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Honda2001–2024 Critical issues documented

Honda Jazz GE: common faults & what to check

The GE is the Honda Jazz built 2007–2014. It was sold here with the 1.3L petrol (L13A) and 1.5 petrol. Of the 51 faults documented for the Jazz, 14 apply to this generation, each with its symptoms, what to inspect and a typical repair cost. Free, no account needed.

Check this exact Honda Jazz

  • Odometer history
  • Money owing
  • Reported stolen
  • Ownership history
  • Official NZ vehicle register data
  • NZ owned and operated

Type the plate for the free basics. The full record is a paid check from $13.49, one car at a time, no subscription.

No NZ plate yet, or buying in Australia? Pick the generation and engine and start a free check below. New to KickTyres? How the check works →

51

Documented faults

Critical

Most serious

$300–$1,400

Typical repair

24

Service milestones

You're looking at the GE

2 engine variants are documented for this generation. Pick yours to narrow further, or keep reading for the generation as a whole.

Choose a different generation

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

A 2009 Honda Jazz is the GE generation (2007 to 2014).

Start your free check on this Honda Jazz

No plate needed. You get the risk score, the buyer's checklist and the guided inspection for the exact car you picked above — not the whole nameplate.

Honda Jazz GEEngine not picked yet

Pick the engine above first: the Jazz came with 2, and without it the report has to show all of their faults. Pick the engine

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Can't confirm for this car

Honda Jazz · 2009

Narrowed to the year. No engine is recorded for this vehicle. Pick an engine to see which faults apply.

Tell us the engine, or check the engine code on the car, before relying on this.

  • No engine is recorded for this vehicle.

matched on year only

What to look out for

The checks worth doing on a Honda Jazz before you hand over any money. Every documented fault is listed below, each with its own page.

  • Serious issue

    Look for cracking, discolouration, or raised weld edges indicating fatigue.

    See why

    Rear Torsion Beam Weld Cracking at Trailing Arm

    On GE-generation Jazz (GE6/GE8 chassis sold in NZ/AU), the rear torsion beam rear axle is susceptible to fatigue cracking at the weld junction between the trailing arm and the cross-member tube. The failure initiates as a hairline crack in the heat-affected zone of the MIG weld, typically at the lower-rear quadrant of the joint. NZ road conditions, including unsealed rural roads and pothole loading, accelerate crack propagation. A fully propagated crack results in loss of rear axle geometry, severe tyre scrub, and potential loss of vehicle control. The crack can be invisible until the weld opens under load. Vehicles used for touring or carrying near-maximum loads are disproportionately affected. Several NZ WoF inspections have identified this as a structural failure requiring immediate repair before a certificate of fitness is issued.

    What you would notice

    • Rear-end clunking or knocking over bumps, distinct from shock absorber noise
    • Rear tyre wearing unevenly on inner or outer edge
    • Vehicle tracking noticeably off-centre when driving straight on flat road
    • Visual crack or rust seam visible at trailing arm-to-beam weld junction

    Typically $1,000–$3,800 to put right.

  • Serious issue

    With the vehicle stationary and engine off, apply firm pedal pressure and hold for 30 seconds – the pedal should not sink toward the floor.

    See why

    Brake Master Cylinder Internal Bypass and Servo Vacuum Leak

    The GE Jazz brake master cylinder is susceptible to internal seal bypass failure, where the primary cup seal allows fluid to bypass under pedal application. Separately, the brake vacuum servo diaphragm can develop cracks causing vacuum loss and requiring a very high pedal effort to achieve adequate deceleration. The two faults can occur independently or together. Internal bypass in the master cylinder does not result in visible external fluid loss, making it easily overlooked. Honda issued a technical service campaign in Japan addressing master cylinder seal deterioration on certain GE build dates.

    What you would notice

    • Brake pedal slowly sinks toward the floor under sustained firm pressure despite the brake fluid reservoir remaining at the correct level
    • Very high pedal effort required to achieve normal braking force, particularly noticeable at low speed manoeuvres where servo assistance should be greatest
    • Longer than expected stopping distances with a pedal that feels solid but unusually high in the pedal arc

    Typically $650–$1,800 to put right.

  • Serious issue

    Check instrument cluster for any stored or current EPS warning lamp (orange steering wheel symbol).

    See why

    Electric Power Steering Motor Failure

    The Honda Jazz GE and GP generations use a column-mounted electric power steering (EPS) motor to provide assistance. The EPS motor and its control module are subject to failure, manifesting as sudden loss of power assistance — the steering becomes extremely heavy without warning, increasing accident risk especially during low-speed parking manoeuvres. Failure modes include motor winding breakdown, controller overheating, and sensor faults. Honda issued a number of service campaigns and a recall in some markets related to EPS failures. The EPS warning lamp (orange steering wheel icon) illuminates on the dash when the system detects a fault.

    What you would notice

    • Orange EPS warning lamp illuminating on the instrument cluster, with or without accompanying heavy steering
    • Sudden onset of extremely heavy steering requiring significant effort, particularly at low speed or during parking
    • Intermittent loss of power assistance that may clear temporarily after engine restart

    Typically $700–$1,800 to put right.

  • Serious issue

    Inspect the ball joint rubber boot visually for cracking, splitting, or grease loss.

    See why

    Front Lower Control Arm Ball Joint Separation

    The front lower control arm ball joint on GE-series Jazz can separate from the control arm under normal driving conditions due to degradation of the joint's internal bearing and boot seal. Once the rubber boot cracks and allows moisture and road contamination to enter, the bearing races corrode and the joint loses load capacity. Complete separation results in immediate loss of steering geometry and is a collapse-to-the-ground failure. Honda issued recall campaigns in multiple markets covering specific build ranges.

    What you would notice

    • Clunking or knocking noise from the front suspension over bumps or during cornering
    • Wandering or vague steering feel, particularly at low speed over rough surfaces
    • In extreme cases: sudden collapse of one front corner with the wheel folding under the car

    Typically $450–$1,100 to put right.

  • Costly issue

    Use a torch and probe or screwdriver to firmly press along the rear sill seam from inside the wheel arch.

    See why

    Rear Sill and Wheel Arch Rust Perforation

    GD (2002–2008) and early GE (2008–2014) generation Jazz vehicles are prone to rust perforation along the rear sill seams and inner wheel arch lips. The factory underseal in these areas is thin and the folded seam traps moisture and road salt. In the NZ coastal and high-rainfall environment, perforation can develop from the inside out, meaning surface paint appears intact while the substrate is already perforated. Affected areas can cause WOF failures once structural sill members are compromised. Repairs range from patch welding to full sill section replacement depending on extent.

    What you would notice

    • Bubbling or blistering paintwork along the lower rear sill and door sill edges
    • Probe or finger pressure penetrating the sill panel indicating through-rust perforation
    • Water or damp smell in the rear footwell with staining on carpet underlay

    Typically $600–$3,500 to put right.

  • Costly issue

    Check brake shoe wear pattern and contact area.

    See why

    Rear drum brake adjuster seizure

    The rear drum brake self-adjusting mechanism on GE and GK Jazz models seizes in humid and wet conditions, which are common across NZ. A seized adjuster prevents the brake shoes from advancing as they wear, resulting in a progressively long and spongy pedal and greatly reduced rear braking effectiveness. The condition is dangerous and frequently goes undetected because front disc brakes still provide a firm feel at the pedal.

    What you would notice

    • Spongy or low brake pedal requiring more travel than usual
    • Vehicle pulling to one side under hard braking
    • Grinding or scraping sound from rear wheels when braking
    • Handbrake requiring excessive lever travel to hold the car on a slope

    Typically $300–$900 to put right.

Honda Jazz service schedule

The 2 engines a 2009 Honda Jazz was sold with, each with its own intervals. Pick your engine above to narrow this to one. These are the model’s intervals — the car’s own service book is the only thing that can tell you what has actually been done to it.

Second Generation (GE) · 2008–2014 · 1.5L (L15A) i-VTEC - Sport/RS trim

Petrol

Due by distance

  1. 100,000 km

    Inspect the spark plugs and flush the cooling system to maintain the L15A engine's efficiency.

  2. 150,000 km

    Check suspension bushings and engine mounts, which may show natural wear given typical New Zealand road conditions.

  3. 200,000 km

    Comprehensive check of all drivetrain components; adjust the valve clearances per long-term Honda servicing guidelines.

Second Generation (GE) · 2008–2014 · 1.3L (L13Z) i-VTEC - Standard trim

Petrol

Due by distance

  1. 100,000 km

    Inspect the serpentine belt for cracking and check the spark plug condition.

  2. 150,000 km

    Check the valve clearances - the L13Z engine can become slightly noisy if they tighten up over time.

  3. 200,000 km

    Flush the cooling system and confirm the thermostat operates correctly to prevent overheating.

