Toronto Star Fit Review!
#1
03-25-2006, 04:54 PM
Toronto Star Fit Review!
Flip-flopping Fit a magical mystery
Gymnastic seats fold flat, stand tall Honda overhauls subcompact rivals
Mar. 25, 2006. 02:41 PM
JIL MCINTOSH
Though it looks smart on the outside, the Fit’s talent lies
inside where the cargo space can be configured four ways,
including a large open space, and a tall, narrow space.
Call it the Space Race. With gas prices soaring and parking becoming increasingly cramped, subcompacts simply make sense. But the small footprint that makes them viable also creates their main drawback: limited useable space. Several engineering feats go into this innovative design. It starts with a rear floor section that Honda claims is more than 170 mm lower than that of the Yaris. This is achieved by moving the fuel tank forward to an otherwise unused central portion of the chassis.
Enter the Fit.
Honda's newest Canadian model is a Japanese-built four-door hatchback, and is the latest entry in a subcompact segment that's becoming increasingly crowded. It follows on the heels of its most logical rival, the Toyota Yaris, as well as such contenders as the Chevrolet Aveo and its clones Pontiac Wave and Suzuki Swift+, Kia Rio, Hyundai Accent and Smart, and will reach buyers before Nissan releases its new Versa.
In Canada, Fit will hit showrooms April 3, almost a month ahead of its U.S. introduction, with a starting price of $14,980. It isn't a new vehicle. It debuted in Japan in 2001 and is currently sold in more than 100 countries, some of which in Europe know it as the Jazz. It's done well for itself: In its first full year, it became the first Honda to top Japan's annual sales race, and it's been named Car of the Year in Japan, Australia, New Zealand and the U.K., and received international accolades from J.D. Power.
The U.S. will get it in two trim lines, the LX and Sport, but for we practical Canadians, there's also a base DX. Expect to see that bare-bones model delivering pizza, auto parts or whatever needs to be hauled; this "subbie" has a feature that all but moves it into compact SUV territory for cargo. Honda calls the rear 60/40 bench a "magic seat," and once it starts folding and flipping, that's a pretty accurate description.
That low floor, along with the seats' gymnastic abilities, allows four modes. For "utility" mode, the rear seat cushions fold flat — without even removing the head-restraints — which increases the cargo volume enormously and lets you throw stuff on top of them, as with most folding seat designs. Next is "tall" mode, created by flipping the seat cushion up and loading cargo directly on that low floor where a rear passenger's feet would rest. The company's photos show it bringing home a potted ficus tree. "Refresh" mode can only be used when the vehicle's parked: slide the front seats all the way forward, remove the head-restraints, and recline the front seat back flat against the rear seat cushion. In this mode you can sit in the back seat and stretch out your legs, à la La-Z-Boy, "for enjoyable activities, such as working on your computer," the company says. Sure. Finally, there's "long" mode: put the passenger side into refresh mode, recline the rear seat back, and you've got a car-long flat space that Honda claims will hold a surfboard, but which wave-deprived Canadians will be more likely to use to bring home bookcases from Ikea.
Overall, this functional little hatch provides 2,550 litres (90.1 cu. ft.) of passenger volume, and a maximum of 1,186 litres (41.9 cu. ft.) of cargo space. Honda says that's more passenger space than Yaris and over twice the Toyota's cargo volume. And even with all the seats up, there's enough room in behind to bring home a whack of shopping, even if the four cargo tie-downs aren't supplemented with grocery bag hooks. (Don't auto designers bring home their own food?) The upright seating makes for good visibility, although you can't see the sloping hood, and the rear seat is surprisingly spacious. The attractive gauges mimic Civic's illuminated blue dials (and they're in front of the driver, where they belong), and the stereo — with an auxiliary jack for iPods and other players, even on the base model — uses a big on/off knob surrounded by a ring of mode buttons.
Safety is Fit's other big selling point: Every model comes standard with anti-lock brakes and with six airbags, including front side-seat and curtain bags. None of its major rivals gives you all of that across-the-board on all trim levels. Honda expects to achieve the top five-star rating for frontal collision and the highest "good" rating in frontal offset- and side-crash tests. All trim lines use the same engine, a new-for-North-America 1.5-litre inline four, with four valves per cylinder and VTEC (variable valve timing and lift with electronic control) for a more efficient fuel burn and improved operation throughout the r.p.m. range; the engine makes 109 hp and 105 lb.-ft. of torque.
