck with the same infotainment head unit right across the range - its not even a radio/CD player arrangement, just radio and your phone. At least the VTi-L has more speakers for its sound system.

Dealers will no doubt sell you darker tinted windows and an extended warranty.

The Jazz is available in seven colours, with Rally Red the only freebie. For $495 you can have one of six shades of mettallic paint - Crystal Black, Brilliant Sporty Blue, Modern steel (gunmetal grey), Phoenix Orange, Lunar Silver and White Orchid. If you're after pink or yellow, you're out of luck. Not very Jazzy.

The 85TSI is a 1.0-litre three-cylinder turbo-petrol engine, with direct injection and a start/stop system designed to save fuel.

That said, this EU6 emissions-rated unit provides a healthy 85kW of power between 5000-5500rpm, as well as 200Nm of torque from 2000-3500rpm.

It drives the front wheels via a seven-speed dual-clutch transmission (DCT) VW brands DSG, while other markets enjoy the option of a six-speed manual.

The official 0-100km/h acceleration time is 10.4 seconds, on the way to a top speed of 200km/h.

All Jazzes are powered by Honda's 1.5-litre single-cam four-cylinder. The engine specs don't make for inspiring reading, with just 88kW and 145Nm. That's not a lot of horsepower, but when you consider the weight of the car, the figures don't look so weedy.

Power goes to the front wheels, so the Jazz is definitely not an off-road proposition.

Only the base model VTi has a choice of manual vs automatic, with a five-speed manual transmission and a CVT auto to choose from.

As to the question of timing belt or chain, the Jazz has the latter, so you don't have to worry about a belt change. The oil type is 5W-30

There is no diesel option, so there'll be no diesel vs petrol argument. Nor is there an EV or plug-in hybrid - with a battery, it's unlikely you'd have much boot space left. There isn't an LPG, 4x4, or AWD version either.

If you can be bothered fitting a towbar, the manual's towing capacity is 1000kg braked while the CVT's load capacity drops to 850kg. Both transmissions will haul 450kg unbraked.

The EU6-rated Polo’s ADR 81/02 lab-tested average combined fuel consumption figure is 5.4 litres per 100km, for a carbon dioxide emissions average of 123 grams/km.

Brimming the 40-litre tank with premium unleaded petrol (95 RON minimum is recommended) should result in about 740km between refills.

We managed a respectable 5.9L/100km driving over 605km with the distance-to-empty still showing 85km remaining, while the trip meter’s long-term average read 6.1L/100km.

Fuel figures are slightly different, depending on the gearbox you've chosen. Honda claims you'll get 6.5L/100km on the combined cycle in a manual while the CVT uses a bit less, coming in at 5.9L/100km. So fuel consumption km/L works out at about 15km/L for the five speed and 17.km/L in the CVT.

Real-world consumption is a little different, however. Our most recent test with the manual yielded 8.0L/100km while the CVT chugged down 8.2L/100km. Having said that, you'll see better fuel economy figures in the manual if, as I admitted in my VTi review, you don't drive it enthusiastically. The CVT was a bit disappointing because I was a lot more sedate in that one and it didn't deliver better mileage than the manual.

Fuel-tank capacity is 40 litres.

It is quite astounding how VW manages to maintain a consistency throughout its model range, from Polo to Touareg, and the CityLife’s 85TSI DSG is no exception.

Press the starter button and you’ll barely discern the engine as a three cylinder, so effective is the sound deadening. Slot the satisfyingly normal gear lever into ‘D’ and, depending on your expectations, what comes next seems either a tad frustrating or impressively lively.

Let’s explain this more.

As with almost all turbo/DCT applications, there is a moment’s hesitation due to the turbo spooling and gears meshing up. If you’re rushing to merge with fast motorway traffic or turning at an intersection, the acceleration can feel like it needs forever before the car lurches into action and you’re on your way. Every single time.

Yet, in every other circumstance, the 85TSI is a lusty and lively machine, stepping away eagerly and smoothly under moderate throttle input, with the speed then instantly piling on as the engine’s revs reach towards the 5000rpm sweet spot, accompanied by a throaty exhaust note.

Combined with the ultra-fast ratio changes that the DCT is famous for, this is when you’d call the Polo enjoyably rapid, offering instant response for quick and easy overtaking. And all the while, the powertrain feels and sounds silky-smooth.

We noted that the adaptive cruise control betrays the VW’s age, since it can maintain varying speed with traffic flow, but once fully stopped, it requires the driver to keep a foot on the brake pedal to keep it from releasing and creeping forward (or backward on a hill). Nowadays, most newer systems stay stopped until traffic moves on again. It’s a surprise that the company did not update this with the Polo’s 2022 facelift.