See all 14 issues for this oneDocumented for the exact year and engine you picked, including 5 rated critical.
Engine, transmission & cooling1

01Gear Selector Cable Stretch and Failure

Cycle through all gear positions — P, R, N, D, and manual modes — and confirm the dashboard indicator matches each position cleanly with no lag.petrol2008–2014Transmission
OccasionalTransmission $300–$750 to fix

The gear selector cable on GE Jazz models connects the cabin gear lever to the transmission selector lever via a flexible conduit routed through the engine bay. The inner cable and outer sheath are subject to fraying and elongation with age, heat cycling, and exposure to engine bay temperatures. When the cable stretches, the transmission does not achieve a clean mechanical detent between positions, so the indicator on the dashboard may show one gear while the transmission is actually engaged in an adjacent one (most critically, P or N instead of D). A broken cable leaves the transmission stuck in its last position and immobilises the vehicle. This is distinct from electronic shift-by-wire faults and is confirmed by physical inspection of the cable at both ends.

Symptoms to notice

  • Difficulty moving the gear selector between positions, requiring extra force
  • Gear position indicator on dashboard does not match the lever position
  • Vehicle rolls when dashboard shows Park, indicating cable misalignment
  • Transmission stuck in a single gear following cable snap

What to check

Cycle through all gear positions — P, R, N, D, and manual modes — and confirm the dashboard indicator matches each position cleanly with no lag. On a slope, engage Park and release the brakes to confirm the vehicle does not roll. Inspect the cable routing in the engine bay for fraying, kinking, or corrosion at the transmission end bracket.

Where to look: Gear selector cable — cabin lever to CVT/automatic selector lever, routed through engine bay bulkhead

Ask the seller

  • “Has the gear selector ever felt stiff, imprecise, or failed to engage Park properly?”
  • “Has the selector cable been replaced or adjusted?”
Electrical1 critical2

02Electric Power Steering Motor Failure

Check instrument cluster for any stored or current EPS warning lamp (orange steering wheel symbol).petrol2008–2020Electrical
OccasionalElectrical $700–$1,800 to fix

The Honda Jazz GE and GP generations use a column-mounted electric power steering (EPS) motor to provide assistance. The EPS motor and its control module are subject to failure, manifesting as sudden loss of power assistance — the steering becomes extremely heavy without warning, increasing accident risk especially during low-speed parking manoeuvres. Failure modes include motor winding breakdown, controller overheating, and sensor faults. Honda issued a number of service campaigns and a recall in some markets related to EPS failures. The EPS warning lamp (orange steering wheel icon) illuminates on the dash when the system detects a fault.

Symptoms to notice

  • Orange EPS warning lamp illuminating on the instrument cluster, with or without accompanying heavy steering
  • Sudden onset of extremely heavy steering requiring significant effort, particularly at low speed or during parking
  • Intermittent loss of power assistance that may clear temporarily after engine restart

What to check

  1. Check instrument cluster for any stored or current EPS warning lamp (orange steering wheel symbol).
  2. Test steering assistance at very low speed — turn lock to lock in a car park and confirm consistent light power-assisted feel.
  3. Inspect steering column area for any signs of heat damage.
  4. If a workshop inspection is possible: Scan for EPS-related diagnostic codes with an OBD-II reader.

Where to look: Steering column, behind dashboard — column-mounted EPS motor and ECU

Parts involved: Steering rack.

Ask the seller

  • “Has the EPS warning light ever come on, and has the power steering ever felt suddenly heavy?”
  • “Has the car been subject to any Honda recall work for the electric power steering?”
  • “Has an OBD scan been done recently and were there any steering-related fault codes?”

03AC Compressor Magnetic Clutch Slipping

On a hot day above 25°C, run the engine at idle with AC on maximum and observe the compressor clutch engagement at the front of the AC compressor.petrol2008–2020Electrical
CommonElectrical $480–$1,400 to fix

On both GE and GK Jazz generations, the air conditioning compressor electromagnetic clutch is documented to slip under high ambient temperature conditions above 28°C. The clutch air gap specification is 0.3–0.6 mm; as the clutch plate and rotor face wear, the gap widens and the magnetic holding force drops. In high-ambient conditions the clutch solenoid draws insufficient current to maintain engagement against the compressor's elevated head pressure, causing intermittent disengagement. Symptoms are worst in summer months and when the cabin is hot. Secondary effects include compressor pulley bearing wear from repeated partial-engagement events and occasional belt squealing. Replacement of the clutch assembly alone is possible on these units but requires partial disassembly of the front of the engine bay. Honda-OEM clutch assemblies have better heat tolerance than many aftermarket alternatives available in NZ.

Symptoms to notice

  • AC blows warm air intermittently on hot days despite being set to cold
  • AC performance restores itself when ambient temperature drops in the evening
  • Faint squealing or chirping from engine bay when AC is switched on
  • AC clutch audibly clicking on and off rapidly rather than staying engaged

What to check

On a hot day above 25°C, run the engine at idle with AC on maximum and observe the compressor clutch engagement at the front of the AC compressor. The clutch face should spin continuously with the pulley; intermittent disengagement (clutch face stopping and restarting) confirms slipping. Inspect wiring to the clutch solenoid for corrosion. If a workshop inspection is possible: Check the clutch air gap with feeler gauges if possible — a gap above 0.7 mm requires shimming or replacement.

Where to look: Front of AC compressor mounted on left-hand side of engine bay, driven by the accessory belt

Parts involved: Clutch.

Ask the seller

  • “Does the air conditioning work reliably in summer heat?”
  • “Has the AC compressor or clutch ever been replaced or serviced?”
  • “Has the AC system ever been regassed?”
  • “Is there any noise from the engine bay when the AC is running?”
Body, brakes, suspension & interior3 critical6

04Rear Torsion Beam Weld Cracking at Trailing Arm

Look for cracking, discolouration, or raised weld edges indicating fatigue.petrol2008–2014Suspension
OccasionalSuspension $1,000–$3,800 to fix

On GE-generation Jazz (GE6/GE8 chassis sold in NZ/AU), the rear torsion beam rear axle is susceptible to fatigue cracking at the weld junction between the trailing arm and the cross-member tube. The failure initiates as a hairline crack in the heat-affected zone of the MIG weld, typically at the lower-rear quadrant of the joint. NZ road conditions, including unsealed rural roads and pothole loading, accelerate crack propagation. A fully propagated crack results in loss of rear axle geometry, severe tyre scrub, and potential loss of vehicle control. The crack can be invisible until the weld opens under load. Vehicles used for touring or carrying near-maximum loads are disproportionately affected. Several NZ WoF inspections have identified this as a structural failure requiring immediate repair before a certificate of fitness is issued.

Symptoms to notice

  • Rear-end clunking or knocking over bumps, distinct from shock absorber noise
  • Rear tyre wearing unevenly on inner or outer edge
  • Vehicle tracking noticeably off-centre when driving straight on flat road
  • Visual crack or rust seam visible at trailing arm-to-beam weld junction

What to check

  1. Look for cracking, discolouration, or raised weld edges indicating fatigue.
  2. Check for uneven rear tyre wear.
  3. Measure rear toe alignment — significant deviation without prior damage points to beam deformation.
  4. If a workshop inspection is possible: Place vehicle on a hoist and inspect the rear torsion beam thoroughly at both trailing arm weld junctions using a torch and wire brush to remove surface rust before visual inspection.

Where to look: Rear undercarriage: weld joint where trailing arm meets the transverse torsion tube, both left and right sides

Ask the seller

  • “Has the rear suspension ever been inspected for cracks or weld fatigue?”
  • “Has the vehicle ever been used on unsealed or rural roads regularly?”
  • “Has it ever failed a WoF or CoF inspection for rear axle issues?”
  • “Has the vehicle ever been involved in a rear-end impact, even minor?”

05Brake Master Cylinder Internal Bypass and Servo Vacuum Leak

With the vehicle stationary and engine off, apply firm pedal pressure and hold for 30 seconds – the pedal should not sink toward the floor.petrol2008–2014Brakes
OccasionalBrakes $650–$1,800 to fix

The GE Jazz brake master cylinder is susceptible to internal seal bypass failure, where the primary cup seal allows fluid to bypass under pedal application. Separately, the brake vacuum servo diaphragm can develop cracks causing vacuum loss and requiring a very high pedal effort to achieve adequate deceleration. The two faults can occur independently or together. Internal bypass in the master cylinder does not result in visible external fluid loss, making it easily overlooked. Honda issued a technical service campaign in Japan addressing master cylinder seal deterioration on certain GE build dates.

Symptoms to notice

  • Brake pedal slowly sinks toward the floor under sustained firm pressure despite the brake fluid reservoir remaining at the correct level
  • Very high pedal effort required to achieve normal braking force, particularly noticeable at low speed manoeuvres where servo assistance should be greatest
  • Longer than expected stopping distances with a pedal that feels solid but unusually high in the pedal arc

What to check

With the vehicle stationary and engine off, apply firm pedal pressure and hold for 30 seconds – the pedal should not sink toward the floor. Start the engine and feel for the servo to assist (pedal should move down slightly as vacuum boosts). A brake pedal that slowly sinks under sustained pressure indicates internal master cylinder bypass. Hard pedal requiring high effort points to servo diaphragm failure.