That's not as much as some of its rivals, but for North America, where we like to feel power off the line, the engineers have tuned its drive-by-wire throttle control for stronger acceleration response at half pedal. The engine also has a timing chain instead of a belt, which means you don't have to worry about replacing it as part of maintenance. The claimed fuel economy figures are 7.3 L/100 km in the city and 5.8 L/100 km on the highway with the manual (the auto is 7.8 and 5.6); not bad, butYaris is rated at 6.9 city and 5.5 highway.
Two transmissions are offered: a five-speed manual, or a first-in-segment five-speed automatic. Order the automatic in Sport trim and it comes with two types of manual mode, operated strictly by wheel-mounted paddles. Put the shifter in Sport and the transmission will hold whatever gear you've manually selected. If you leave it in Drive, though, tapping the paddles will still let you downshift, but once you've cruised at that speed for a while, it'll revert to whatever gear the transmission would normally use. It makes a bit more sense than I originally thought; you can slap it down should you want more passing power and then let it go back to doing its own thing without moving the shifter.
Honda makes some notable claims for the Fit. Its front MacPherson strut suspension is similar to that used on the all-new 2006 Civic, its geometry optimized for improved tire adhesion. Since those four little patches of rubber are all that's holding you on the blacktop, cars that maximize tire contact tend to be much more stable around turns. The compact rear torsion beam helps allow the lower floor, and it's also set up for ride comfort and stability. Power steering is electric and owes much to the Civic Si and Hybrid models; Honda calls it "crisp," a word I might not so readily apply to a couple of the competitors made available for back-to-back testing on our closed course. Lacking a hydraulic pump, electric steering reduces engine load and so contributes to fuel economy; it also doesn't require oil, which makes it a "greener" choice. The brakes are disc-and-drum with electronic brake force distribution, and a graph in the presentation showed Fit stopping faster than a Toyota Corolla. All of this is encased in a body that's unmistakably Honda from the front, but looks to my eye like a small Mazda5 from the side. The headlamps are encased in a body-coloured bezel, which saves the tuner crowd from having to paint it.
Honda expects to pull in younger drivers, but this car might well cross barriers just as its big brother does: the Civic has possibly the industry's widest demographic, hauling Fast & Furious fans into showrooms as easily as it does senior citizens. It isn't the cheapest car in the segment: the DX is $14,980, the LX $17,180 and the Sport $19,480, and add $1,200 for the automatic to the DX and LX, and $1,300 for the Sport's manual-mode version. But all models come with six airbags, ABS, power windows, rear wiper, tilt wheel and that "magic seat," and the LX includes a/c, power mirrors and locks, although you must move up to the Sport to get cruise control and keyless remote. The Sport also adds a 200-watt stereo with MP3 and WMA capability, spoiler and skirts, fog lamps and leather-wrapped wheel, and you can order it with Sport-exclusive, way-cool Orange Blaze paint.
The subcompact choices aren't finished yet; the Nissan Versa is still on its way, the Chevrolet Aveo is undergoing a major makeover and Toyota has just released the Yaris sedan. They all have their good points, but the cargo-busting magic seat could turn the subcompact market on its ear, just as Chrysler's disappearing Stow 'n Go seats did for minivans. Hey, if the Fit fits ... then fill it.
Gymnastic seats fold flat, stand tall Honda overhauls subcompact rivals
Mar. 25, 2006. 02:41 PM
JIL MCINTOSH
inside where the cargo space can be configured four ways,
including a large open space, and a tall, narrow space.
Call it the Space Race. With gas prices soaring and parking becoming increasingly cramped, subcompacts simply make sense. But the small footprint that makes them viable also creates their main drawback: limited useable space. Several engineering feats go into this innovative design. It starts with a rear floor section that Honda claims is more than 170 mm lower than that of the Yaris. This is achieved by moving the fuel tank forward to an otherwise unused central portion of the chassis.
Enter the Fit.
Honda's newest Canadian model is a Japanese-built four-door hatchback, and is the latest entry in a subcompact segment that's becoming increasingly crowded. It follows on the heels of its most logical rival, the Toyota Yaris, as well as such contenders as the Chevrolet Aveo and its clones Pontiac Wave and Suzuki Swift+, Kia Rio, Hyundai Accent and Smart, and will reach buyers before Nissan releases its new Versa.
In Canada, Fit will hit showrooms April 3, almost a month ahead of its U.S. introduction, with a starting price of $14,980. It isn't a new vehicle. It debuted in Japan in 2001 and is currently sold in more than 100 countries, some of which in Europe know it as the Jazz. It's done well for itself: In its first full year, it became the first Honda to top Japan's annual sales race, and it's been named Car of the Year in Japan, Australia, New Zealand and the U.K., and received international accolades from J.D. Power.
