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Honda Jazz and Fit I with mileage: arches rot without lockers, and wiring can throw problems

Honda’s reputation in Russia is generally good: it is believed that the cars are fairly reliable, moderately simple and pleasant to drive. In the case of the Honda Jazz and its right-hand drive twin, Fit is also usually praised for practicality. In principle, stereotypes do not lie and reflect a more or less real picture. But there are a lot of details and nuances. In the first part of the review we will focus on the body, interior and electrics, and in the second – on the chassis, motors and gearboxes.
Jazz / Fit is one of the striking examples of the B-Class hatch, which “is bigger inside than outside,” and all this is the result of Japanese engineering ingenuity. Thus, the fuel tank under the front seats allowed the rear seats to be very voluminous, the trunk large for its class, and interesting options for transforming the cabin, including absolutely flat resting surfaces with a length of 2400 mm.And on machines for Asian markets, the Ultra Luggage option is offered, in which there is no spare tire, and there is even more space.

In the technical part, the car is quite traditional: transversely mounted engines – only gasoline atmospheric “fours”, automatic gearboxes – hydromechanics or a variator, MacPherson strut suspension – front and beam – rear. At the same time, there are hybrid and electric options and an all-wheel drive transmission. The body is only a five-door hatch, although the Fit Aria sedan was also sold in Japan.

June 2001. Honda Fit begins sales in the Japanese market with 1.2 L12A and 1.4 L13A engines.

February 2002 The start of European sales of the Honda Jazz. A new transmission option is a variator for cars with a 1.4 L13A engine.

September 2002 On the Japanese market there is an option with a 1.5 L15A motor, also available with a variator.

June 2004 Restyling of the Japanese version. Updating the design of bumpers, optics and aerodynamic elements of the body. New multimedia system and air conditioning.

October 2004 Restyling the European version in the same vein.

January 2006 Display at the Detroit Auto Show a model with a five-speed automatic transmission and an engine of 1.5. Updated design to the requirements of the American market for passive safety.

October 2007 End of production in Japan.

A small sturdy body has a maximally simplified design, and this does not always benefit him – more on this below. But the paintwork of the cars is of very good quality, especially considering that this is a Japanese car of the beginning of the century, and Honda of this period did not differ in strong anti-corrosion protection.
Now back to the harm of simplicity. The machine in the factory configuration does not have lockers in the arches. And if everything is successful in the front in most cases, then the mudguard and the edge of the rear arch (at least for cars from Moscow and St. Petersburg) are a problem place for most copies. Stones and sand damage the surfaces of arches, edges and seams, in advanced cases holes form, small and not very. Worst options for cars may not have a piece of arch and fringe, but, fortunately, there are still few.

Optional lockers come in different qualities. They are usually installed crookedly and on screws, which does not add health to the metal. The trouble is that no one thinks about ventilation of the cavity above the locker, moreover, they often put the locker just to cover the holes in the body itself.

Another problem area of ​​the rear of the body is the seams of the opening just above the taillights. Condensation from the roof flows down precisely along the rear pillar. In addition, sometimes the seams of the roof are leaking, which increases the flow of water. If the trunk is at least a little damp, then the seams begin to rot – up to the through fistulas in the area under the headlight. Remove the side trim and be sure to check. The boot floor is also at risk, but this problem is usually noticeable, and normal owners fix it on time.

Also check the lower edge of the threshold under the plastic, the inner seam of the doors, the front edge of the hood, the area around the neck of the gas tank and the door under the handles.

In general, the condition of the body from below is usually quite good, holes in the bottom and rotten seams are a rarity even on the oldest “Japanese women” before restyling. But the process, as they say, has already begun. Cars clearly need high-quality anticorrosive every couple of years, but most owners do not bother with this.

Front bumper
17 610 rubles
As with any Japanese mass car, the Jazz / Fit has enough body parts from the “cuts”, and even serious repairs can be made if the car has not yet rotted all. At the same time, the prices for body “iron” are minimal. However, such a car is usually not bought in order to saw and restore from dust, so look for a copy with a good condition of the body, there are still enough of them even among inexpensive pre-styling versions. As of the end of 2019, you can find a good option for the price of up to 300 thousand rubles with excellent appearance and minor problems inside the rear arches or even slightly above 200, but with slight “shoals” in appearance, chips, tint or bugs on the edge of the hood and arches.

The condition of the cabin, even with runs over 200 thousand kilometers, is surprisingly good. Nevertheless, the quality of materials from Honda is high even on budget cars. Here and the lights in the dashboard – completely LEDs, a very reliable solution. Occasionally, the heater radiator fails, sometimes reinstalling “music” / signaling and careless handling during service procedures or during operation lead to damage. It is necessary to disassemble the interior, for example, to replace the gasoline pump. There are serious problems with the equipment, mainly of an electrical nature: the contact group of the ignition switch fails, and he sometimes wedges, brings the steering column control lever for light, the contacts of the power window control unit burn up (if any).
Depreciation of the steering wheel and seats, of course, is present. The plastic bagel and fabric are well preserved, but the leather braid and velor are very wiped away even with runs of up to a hundred. However, it all depends on the care, so it’s unlikely to be able to use the state of the cabin as an indicator of mileage. There are separate cars that preserve the perfect interior with runs far beyond 300 thousand.

The notorious “Japanese imperial quality” brings in contact with electrical components. The real curse is the ignition control system on L12A and L13A engines, (1.2 and 1.4 liters in European designations). There are two ignition coils and candles per cylinder. A total of eight coils and candles, each with its own candle tip, and they are on highly run cars provide owners with an increased amount of trouble. The original details are expensive, and the resource of the “contract” and non-original parts floats a lot. Prevention with the replacement of tips, springs and, in fact, candles prolongs the life of the ignition modules, but still there is always a risk of power loss and errors due to this system. One joy – individual modules.
The resource of the generator as a whole is normal, up to 200 thousand before replacing the bearings and brush assembly, but the battery quickly runs out. The reason is in the battery format, it’s practically “toy” here – the normal one gets into the engine compartment only with serious alterations to the site and connectors. In general, Jazz owners do not listen to music in the parking lot.

With runs for 200 thousand, contract groups of various controls in the cabin, rear and driver door wiring begin to fail, and I already spoke about headlight connectors. Rarely, but aptly, the fuse box and the cabin braid fail – short circuits, burned-out paths and even fires occur. In most cases, the fault is the inept intervention of electricians and fragile insulation.
If it were not for the obvious puncture of the Russian representative office of Honda with the absence of lockers in the version for our market (we could have installed it with dealers, in the end), we could say that the car body is successful. You can scold the salon, but not very much. An electrician is tolerant in quality, although there may be a lot of fuss with wiring. In the second part, we will study Honda’s gasoline inline fours and CVTs. And if you yourself are not jazz producers, you are unlikely to guess which system is the main supplier of problems there.

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