The steering, though, feels state-of-the-art. A real treat, it is precisely weighted and beautifully tactile, for immersive, controlled cornering agility and feel over an impressively broad range of speeds and environments.

On smooth roads the 85TSI’s dynamic fluency is lovely, with the front end working with the keen driver while also providing reassuring grip and control. Yet it’s also light and easy enough to fit in tight spots, or zig-zag through traffic, making it an ideal urban runabout.

After a seemingly endless run of (especially Chinese) EVs and hybrids serving up dull and detached steering, the Polo’s nuance and finesse is a total breath of fresh air. VW, please don’t lose this ability.

The same also applies to the advanced driver-assist systems (ADAS) tune, which works quietly yet effectively in the background without jarring interference. The Polo feels light years ahead here as well.

But a bit more suspension comfort is required when the roads get rough.

Isolating and cushy on the smooth stuff to the point it feels like a luxury car, the suspension starts transmitting bumps and lumps when the bitumen turns bad, breaking the seamless flow of an otherwise accomplished chassis tune. It can also become a bit vocal over coarse bitumen, due to road and tyre noise intrusion.

Otherwise, the 85TSI is a slick and accomplished drive, with a quiet ride and long legs for easy, long-distance cruising.

Just like every other new VW.

The Jazz has always been a comfortable, easygoing car with performance figures to match. Its 0-100km/h acceleration is best described as leisurely, so if it's speed your after, this car isn't for you.

That said, the manual VTi is terrific fun to drive. Switch to the CVT, however, and the Jazz's reputation is restored. A good ride for front-seat passengers comes from McPherson struts up front while the rear suspension is by torsion beams, meaning rear-seat occupants can get a few shocks over bumps.

Road noise is a little higher than you might expect, but that's probably a combination of tyres and a commitment to lightness.

Obviously, being such a small car, manouverability is a key advantage. The turning radius is 5.2m, which is good but not super tight and the light, electric power steering makes dodging about easy. It certainly doesn't feel like it's on rails, but that's hardly what a car with a such a small engine size is about.

Ground clearance is 137mm, which is reasonable but jumping gutters is not advised.

In the base manual, you have a five-speed with a light clutch and an easy shift. For a motor missing out on a second cam, let alone a turbo, progress is swift rather than exciting, the engine droning away with a relaxed air. The CVT has an eco mode, which further blunts performance, but a ring of light around speedo glows green if you're behaving yourself.

The safety specifications include six airbags, ABS, stability and traction controls, brake assist and brake-force distribution. The Jazz was awarded a five-star ANCAP safety rating in January 2015.

Baby car seat security is offered with either three top-tether anchors but there are no ISOFIX points.

Missing is the more comprehensive safety equipment of its key rival, the Mazda2, which has forward AEB as standard, and its mid-range adds reverse AEB and at the top of the range scores reverse cross traffic alert and blind -spot monitoring. The airbag count is competitive, however.

The Polo comes with an industry-standard five year/unlimited kilometre warranty, as well as one-year’s free roadside assistance.

This can be extended annually if serviced at a VW dealer. Service intervals are 12 months or every 15,000km.

VW also offers a pay-as-you-go capped-price servicing program. For 2026, prices have been reduced over the previous year, coming in at $425, $681, $407, $1037 and $407 at the time of publishing.

Alternatively, buyers can prepay for a three or five-year service pack to save a bit more money. Three years costs $1507 and five years is $2799.

Note, however, that a Toyota Yaris SX Hybrid equivalent costs about $250 annually to service, or around $1250 over five years.

Finally, there are about 100 dealers or agents throughout Australia offering servicing and mechanical repairs.

Honda's standard five year/unlimited kilometre warranty also comes with capped-price servicing for the first five years or 10 services, whichever comes first. Service intervals are every 10,000km or six months. 

Up to 30,000km you won't have any extras but once you hit 40,000km you'll have to do the brake fluid, which is a reaonable $144 extra. Your service cost structure is otherwise simple - $259 for odd numbers and $297 for even.

Many people ask where the Honda Jazz is built, and the answer to that is "not Japan", or in Honda's Thailand plant.

Second-hand values appear strong, with around 60 percent of value retained after three years. Resale value is something of a Honda strength, which is probably to do with a lack of high-profile reliability issues.

A dip into the usual internet forums yields little in the way of common faults, problems, complaints or issues for the Jazz. Some look for automatic transmission problems, others for manual gearbox problems, but the current Jazz seems quite clear of defects in Australian-delivered cars.