Where to look: Brake master cylinder and servo booster assembly, driver's side firewall

Ask the seller

  • “Has the brake pedal ever felt higher than usual or required more effort to stop the car than you expected?”
  • “Does the brake pedal hold firm under sustained pressure, or does it slowly sink?”

06Front Lower Control Arm Ball Joint Separation

Inspect the ball joint rubber boot visually for cracking, splitting, or grease loss.petrol2008–2014Suspension
OccasionalSuspension $450–$1,100 to fix

The front lower control arm ball joint on GE-series Jazz can separate from the control arm under normal driving conditions due to degradation of the joint's internal bearing and boot seal. Once the rubber boot cracks and allows moisture and road contamination to enter, the bearing races corrode and the joint loses load capacity. Complete separation results in immediate loss of steering geometry and is a collapse-to-the-ground failure. Honda issued recall campaigns in multiple markets covering specific build ranges.

The front wheel of a car splayed outward with the lower control arm hanging down after a ball joint separation.Example of the part — not this vehicle

A separated lower ball joint: the control arm has dropped and the wheel has splayed out under the guard.

Elfix · CC0 · Wikimedia Commons

Symptoms to notice

  • Clunking or knocking noise from the front suspension over bumps or during cornering
  • Wandering or vague steering feel, particularly at low speed over rough surfaces
  • In extreme cases: sudden collapse of one front corner with the wheel folding under the car

What to check

  1. Inspect the ball joint rubber boot visually for cracking, splitting, or grease loss.
  2. Check if the vehicle is listed on Honda's ball joint recall campaign for the GE series build date.
  3. If a workshop inspection is possible: With the vehicle on a hoist, grip the front tyre at 6 and 12 o'clock and attempt to rock it — any vertical play in the ball joint is a failure.

Where to look: Front lower control arm, driver and passenger side, ball joint at the outboard knuckle end

Parts involved: Ball joint.

Ask the seller

  • “Has this vehicle been checked against Honda's front ball joint recall campaign, and has the recall work been completed?”
  • “Has there been any clunking or knocking from the front suspension recently?”

07Rear Sill and Wheel Arch Rust Perforation

Use a torch and probe or screwdriver to firmly press along the rear sill seam from inside the wheel arch.petrol2002–2013Body & Rust
CommonBody & Rust $600–$3,500 to fix

GD (2002–2008) and early GE (2008–2014) generation Jazz vehicles are prone to rust perforation along the rear sill seams and inner wheel arch lips. The factory underseal in these areas is thin and the folded seam traps moisture and road salt. In the NZ coastal and high-rainfall environment, perforation can develop from the inside out, meaning surface paint appears intact while the substrate is already perforated. Affected areas can cause WOF failures once structural sill members are compromised. Repairs range from patch welding to full sill section replacement depending on extent.

Symptoms to notice

  • Bubbling or blistering paintwork along the lower rear sill and door sill edges
  • Probe or finger pressure penetrating the sill panel indicating through-rust perforation
  • Water or damp smell in the rear footwell with staining on carpet underlay

What to check

  1. Use a torch and probe or screwdriver to firmly press along the rear sill seam from inside the wheel arch.
  2. Any give, flaking, or the probe passing through indicates perforation.
  3. Inspect from below with a light.
  4. Check the inner wheel arch where the seam folds over the arch lip.
  5. Lift carpet edges at the rear footwells for signs of water ingress from compromised sills.

Where to look: Rear sill sections below rear doors; rear inner wheel arch lips and seams

Parts involved: Body corrosion.

Ask the seller

  • “Has this car had any rust treatment or panel repairs to the sills or wheel arches?”
  • “Has it ever failed a WOF for corrosion?”
  • “Can I inspect under the car and behind the rear wheels before buying?”

08Rear drum brake adjuster seizure

Check brake shoe wear pattern and contact area.petrol2008–2020Brakes
CommonBrakes $300–$900 to fix

The rear drum brake self-adjusting mechanism on GE and GK Jazz models seizes in humid and wet conditions, which are common across NZ. A seized adjuster prevents the brake shoes from advancing as they wear, resulting in a progressively long and spongy pedal and greatly reduced rear braking effectiveness. The condition is dangerous and frequently goes undetected because front disc brakes still provide a firm feel at the pedal.

Symptoms to notice

  • Spongy or low brake pedal requiring more travel than usual
  • Vehicle pulling to one side under hard braking
  • Grinding or scraping sound from rear wheels when braking
  • Handbrake requiring excessive lever travel to hold the car on a slope

What to check

  1. Check brake shoe wear pattern and contact area.
  2. Test pedal firmness at rest versus after several pumps.
  3. If a workshop inspection is possible: Remove rear drums and inspect adjuster mechanisms for corrosion and seizure.
  4. Verify handbrake lever travel against specification.

Where to look: Rear drum brake adjuster mechanisms and shoe assemblies, both rear wheels

Ask the seller

  • “Have the rear drum brakes ever been serviced, cleaned, or adjusted?”
  • “Any sponginess in the brake pedal noticed during normal driving?”
  • “When was the last full brake inspection performed?”

09Front lower arm ball joint wear & clunk

Lift vehicle and grab front tyre at 6 and 12 o'clock positions then rock firmly to check for ball joint play.2007–2020Suspension
CommonSuspension $320–$750 to fix

The front lower control arm ball joints on both GE and GK Jazz are a documented wear point across NZ and AU markets. The pressed-in ball joint develops play as the tapered pin and socket wear, causing an audible clunk or knock over road irregularities at low speed. In NZ and AU conditions the rubber boot frequently splits from road grit, exposing the joint to contamination and dramatically accelerating wear. The ball joint is not separately serviceable on most variants; the complete lower arm assembly must be replaced.

The front wheel of a car splayed outward with the lower control arm hanging down after a ball joint separation.Example of the part — not this vehicle

A separated lower ball joint: the control arm has dropped and the wheel has splayed out under the guard.

Elfix · CC0 · Wikimedia Commons

Symptoms to notice

  • Clunk or knock from front suspension over bumps and dips
  • Clunk when turning at low speed over rough or uneven surfaces
  • Wandering or imprecise steering feel
  • Visible torn or missing ball joint rubber dust boot
  • Play detected when rocking wheel at 9 and 3 o'clock on lifted vehicle

What to check

Lift vehicle and grab front tyre at 6 and 12 o'clock positions then rock firmly to check for ball joint play. Inspect ball joint boot visually for cracks, splits, or grease contamination. Also rock at 9 and 3 o'clock to isolate hub bearing play separately. Road test over speed bumps at walking pace listening specifically for front clunk.

Where to look: Front lower control arms, ball joint at outer end of arm connecting to steering knuckle

Parts involved: Ball joint.

Ask the seller

  • “Any clunking or knocking from the front suspension over bumps?”
  • “Have the front lower control arms or ball joints ever been replaced?”
  • “When was the last suspension inspection or front wheel alignment performed?”
Depends on the exact engine — 5 moreDocumented for a specific engine we could not confirm from what you picked. Check the engine code on the car.
Engine, transmission & cooling4

01CVT Multi-Matic Belt Judder and Pulley Wear

Test drive: accelerate gently from rest and feel for a shudder or lurch between approximately 15-40 km/h.petrol2008–2014TransmissionRead the full fault: symptoms, where to look, what to ask the seller

02EGR Valve Carbon Buildup & Sticking

Scan for P0400-P0409 range DTCs.petrol2008–2014EngineRead the full fault: symptoms, where to look, what to ask the seller

03CVT Shudder and Fluid Additive Depletion (GE)

Test drive with multiple gentle departures from standstill to replicate shudder.petrol2008–2014Transmission
OccasionalTransmission $250–$2,500 to fix

Can't confirm for this car

Early GE Jazz models carried over CVT shudder issues from the GD generation. The transmission fluid additives deplete over time, causing the start clutch to remain partially engaged and producing a shudder during low-speed acceleration from rest. The GE CVT is sensitive to non-genuine fluid substitution, and many owners who serviced the transmission with aftermarket fluid experienced worsening shudder. The correct remedy is drain-and-refill with Honda HMMF fluid, an ECU reset, and transmission recalibration — a procedure that may need repeating twice. Vehicles on their original or non-genuine fluid are the highest risk.

Symptoms to notice

  • Vibration or shudder felt when accelerating gently from rest
  • Clunking or lurching sensation at low throttle from standstill
  • Symptom absent at higher speeds or under firm acceleration
  • Worsened by non-genuine or old transmission fluid

What to check

  1. Test drive with multiple gentle departures from standstill to replicate shudder.
  2. Confirm transmission fluid is Honda HMMF (not a generic CVT fluid) and check service records for fluid change intervals.
  3. Ask when the CVT fluid was last changed and with what fluid type.

Where to look: CVT transaxle — start clutch and fluid circuit

Parts involved: Clutch.

