Why I love my Honda Jazz diesel after 7 years of ownership

The 1.5 I-DTEC is a fantastic motor with a punchy mid-array and great low-conclusion pull. It falls short in entrance of the 1.5 TDCI of the Figo.

BHPian ShubhankarS lately shared this with other fans.

This article is about my 7 year outdated Honda Jazz diesel’s driving expertise.

The 1.5L I-DTEC CRDI turbo diesel, utilizes a Preset-Geometry Turbo from Honeywell, makes 100 BHP at 3,600 RPM and 200 NM at 1,750 RPM.

Let us get about with this engine’s major issue appropriate absent. It really is rather loud and clattery. It seems worse than quite a few diesel engines and has a very clattery feel to it. That is simply because it uses an aluminum engine block, that is not going to take in seem as superior as iron does.

Considering the fact that my Jazz diesel V weighs a modest 1,145 kgs, the efficiency is basically pretty fricking great.

Irrespective of it utilizing a Fixed-Geometry Turbine, the reduced-finish pull is good. Perhaps for the reason that of a fairly smaller sized turbine and a higher engine displacement. Compared to a DDIS 190, that is considerably scaled-down by displacement and would not have a good minimal-conclusion pull for the reason that of small 1.25 li displacement and far more or fewer the exact same turbine size.

The motor is very, quite drivable and usable torque starts flowing appropriate from 1400 RPM or so. The engine is tuned in such a way that the surge of torque would not feel as unexpected as felt in other classic turbo diesels, like for case in point in 1.3 MultiJet engine.

There is a considerable action-up of ability at the 1500-1700 RPM mark and from there on, the engine pulls strongly and cleanly all the way up right until 3800 RPM. This motor feels great in the lower-stop and really fantastic in the mid-assortment and useless in the leading-close, since it would not have any, as the motor redlines at 4,200 RPM. But I would not worry about that.

Given that the engine is tuned in the manner of a linear torque curve, peak torque starts from 1500-1700 RPM mark and it retains on to the peak torque up until finally the body fat ability band of virtually 3,600 RPM, right after which the torque starts off to fall.

And that’s the magnificence of this engine. Any equipment at pretty much any pace, you can floor the throttle and get a punchy response with the motor emotion shockingly absolutely free-revving.

When I review it with my S-Cross 1.6, the electric power-shipping and delivery is distinctively clear. The 1.6 is not able to keep it can be peak torque for even like 500 RPMs, exactly where the I-DTEC does for practically 2000 RPMs. Acquiring said that, the 1.6 is definitely 2 notches previously mentioned when it arrives to punchiness and the way the engine picks up speeds. However, the 1.5 I-DTEC feels considerably, significantly much more drivable and free of charge-revving than the 1.6 MultiJet.

Right here are some timing-related facts that I analyzed:

  • -100 (launching at almost 1600 RPM) – nearly 12s
  • 20-80 (in 3rd equipment) – nearly 12s
  • 40-100 (in 4th equipment) – almost 15s

TLDR: The 1.5 I-DTEC is a fantastic motor with a punchy mid-selection and excellent reduced-end pull. It falls brief in entrance of the 1.5 TDCI of Figo. The power-shipping is very linear and the surge of torque is easy.

Read through BHPian feedback for a lot more insights and data.