Ask the seller

  • “Has only genuine Honda HMMF CVT fluid been used in transmission services?”
  • “When was the CVT fluid last drained and replaced?”
  • “Has any CVT shudder been noticed during low-speed takeoff?”

04Concentric Clutch Slave Cylinder Failure (Manual Transmission)

petrol2008–2014Transmission
OccasionalTransmission $1,100–$2,400 to fix

Can't confirm for this car

The GE Jazz fitted with the 5 or 6-speed manual transmission uses a concentric (internal) hydraulic clutch slave cylinder mounted inside the bellhousing on the input shaft. This unit is sealed and cannot be serviced without transmission removal. The internal seal degrades over time allowing fluid bypass, which causes a gradual loss of clutch release pressure. Because it is inside the gearbox, the first sign is often a clutch that will not fully disengage rather than any visible fluid leak. Replacement requires full gearbox removal, making the labour cost substantial.

Symptoms to notice

  • Difficulty selecting first gear from rest with engine running despite clutch pedal fully depressed, accompanied by a grinding sensation
  • Clutch pedal feels inconsistent or spongy mid-stroke without visible fluid loss from the master cylinder reservoir
  • Gear changes become crunchy or refuse to engage as hydraulic pressure at the slave cylinder drops further

What to check

  1. With the engine running and clutch pedal fully depressed, attempt to engage first gear from rest — any grinding or resistance to gear selection suggests the slave is not fully releasing.
  2. Check clutch pedal travel and feel for a spongy or inconsistent bite point.
  3. Ask if any clutch fluid top-ups have been required, which can indicate internal bypass.

Where to look: Inside the manual transmission bellhousing, concentric with the input shaft

Parts involved: Clutch.

Ask the seller

  • “Has the clutch hydraulic fluid ever needed topping up, or has the clutch felt spongy?”
  • “Has there been any difficulty engaging first gear or grinding when changing gears?”
Body, brakes, suspension & interior1

01Takata driver and passenger airbag recalls (GE Jazz, 2008-2014)

Ask the seller for the airbag recall paperwork, and check the VIN with a Honda dealer or the government recall check before you buy.2008–2014Interior
Very commonInterior $0 to fix

Can't confirm for this car

The GE Jazz (1.3 and 1.5 petrol, 2008-2014) was recalled many times because both the Takata driver and front passenger airbag inflators can rupture in a crash and fire metal fragments into the cabin. Honda Australia recalls include PRA 2015/14703, 2015/14819, 2016/15197, 2016/15496, 2017/15856, 2018/16523, 2018/17079, 2019/17658 and 2019/17661, covering every model year. Replacement is free at a Honda dealer. Some cars needed more than one visit, so check both airbags were done.

Symptoms to notice

  • No symptom until the airbag deploys
  • Airbag warning light on

What to check

  1. Ask the seller for the airbag recall paperwork, and check the VIN with a Honda dealer or the government recall check before you buy.
  2. Look for a recall completion sticker in the door jamb or under the bonnet, and check the airbag warning light comes on at start up then goes out.
  3. If a workshop inspection is possible: a Honda dealer can confirm by VIN whether the replacement inflator has been fitted.
  4. Check that both the driver and passenger airbag campaigns are complete.

Where to look: Driver airbag in the steering wheel and passenger airbag in the dashboard

Ask the seller

  • “Has the airbag recall been done, and do you have the dealer paperwork?”
  • “Has the car been checked by VIN for any open recalls?”
Other Honda Jazz engines and years37 documented issues that do not apply to the one you picked.
Engine, transmission & cooling23

01CVT Drive Pulley Shaft Fracture — Sudden Loss of Drive

Verify via VIN check that Honda Safety Recall JU3 (equivalent local recall) has been completed.petrol2014–2020Transmission
OccasionalTransmission $4,000–$9,000 to fix

Does not apply

Honda issued Safety Recall JU3 (NHTSA 15V-574) for the 2015 Fit/Jazz GK after confirming that the CVT drive pulley shaft could fracture under high internal hydraulic pressure during certain driving conditions. Shafts with marginally low hardness from manufacturing were vulnerable. A fractured shaft causes immediate loss of acceleration or, in severe cases, front wheel lockup while driving. Honda's remedy was a CVT software update to reduce hydraulic peak pressure combined with physical shaft inspection; shafts below hardness tolerance were replaced. Vehicles not presented for recall completion remain at risk.

Symptoms to notice

  • Sudden loss of acceleration while driving at any speed
  • Transmission warning light illuminating without prior warning
  • Front wheels locking or binding during deceleration in severe cases
  • No power transmitted to wheels despite engine running

What to check

  1. Verify via VIN check that Honda Safety Recall JU3 (equivalent local recall) has been completed.
  2. Request evidence from the selling dealer.
  3. During test drive, check for any unusual hesitation or power interruption.
  4. Inspect service records for any CVT-related warranty repairs.

Where to look: CVT transaxle — drive pulley shaft (internal)

Ask the seller

  • “Has Honda Safety Recall JU3 (CVT drive pulley shaft) been completed on this vehicle?”
  • “Has the transmission ever been replaced or had major repairs?”
  • “Are there any outstanding recall notices from Honda on this VIN?”

02CVT Input Shaft Bearing Noise and Failure

Test drive at 60–100 km/h on a smooth road and listen for droning from the transmission.petrol2014–2020Transmission
OccasionalTransmission $3,500–$8,500 to fix

Does not apply

The GK Jazz equipped with Honda's JATCO-derived CVT (continuously variable transmission) has a documented failure mode involving the input shaft bearing. The bearing is undersized relative to the torque loads imposed by aggressive urban stop-start driving. Early failure presents as a low-pitched drone or whine that increases with vehicle speed and varies under load. As the bearing degrades, metallic debris contaminates the CVT fluid, accelerating wear on the push-belt and pulley assemblies. Unaddressed bearing failure leads to full CVT seizure or slipping, requiring complete transmission replacement. The issue appears with greater frequency on vehicles used predominantly in city stop-start traffic, as the CVT operates at higher torque multiplication ratios under low-speed high-load conditions. CVT fluid change intervals are critical: Honda specifies 40,000 km but many owners stretch this to 80,000+ km.

Symptoms to notice

  • Droning or whining noise from transmission tunnel that changes pitch with vehicle speed
  • Noise present in Drive but reduces or changes character in Park or Neutral
  • Shuddering or hesitation during acceleration from a standstill
  • CVT slipping or failing to maintain speed on inclines at higher mileage

What to check

  1. Test drive at 60–100 km/h on a smooth road and listen for droning from the transmission.
  2. Compare noise level in Drive versus engine-braking (foot off throttle at speed).
  3. Check CVT fluid for metallic particulate by wiping dipstick on white cloth.
  4. Request service records confirming CVT fluid changes at or before 40,000 km intervals.
  5. Ask about warranty history for any drivetrain complaints.

Where to look: Transversely-mounted CVT unit beneath centre console, input shaft at engine-transmission bell housing junction

Parts involved: CVT belt and pulleys.

Ask the seller

  • “Has the CVT fluid ever been changed, and at what mileage intervals?”
  • “Has the transmission ever been inspected or rebuilt?”
  • “Has the vehicle ever exhibited a drone, whine, or shudder under acceleration?”
  • “Has the vehicle been used predominantly in city traffic?”

03CVT MFHA belt judder under light throttle

Drive in slow stop-start urban cycle and apply very light throttle from rest.petrol2013–2020TransmissionRead the full fault: symptoms, where to look, what to ask the seller

04i-DCD Hill-Start Stall and Creep Stall

On a slight uphill gradient, release the brake with zero throttle and allow the car to creep — observe whether the engine stalls.hybrid2014–2021TransmissionRead the full fault: symptoms, where to look, what to ask the seller

05CVT Start Clutch Judder on Acceleration

Test drive with gentle-to-moderate acceleration from a standstill; note any vibration, shudder, or chattering between 10–40 km/h.petrol2020–2024TransmissionRead the full fault: symptoms, where to look, what to ask the seller

06Hybrid Inverter Electric Water Pump Failure

Listen for the electric water pump running during a cold start — it should be audible as a faint whirring near the inverter coolant reservoir.hybrid2014–2021Cooling
OccasionalCooling $550–$4,500 to fix

Does not apply

The Jazz hybrid uses a separate electrically-driven water pump to circulate coolant through the power control unit (inverter) cooling circuit, independent of the main engine water pump. These brushless DC pumps can fail silently — they do not always immediately trigger a coolant temperature or hybrid system warning — and a failed pump allows the inverter to overheat, potentially triggering a hybrid system shutdown or causing permanent damage to the power electronics module. The failure is particularly insidious because the cabin heater and engine temperature gauge remain normal while the inverter overheats on its separate circuit.

Symptoms to notice

  • Amber or red hybrid system warning light triggered, sometimes with a 'Check Charging System' message
  • Hybrid system entering reduced-power or shutdown mode during sustained driving
  • Inverter coolant reservoir found low on inspection with no obvious external leak
  • PCU overtemperature fault codes stored (P1A15/P1A16 range) when scanned with Honda HDS
  • Electric water pump inaudible during startup when it should produce a brief faint whirring sound

What to check

  1. Listen for the electric water pump running during a cold start — it should be audible as a faint whirring near the inverter coolant reservoir.
  2. Check the inverter coolant level and condition in the separate reservoir (usually located near the battery/inverter area).
  3. Inspect for coolant leaks around the pump body.
  4. If a workshop inspection is possible: With a Honda HDS diagnostic tool, check for PCU/inverter overtemperature fault codes (P1A15, P1A16, or similar).

Where to look: Engine bay near the power control unit (inverter) — separate cooling circuit with its own reservoir and electric pump

Parts involved: Water pump.

Ask the seller

  • “Has the hybrid warning light ever come on, and if so, was the inverter cooling system specifically checked?”
  • “When was the inverter coolant last inspected or replaced, and is the separate inverter coolant reservoir visible and at the correct level?”
  • “Has a Honda technician ever checked the electric water pump operation using HDS diagnostic equipment?”

07CVT Belt Judder on Automatic

Test drive and feel for rhythmic vibration during light acceleration from rest.petrol2001–2007Transmission
CommonTransmission $600–$3,500 to fix

Does not apply

Jazz CVT develops shudder from belt and pulley wear on urban short-trip examples. Honda HMMF fluid specification is critical.

Symptoms to notice

  • Rhythmic shudder or buzz during light acceleration from rest
  • CVT fluid darker than the correct Honda HMMF pink specification

What to check

Test drive and feel for rhythmic vibration during light acceleration from rest. CVT fluid darker than the correct pink indicates degraded fluid.

Where to look: CVT gearbox in engine bay

Parts involved: CVT belt and pulleys.

Ask the seller

  • “Has the cvt belt judder on automatic been inspected or repaired?”

08CVT Start Clutch Judder on Takeoff

During test drive, accelerate gently from a complete stop multiple times and note any vibration or shudder through the drivetrain.petrol2002–2008TransmissionRead the full fault: symptoms, where to look, what to ask the seller

09i-MMD Engine Clutch Low-Speed Judder

Test drive at 10–30 km/h on flat road.hybrid2020–2024TransmissionRead the full fault: symptoms, where to look, what to ask the seller

10i-STOP Starter Ring Gear Accelerated Wear

petrol2014–2020EngineRead the full fault: symptoms, where to look, what to ask the seller

11e:HEV Inverter Electric Water Pump Failure

Scan for hybrid system DTCs related to inverter temperature such as P0A93 or power electronics over-temperature codes.hybrid2020 onwardCooling
OccasionalCooling $600–$1,400 to fix

Does not apply

The GR Jazz e:HEV i-MMD hybrid system uses a dedicated electrically driven water pump to cool the power control unit containing the inverter and DC-DC converter. This cooling circuit is entirely separate from the engine coolant system. Failure of the electric water pump causes the inverter to overheat, triggering an amber or red hybrid system warning and forcing the vehicle into a reduced-power mode or complete hybrid drive shutdown. The pump can degrade gradually and may not trigger a warning until thermal limits are reached, making early detection difficult without live data scanning.

Symptoms to notice

  • Hybrid system warning light amber or red on dashboard
  • Involuntary power reduction or limp mode activation
  • Inverter or power electronics temperature warning
  • Loss of electric drive motor assist
  • Low coolant level in the separate hybrid system cooling reservoir

What to check

  1. Scan for hybrid system DTCs related to inverter temperature such as P0A93 or power electronics over-temperature codes.
  2. Listen for the electric water pump operating at startup by placing a hand near the pump housing.
  3. Inspect hybrid cooling circuit fluid level and condition in the dedicated reservoir.
  4. Check for any prior dealer hybrid system repair history.

Where to look: Electric water pump in dedicated power electronics cooling circuit, adjacent to inverter unit in engine bay

Parts involved: Water pump.

Ask the seller

  • “Has the hybrid system ever triggered a warning light or entered reduced power mode?”
  • “Any history of hybrid system repairs or dealer visits for electrical warnings?”
  • “Is the hybrid cooling circuit fluid level correct and when was it last inspected?”

12Fuel Pump Impeller Swelling — Engine Stall Risk (Safety Recall)

Check the VIN against Honda's recall database (owners.honda.com or the NZ/AU equivalent).petrol2020–2022EngineRead the full fault: symptoms, where to look, what to ask the seller

13EVAP Purge Valve Failure - P0496 Code

Scan for P0496 or any other EVAP-related fault codes.petrol2014–2020EngineRead the full fault: symptoms, where to look, what to ask the seller

14Recall + failure risk: i-DCD 7-speed dual-clutch hybrid gearbox (GP5 Fit/Jazz Hybrid)

Drive it from cold: pull away gently several times and feel for a delay or a beat where nothing happens before drive engages.hybrid2013–2020Transmission
CommonTransmission

Does not apply

The GP5 Fit/Jazz Hybrid uses Honda's i-DCD 7-speed dual-clutch automatic, not a CVT. Honda issued three successive Japan recalls (October 2013, December 2013 and February 2014) for control-software faults that could leave the car unable to engage a gear or move off. On higher-kilometre imports the clutch actuator itself wears, storing fault code P2857 and causing shudder, hesitation or loss of drive; out-of-warranty gearbox repair is costly. Most NZ examples are JDM Fit Hybrid imports.

Symptoms to notice

  • Jerky or hesitant take-off from a standstill
  • Transmission warning lamp or service indicator lights up
  • Car briefly won't engage a gear before it will move
  • Shudder or clunk during low-speed gear changes

What to check

Drive it from cold: pull away gently several times and feel for a delay or a beat where nothing happens before drive engages. Do several 10-40 km/h accelerations feeling for jerky shifts. Have it scanned for stored code P2857 and confirm with a Honda dealer that all i-DCD/DCT recall campaigns were completed for this VIN.

Where to look: 7-speed dual-clutch transaxle (i-DCD) behind the engine; clutch actuator mounted on the gearbox

Parts involved: Clutch.

Ask the seller

  • “Have all the Honda i-DCD dual-clutch recalls been completed for this VIN?”
  • “Has the clutch actuator or dual-clutch gearbox ever been replaced, and is there a receipt?”
  • “Does it ever hesitate or refuse to move when pulling away?”

15Recall: CVT drive-pulley shaft can break causing total loss of drive (2015 petrol, campaign 15V574)

Confirm with a Honda dealer, using the VIN, whether recall 15V574 (CVT drive-pulley-shaft software update) has been completed.petrol2015Transmission
RareTransmission

Does not apply

A batch of 2015 petrol Jazz (sharing the transmission with the 2014-2015 Civic) left the factory with CVT drive-pulley shafts produced at the low end of the hardness specification. Under the high hydraulic pressure the CVT uses in certain modes, a soft shaft can crack and break, at which point the car loses drive or the front wheels can momentarily lock. The remedy is a free CVT control-software update that lowers the pressure, so confirm it was carried out.

Symptoms to notice

  • Sudden loss of drive or no acceleration
  • Momentary front-wheel lock-up
  • CVT or transmission warning light

What to check

Confirm with a Honda dealer, using the VIN, whether recall 15V574 (CVT drive-pulley-shaft software update) has been completed. On the test drive note any harsh CVT behaviour, warning lights or hesitation under acceleration, and ask for service records showing the software reflash.

Where to look: CVT transaxle; drive-pulley (input) shaft inside the gearbox

Ask the seller

  • “Has the 2015 CVT drive-pulley-shaft recall (15V574) been completed on this car?”
  • “Is there any history of CVT repairs or a replaced pulley shaft?”

16Recall: Denso fuel-pump impeller can swell causing stalling or no-start (2018-2021, VIN check)

Ask a Honda dealer to check the VIN against fuel-pump recalls REC-000585 and REC-005932 and confirm the pump was replaced.2018–2021Engine
OccasionalEngine

Does not apply

Certain 2018-2021 Jazz (petrol and early e:HEV hybrid) were recalled because the Denso low-pressure fuel-pump impeller can absorb moisture from the fuel, swell and deform. That drops fuel pressure and can stop the engine starting or stall it while driving, sometimes at speed. Australian campaigns REC-000585 and REC-005932 list the Jazz; the fix is a free replacement pump with an improved impeller. Confirm the recall was completed rather than assuming it.

Symptoms to notice

  • Engine cranks but won't start
  • Stalls while driving, occasionally at open-road speed
  • Rough running or warning lights shortly before a stall

What to check

  1. Ask a Honda dealer to check the VIN against fuel-pump recalls REC-000585 and REC-005932 and confirm the pump was replaced.
  2. Ask the seller whether the car has ever stalled unexpectedly or failed to start when hot, and look for a recall-completion stamp in the service book.

Where to look: Low-pressure fuel-pump module inside the fuel tank, under the rear seat / floor

Parts involved: Water pump.

Ask the seller

  • “Has the Denso fuel-pump recall been completed for this VIN?”
  • “Has the car ever stalled while driving or refused to start when warm?”

17Air Conditioning Compressor Clutch Seizure

Operate the air conditioning on max cool for 10 minutes and confirm cold air is produced.petrol2013–2021Engine
CommonEngine $700–$2,200 to fix

Does not apply

The electromagnetic clutch on the belt-driven air conditioning compressor in the Jazz is a documented weak point, with the clutch coil or clutch plate failing to disengage correctly, or the compressor internals seizing after refrigerant loss. A seized compressor locks the drive pulley, shredding the serpentine accessory belt — which also drives the alternator and power steering pump — and can leave the vehicle stranded. The failure is more common in older, higher-mileage examples where refrigerant has leaked slowly and the compressor has run partially oil-starved.

Symptoms to notice

  • Air conditioning blows ambient or warm air despite the A/C light being active
  • Squealing or rattling noise from the engine bay when A/C is switched on
  • Serpentine/accessory belt shows fraying, cracking, or has already failed
  • Oily residue or staining around the compressor body or refrigerant hoses
  • Engine bay warning light for alternator charge loss if compressor seizure has destroyed the belt

What to check

  1. Operate the air conditioning on max cool for 10 minutes and confirm cold air is produced.
  2. Listen for a rattling or squealing noise from the compressor area when A/C is switched on.
  3. Inspect the serpentine belt for fraying or glazing.
  4. Check for oil staining around the compressor body or refrigerant hose connections indicating a slow leak.
  5. A UV dye inspection will reveal refrigerant loss.

Where to look: Front of engine — A/C compressor on the accessory belt drive, lower driver-side area of engine bay

Parts involved: Clutch.

Ask the seller

  • “Does the air conditioning blow cold reliably, and when was the refrigerant last checked or topped up?”
  • “Has the A/C compressor or serpentine belt ever been replaced, and are there any rattling noises when the A/C is switched on?”
  • “Has the car been regularly serviced including A/C system checks, or has the A/C been ignored due to the NZ climate?”

18VTC Actuator Cold-Start Rattle

Start the cold engine and listen at the front of the engine for a metallic chain-rattle or rattling from the cam gear area.petrol2013–2021Engine
CommonEngine $350–$950 to fix

Does not apply

The Variable Timing Control (VTC) actuator on the L15B i-VTEC engine rattles loudly for one to four seconds on cold morning starts because engine oil drains back from the actuator's internal oil galleries overnight, leaving the phaser vanes momentarily unsupported. While brief cold-start rattle is normal, prolonged rattle or rattle that continues beyond a few seconds indicates actuator wear or oil feed restriction, and the worn actuator can eventually cause variable valve timing errors, reduced power, and increased fuel consumption.

Symptoms to notice

  • Loud metallic rattle from the front of the engine for 1–4 seconds on first cold start each day
  • Rattle that persists beyond a few seconds or returns at warm idle in advanced cases
  • P0341 or P0344 camshaft position sensor fault codes in late-stage failure
  • Slightly rough cold idle that smooths once oil pressure builds
  • Marginal reduction in fuel economy as valve timing accuracy degrades

What to check

Start the cold engine and listen at the front of the engine for a metallic chain-rattle or rattling from the cam gear area. Normal rattle should cease within 2–3 seconds. Any rattle lasting longer than 3–4 seconds, or rattle that recurs at a warm idle, indicates actuator wear. Check oil level and condition — low or dirty oil accelerates failure.

Where to look: Front of engine, intake camshaft sprocket / VTC actuator behind the cam cover timing end

Ask the seller

  • “Does the engine rattle on cold starts, and if so, for how long does it last before going quiet?”
  • “What oil grade and brand is used, and how frequently has the oil been changed — has it ever been run low?”
  • “Has the VTC actuator ever been replaced or inspected by a Honda technician?”

19EGR Valve Carbon Blockage and Failure

Use an OBD2 scanner to check for stored codes P0400, P0401, P0404 before purchase.petrol2002–2008Engine
CommonEngine $200–$700 to fix

Does not apply

The exhaust gas recirculation valve on GD Jazz L13A and L15A engines is prone to carbon accumulation, particularly on vehicles used predominantly for short urban trips where exhaust temperatures remain low. Accumulated carbon deposits cause the valve to stick open or partially open, disrupting the air-fuel mixture at idle and under light load. Fault codes P0400, P0401, and P0404 are commonly triggered. The problem was widespread enough that ClubJazz forums dedicated a long-running thread to it as the 'infamous EGR valve problem'. Many cases were resolved under original warranty, but high-mileage second and third owners frequently encounter it. Cleaning or replacing the valve and associated passages resolves the fault.

Symptoms to notice

  • Check Engine / MIL light illuminated, typically EGR-related fault codes
  • Rough or fluctuating idle, especially when warm
  • Hesitation or jerking under light acceleration in urban traffic
  • Engine speed hunting between 600–900 rpm at idle

What to check

  1. Use an OBD2 scanner to check for stored codes P0400, P0401, P0404 before purchase.
  2. Test drive in stop-start urban conditions and note any idle roughness or hesitation.
  3. Ask whether the EGR valve has ever been cleaned or replaced and check for MIL history in service records.

Where to look: Intake manifold area — EGR valve and associated passage on L13A/L15A engine

Parts involved: EGR valve.

Ask the seller

  • “Has the EGR valve ever been cleaned, replaced, or had fault codes related to it?”
  • “Is the check engine light currently on, and can I have the codes read?”

20Idle Air Control Valve Failure — Erratic Idle and Stalling

During test drive, monitor idle speed when stationary with A/C on and off.petrol2001–2008Engine
OccasionalEngine $100–$450 to fix

Does not apply

The idle air control valve (IACV) on GD Jazz L13A and L15A engines regulates airflow at idle to maintain stable engine speed. Contamination from oil vapour and carbon deposits can cause the IACV pintle to stick, reducing bypass airflow below the target. Affected vehicles idle at 300–400 rpm instead of the normal 650–700 rpm, causing stalling when coming to a stop, hunting idle under electrical load, and difficult cold starts. Honda service managers have noted the fault as a pattern on these engines. Cleaning the IACV and throttle body with appropriate solvent resolves the fault in most cases; seized units require replacement.

Symptoms to notice

  • Very low idle speed (below 500 rpm), especially when warm
  • Engine stalls when braking to a stop or engaging the clutch
  • Idle speed drops suddenly when accessories such as A/C are switched on
  • Rough idle that recovers when throttle is briefly blipped

What to check

During test drive, monitor idle speed when stationary with A/C on and off. Bring the engine to full operating temperature and check for stable idle around 650–700 rpm. Check for stored fault codes related to idle control (P0505, P0506). Enquire whether the throttle body and IACV have been serviced.

Where to look: Throttle body assembly — idle air control valve port on L13A/L15A

Ask the seller

  • “Has the idle air control valve or throttle body ever been cleaned or replaced?”
  • “Does the car ever stall when coming to a stop or at traffic lights?”

21Idling Control Valve Carbon Fouling

Note idle behaviour at operating temperature.petrol2001–2007Engine
CommonEngine $150–$400 to fix

Does not apply

The idle control valve on the L13A accumulates carbon causing hunting idle and stalling at operating temperature.

Symptoms to notice

  • Hunting idle at operating temperature in Park
  • Occasional stalling when coming to a stop

What to check

Note idle behaviour at operating temperature. Hunt between 600 and 1200rpm indicates idle valve fouling.

Where to look: Idle control valve on intake manifold

Ask the seller

  • “Has the idling control valve carbon fouling been inspected or repaired?”

22L13B Throttle Body Carbon Fouling Causing Idle Instability

Check if the butterfly closes fully with no carbon buildup preventing a clean seal.petrol2013–2020Engine
CommonEngine $80–$350 to fix

Does not apply

The L13B 1.3-litre port-injection engine recirculates crankcase blow-by vapours through the intake manifold via the PCV system, depositing oil-laden carbon on the throttle body butterfly valve and bore. Unlike direct-injection engines where the intake valves foul, the throttle body is the primary deposition site on the L13B. As carbon builds up, it restricts airflow and prevents the butterfly from fully closing, causing the ECU to fight an incorrect idle air signal, resulting in erratic cold-idle behaviour and occasional stalling.

Symptoms to notice

  • Rough or fluctuating idle speed, particularly when cold
  • Occasional stalling at idle or when coming to a stop after a warm-up period
  • Hesitation or stumble on light throttle application from idle

What to check

  1. Check if the butterfly closes fully with no carbon buildup preventing a clean seal.
  2. If a workshop inspection is possible: Connect an OBD scanner to observe idle RPM stability and check for P0505 or P0507 idle control codes.
  3. Remove the air intake hose from the throttle body and inspect the bore and butterfly plate with a torch for black or brown carbon deposits.

Where to look: Throttle body assembly on the inlet manifold, driver's side of the engine bay

Parts involved: Intake manifold, PCV / oil separator.

Ask the seller

  • “Has the throttle body ever been cleaned or replaced?”
  • “Does the engine idle roughly or stall when cold?”
  • “Has the car ever had an idle-related fault code?”

23L13A Throttle Body Carbon Fouling Causing Rough Idle

A rough idle that returns after cleaning the throttle body indicates valve stem seal issues.petrol2001–2007Engine
CommonEngine $80–$300 to fix

Does not apply

The Honda Jazz GD1/GD3 L13A 1.3 throttle body butterfly valve and bore accumulate carbon deposits from crankcase blow-by vapours, particularly on short-trip urban examples. Carbon build-up reduces effective throttle opening causing a rough, hunting idle and hesitation from rest. The throttle body requires periodic cleaning as a maintenance item.

Symptoms to notice

  • Rough idle that fluctuates between 600 and 900rpm at operating temperature
  • Hesitation and stumble from rest at light throttle

What to check

A rough idle that returns after cleaning the throttle body indicates valve stem seal issues. If a workshop inspection is possible: Remove the intake hose and inspect the throttle body bore and butterfly valve face for grey-black carbon deposits.

Where to look: Throttle body on intake manifold of L13A engine

Ask the seller

  • “Has the l13a throttle body carbon fouling been inspected or repaired?”
Electrical7

01i-DCD Hybrid Battery Pack (IPU) Capacity Degradation

Look for the amber 'IMA' or hybrid system warning light on the dashboard.hybrid2014–2021Electrical
OccasionalElectrical $3,500–$8,500 to fix

Does not apply

The lithium-ion Integrated Power Unit (IPU) battery that drives the electric assist motor in the Jazz hybrid degrades over time and with charge cycle accumulation, reducing the system's ability to provide electric torque fill-in and regenerative braking recovery. In the NZ and AU climate, capacity loss typically becomes noticeable after 8–12 years or 120,000 km, and a degraded IPU causes the hybrid system to run the petrol engine more frequently at low speeds — directly increasing fuel consumption — and can trigger a persistent amber hybrid system warning light.

Symptoms to notice

  • Amber hybrid system or IMA warning light illuminated on the instrument cluster
  • Noticeably higher fuel consumption than the Honda advertised figure, especially in city stop-start use
  • Regenerative braking feels weaker or the brake energy indicator rarely shows high recovery
  • Electric-only EV mode unavailable or drops out almost immediately after engagement
  • Battery state-of-charge indicator swings rapidly between high and low without sustained middle range

What to check

  1. Look for the amber 'IMA' or hybrid system warning light on the dashboard.
  2. Compare real-world fuel economy to Honda's claimed figures — a noticeable shortfall in city driving can signal reduced EV assist.
  3. Check for any IPU replacement record in service history.
  4. If a workshop inspection is possible: Use a Honda HDS diagnostic tool to read IPU state-of-health and individual cell voltage balance.

Where to look: Under the rear seat / beneath the boot floor — IPU lithium-ion battery module with integrated BMS

Ask the seller

  • “Has the hybrid battery warning light ever come on, and if so, was it diagnosed and what was the outcome?”
  • “What is the current real-world fuel economy in city driving, and does the car regularly use EV mode in slow traffic?”
  • “Has the IPU battery pack ever been replaced, reconditioned, or had any cells serviced?”

02Electric Power Steering Column Motor Failure

Scan for EPS fault codes.2001–2007Electrical
OccasionalElectrical $500–$1,800 to fix

Does not apply

EPS column motor fails causing sudden or gradual loss of power assistance.

Symptoms to notice

  • Sudden loss of power steering with EPS warning light
  • Heavy steering requiring effort especially at low speeds

What to check

  1. Scan for EPS fault codes.
  2. Test steering — any heavy or inconsistent feel warrants investigation.

Where to look: EPS column motor and control unit

Parts involved: Steering rack.

Ask the seller

  • “Has the electric power steering column motor been inspected or repaired?”

03Hybrid Lithium-Ion Battery Cooling Duct Blockage Causing Overheating Fault

Scan for active or historic DTC codes relating to battery temperature (P1563, P0A7F or similar).hybrid2013–2020ElectricalRead the full fault: symptoms, where to look, what to ask the seller

04GP Hybrid 12V Auxiliary Battery Failure Causing Complete No-Start

Ask when the 12V auxiliary battery was last replaced.hybrid2013–2020ElectricalRead the full fault: symptoms, where to look, what to ask the seller

05Body Earth Corrosion — Erratic Dash and Warning Lights

Connect an OBD2 scanner and record all active fault codes.petrol2014–2020ElectricalRead the full fault: symptoms, where to look, what to ask the seller

0612V Auxiliary Battery Parasitic Drain — BCM Software Defect

Ask for the BCM software version history (Honda dealer scan required).hybrid2020–2022ElectricalRead the full fault: symptoms, where to look, what to ask the seller

07Electric Power Steering Rack Internal Rattle and Column Knock

The GK Jazz uses an electric power-assisted rack-and-pinion steering system where the motor and torque sensor are mounted on the steering column.2013–2018Electrical
OccasionalElectrical $450–$1,800 to fix

Does not apply

The GK Jazz uses an electric power-assisted rack-and-pinion steering system where the motor and torque sensor are mounted on the steering column. Internal wear in the rack end housing and the column coupling allows the steering components to develop mechanical lash, producing a knocking or rattling noise transmitted directly into the cabin at low speed. Honda issued a service procedure involving replacement of the steering rack assembly in confirmed cases, as the internal components are not separately serviceable in the field.

Symptoms to notice

  • Knocking or clicking noise from the steering column when manoeuvring at low speed
  • Slight free-play or dead-band at the steering wheel centre position
  • Noise increases when changing direction while parking or performing three-point turns

What to check

  1. With the engine running, rock the steering wheel rapidly left and right from the straight-ahead position at low speed and listen for a knock or click through the column.
  2. Check the intermediate shaft UJ for free-play.
  3. Inspect the rack boots for any evidence of leakage or displacement.

Where to look: Steering rack under the dashboard and steering column upper coupling

Parts involved: Steering rack.

Ask the seller

  • “Is any knocking or clicking heard from the steering when parking or manoeuvring at low speed?”
  • “Has the steering rack or column ever been replaced under warranty or otherwise?”
  • “Does the steering feel vague or have a dead spot around the centre?”
Body, brakes, suspension & interior6

01Brake-by-Wire Pedal Simulator Oil Seal Failure

Check for any brake, ABS, or VSA warning lights on the dashboard.hybrid2020–2022Brakes
OccasionalBrakes $0–$3,500 to fix

Does not apply

Honda issued a formal Product Update letter in the UK and across European markets (and a domestic recall in Japan) covering the brake operating simulator on 2020–2022 e:HEV models, including the Jazz. During manufacturing, assembly oil could seep into the pressure sensor inside the simulator unit, causing the sensor to degrade over time. When the sensor fails, the brake-by-wire system cannot accurately read pedal input, resulting in multiple simultaneous warning lights and a significant increase in the pedal force required to stop the car. Honda's remedy is a free dealer replacement of the entire brake operating simulator assembly with a countermeasure part; an interim software update adds a dashboard warning to alert the driver when the sensor begins to degrade.

Symptoms to notice

  • Amber or red brake warning light illuminated, often accompanied by ABS and VSA lights simultaneously
  • Brake pedal requires significantly greater force than normal to achieve braking effect
  • Spongy or inconsistent brake pedal feel during moderate-to-hard braking
  • Regenerative braking disengages unexpectedly or feels erratic
  • Multi-information display may show a brake system alert message on affected updated vehicles

What to check

  1. Check for any brake, ABS, or VSA warning lights on the dashboard.
  2. Test the brake pedal feel for sponginess or unexpectedly heavy resistance.
  3. Request Honda service records and confirm the brake simulator Product Update has been completed — Honda issued a specific product update letter to affected owners.
  4. Verify no open recall appears on the VIN.

Where to look: Brake operating simulator unit mounted on the firewall in the engine bay

Ask the seller

  • “Has the brake operating simulator been replaced under Honda's Product Update campaign, and is there dealer documentation confirming this?”
  • “Are any brake, ABS, or VSA warning lights currently active or recorded in the vehicle history?”
  • “Has the owner ever experienced the brake pedal feeling unusually heavy or noticed reduced braking response?”

02Rear Trailing Arm Bush Collapse and Toe Angle Drift

Apply fore-aft hand pressure to the trailing arm to detect excess movement.2013–2020Suspension
OccasionalSuspension $220–$600 to fix

Does not apply

The GK Jazz uses a torsion beam rear suspension with trailing arms located by large rubber bushes pressed into the forward pivot point. The rubber compound in these bushes degrades and takes a permanent set under the combination of torsional and axial loads, particularly in markets with rough road surfaces. As the bush collapses, the trailing arm moves forward under braking loads, shifting the rear wheel toe angle to positive and causing the rear axle to steer toward oversteer behaviour under braking.

Symptoms to notice

  • Vehicle pulls or wanders under braking, particularly on uneven surfaces
  • Rear wheel alignment showing toe-out beyond specification
  • Knocking from the rear axle area over sharp road imperfections

What to check

Apply fore-aft hand pressure to the trailing arm to detect excess movement. A wheel alignment printout showing rear toe outside Honda specification is a reliable indicator. If a workshop inspection is possible: On a hoist, visually inspect the trailing arm forward bush for cracking, extrusion of rubber beyond the sleeve, or the sleeve sitting off-centre.

Where to look: Rear trailing arm forward pivot bush, chassis-side mount on both sides

Ask the seller

  • “Has the rear suspension ever been inspected or had bushes replaced?”
  • “Does the car pull to one side under hard braking?”
  • “Has a wheel alignment been done recently and did it show rear toe issues?”

03Brake Caliper Guide Pin Seizure

Check for pulling under braking.2001–2007Brakes
CommonBrakes $150–$500 to fix

Does not apply

Front brake caliper guide pins seize from corrosion causing uneven pad wear.

Symptoms to notice

  • Vehicle pulling to one side under braking
  • One front disc hotter than the other after moderate use

What to check

  1. Check for pulling under braking.
  2. Feel for uneven wheel heat.
  3. Inspect guide pins.

Where to look: Front brake calipers

Parts involved: Brake disc and pads.

Ask the seller

  • “Has the brake caliper guide pin seizure been inspected or repaired?”

04Brake Actuator Cold-Start Knock or Squawk Noise

Listen carefully during the first cold start of the day for a single knock, clunk, or squawk from the firewall area near the brake master cylinder.hybrid2020–2024Brakes
CommonBrakes $150–$1,800 to fix

Does not apply

Honda issued NHTSA-filed service bulletins L-SB-0026-20 (July 2020) and L-SB-0005-21 (February 2021) to address a knock, clunk, or squawk noise from the brake actuator assembly during initial engine start. The noise occurs as the brake-by-wire system self-initialises and pressurises on the first start of the day. While a single startup knock is often classified as normal system behaviour, a persistent, worsening, or repeated knock can indicate air entrainment in the actuator hydraulic circuit or early actuator wear. Honda's prescribed correction involves a specific brake actuator bleed procedure; severe cases require actuator replacement.

Symptoms to notice

  • Single knock or squawk noise from the brake area at first startup of the day
  • Noise more pronounced after the car has been parked overnight in cold conditions
  • May be accompanied by a brief firmness or pulsation in the brake pedal on the first application
  • In worsening cases, knock repeats on every startup rather than only the first cold start

What to check

  1. Listen carefully during the first cold start of the day for a single knock, clunk, or squawk from the firewall area near the brake master cylinder.
  2. Note whether the noise occurs only on cold starts or repeats on every subsequent start.
  3. Check whether the Honda brake actuator bleed service bulletin has been performed and is documented in the service history.

Where to look: Brake actuator unit mounted on firewall, driver's side engine bay

Ask the seller

  • “Has the brake actuator bleed procedure (Honda TSB L-SB-0026-20 or L-SB-0005-21) been performed by a Honda dealer?”
  • “Does the car make a knocking or clicking noise from the brake area when first started in the morning?”
  • “Has the brake actuator ever been replaced?”

05Rear Trailing Arm Bush Collapse

Inspect rear trailing arm bushes for cracking.2001–2007Suspension
CommonSuspension $250–$600 to fix

Does not apply

Rear trailing arm bushes harden and collapse causing rear knocking and handling imprecision.

Symptoms to notice

  • Knocking from rear suspension over rough surfaces
  • Imprecise rear handling feel at speed

What to check

  1. Inspect rear trailing arm bushes for cracking.
  2. Push arm — any movement indicates collapsed bushes.

Where to look: Rear suspension trailing arm mounting points

Ask the seller

  • “Has the rear trailing arm bush collapse been inspected or repaired?”

06Rear Tailgate Gas Strut Pressure Loss

Open tailgate fully to its limit and release hands; observe whether it holds open unassisted or slowly drifts downward.2020–2024Body & Rust
Very commonBody & Rust $150–$400 to fix

Does not apply

The GR Jazz tailgate is supported by a pair of gas struts. Multiple owners across UK and Australasian markets have reported the struts losing internal gas pressure earlier than expected — typically within 3–6 years. Once pressure drops, the tailgate drifts down slowly when released or fails to hold fully open. The condition progresses to the point where the tailgate must be manually propped. Oil seepage or a wet residue on the strut body indicates the internal seal has failed. This issue affects both petrol and hybrid variants. Replacement struts are inexpensive and widely available as OEM and aftermarket parts.

Symptoms to notice

  • Tailgate slowly drifts down or falls when released without manual support
  • Tailgate will not hold at fully open position without being propped
  • Oil residue or wet patch visible on the strut body
  • Strut makes a hissing or creaking noise when the tailgate is opened

What to check

  1. Open tailgate fully to its limit and release hands; observe whether it holds open unassisted or slowly drifts downward.
  2. Inspect both strut bodies for oil residue or wet patches which indicate internal seal failure.
  3. Test at maximum extension by pushing the tailgate fully up and releasing.

Where to look: Rear tailgate — twin gas struts running from C-pillar brackets to tailgate body

Parts involved: Shock absorber / strut.

Ask the seller

  • “Does the tailgate stay fully open unassisted on flat ground?”
  • “Have the tailgate gas struts ever been replaced?”
Fluid leaks1

01L15B2 fuel injector O-ring seal weeping

With engine warm and switched off, inspect fuel rail and each injector base with a torch for fuel staining, crystallised deposits, or wetness.petrol2013–2020Fluid Leaks
OccasionalFluid Leaks $350–$850 to fix

Does not apply

High-pressure direct injection fuel injectors on the L15B2 engine are sealed with rubber O-rings at both the fuel rail interface and the cylinder head bore. From around 60,000 km the O-rings harden and shrink, allowing petrol to weep around the injector body. Leaked fuel can reach hot exhaust manifold surfaces creating a fire risk and causing rich-running conditions and misfires. Honda issued revised injector O-ring kits for affected production years.

A single common-rail diesel fuel injector photographed against a plain background.Example of the part — not this vehicle

A common-rail diesel injector. Contamination damages the nozzle at the tip.

Panoha · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Petrol smell from engine bay especially after hot shutdown
  • Visible fuel staining or wetness around fuel rail and injector bases
  • Rough idle or rich-running misfire fault codes
  • Minor fuel residue or crystallised fuel deposits at injector body

What to check

  1. With engine warm and switched off, inspect fuel rail and each injector base with a torch for fuel staining, crystallised deposits, or wetness.
  2. Wipe a clean rag around each injector base to confirm fuel presence.
  3. Check for strong fuel smell in engine bay when engine is warm.
  4. Look for fault codes P0172 rich mixture or individual injector misfire codes.

Where to look: Fuel injectors and fuel rail mounted on cylinder head or intake manifold

Parts involved: Fuel injector.

Ask the seller

  • “Any petrol smell from the engine bay particularly after driving?”
  • “Has the fuel injector O-ring kit been inspected or replaced?”
  • “Any fuel leak warning or fuel system fault codes recorded?”

Honda Jazz faults in detail

Narrowed to the Honda Jazz · 2009. Each of these has its own page: the symptoms, where to look, what to ask the seller and what the repair costs. Free, no account needed.

CVT Multi-Matic Belt Judder and Pulley WearMajor · TransmissionEGR Valve Carbon Buildup & StickingMajor · Engine

What these repairs cost on other cars

Some of the Honda Jazz’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

Other Honda models

Honda CR-V59 documented faultsHonda Accord55 documented faultsHonda Odyssey45 documented faultsHonda Fit42 documented faultsHonda Civic39 documented faultsHonda StepWGN31 documented faults

Honda Jazz buyer questions

Is the Honda Jazz reliable?

Like any used car, it depends on the specific example and its service history. Across the 51 documented faults for the Honda Jazz, the recurring problem areas are transmission, suspension, and brakes. A Honda Jazz with a full service history and no signs of the issues listed on this page can be a sound buy but each one needs to be checked individually before you commit.

What are the most common problems with a used Honda Jazz?

We've catalogued 51 known faults for the Honda Jazz, covering transmission, suspension, and brakes. All 51 are written out in full on this page, with the symptoms to notice, what to inspect, and typical repair costs for each. Free to read, no account needed.

How much do repairs cost on a Honda Jazz?

Most single repairs on the Honda Jazz fall between $300–$1,400 at NZ independent-workshop rates. Some of the 51 documented faults cost less and a few cost considerably more, and no one car needs them all. Knowing which ones to look for before you view is what lets you negotiate the price down or walk away.

Should I get a pre-purchase inspection on a Honda Jazz?

Yes. A Honda Jazz inspection focused on its known weak points is the single best way to avoid an expensive mistake. KickTyres gives you a guided, model-specific inspection plus a market valuation and negotiation figure for $24.90 far less than the cost of missing one of the faults on this page.