The U.S. will get it in two trim lines, the LX and Sport, but for we practical Canadians, there's also a base DX. Expect to see that bare-bones model delivering pizza, auto parts or whatever needs to be hauled; this "subbie" has a feature that all but moves it into compact SUV territory for cargo. Honda calls the rear 60/40 bench a "magic seat," and once it starts folding and flipping, that's a pretty accurate description.
That low floor, along with the seats' gymnastic abilities, allows four modes. For "utility" mode, the rear seat cushions fold flat — without even removing the head-restraints — which increases the cargo volume enormously and lets you throw stuff on top of them, as with most folding seat designs. Next is "tall" mode, created by flipping the seat cushion up and loading cargo directly on that low floor where a rear passenger's feet would rest. The company's photos show it bringing home a potted ficus tree. "Refresh" mode can only be used when the vehicle's parked: slide the front seats all the way forward, remove the head-restraints, and recline the front seat back flat against the rear seat cushion. In this mode you can sit in the back seat and stretch out your legs, à la La-Z-Boy, "for enjoyable activities, such as working on your computer," the company says. Sure. Finally, there's "long" mode: put the passenger side into refresh mode, recline the rear seat back, and you've got a car-long flat space that Honda claims will hold a surfboard, but which wave-deprived Canadians will be more likely to use to bring home bookcases from Ikea.
Overall, this functional little hatch provides 2,550 litres (90.1 cu. ft.) of passenger volume, and a maximum of 1,186 litres (41.9 cu. ft.) of cargo space. Honda says that's more passenger space than Yaris and over twice the Toyota's cargo volume. And even with all the seats up, there's enough room in behind to bring home a whack of shopping, even if the four cargo tie-downs aren't supplemented with grocery bag hooks. (Don't auto designers bring home their own food?) The upright seating makes for good visibility, although you can't see the sloping hood, and the rear seat is surprisingly spacious. The attractive gauges mimic Civic's illuminated blue dials (and they're in front of the driver, where they belong), and the stereo — with an auxiliary jack for iPods and other players, even on the base model — uses a big on/off knob surrounded by a ring of mode buttons.
Safety is Fit's other big selling point: Every model comes standard with anti-lock brakes and with six airbags, including front side-seat and curtain bags. None of its major rivals gives you all of that across-the-board on all trim levels. Honda expects to achieve the top five-star rating for frontal collision and the highest "good" rating in frontal offset- and side-crash tests. All trim lines use the same engine, a new-for-North-America 1.5-litre inline four, with four valves per cylinder and VTEC (variable valve timing and lift with electronic control) for a more efficient fuel burn and improved operation throughout the r.p.m. range; the engine makes 109 hp and 105 lb.-ft. of torque.
That's not as much as some of its rivals, but for North America, where we like to feel power off the line, the engineers have tuned its drive-by-wire throttle control for stronger acceleration response at half pedal. The engine also has a timing chain instead of a belt, which means you don't have to worry about replacing it as part of maintenance. The claimed fuel economy figures are 7.3 L/100 km in the city and 5.8 L/100 km on the highway with the manual (the auto is 7.8 and 5.6); not bad, butYaris is rated at 6.9 city and 5.5 highway.
Two transmissions are offered: a five-speed manual, or a first-in-segment five-speed automatic. Order the automatic in Sport trim and it comes with two types of manual mode, operated strictly by wheel-mounted paddles. Put the shifter in Sport and the transmission will hold whatever gear you've manually selected. If you leave it in Drive, though, tapping the paddles will still let you downshift, but once you've cruised at that speed for a while, it'll revert to whatever gear the transmission would normally use. It makes a bit more sense than I originally thought; you can slap it down should you want more passing power and then let it go back to doing its own thing without moving the shifter.
Honda makes some notable claims for the Fit. Its front MacPherson strut suspension is similar to that used on the all-new 2006 Civic, its geometry optimized for improved tire adhesion. Since those four little patches of rubber are all that's holding you on the blacktop, cars that maximize tire contact tend to be much more stable around turns. The compact rear torsion beam helps allow the lower floor, and it's also set up for ride comfort and stability. Power steering is electric and owes much to the Civic Si and Hybrid models; Honda calls it "crisp," a word I might not so readily apply to a couple of the competitors made available for back-to-back testing on our closed course. Lacking a hydraulic pump, electric steering reduces engine load and so contributes to fuel economy; it also doesn't require oil, which makes it a "greener" choice. The brakes are disc-and-drum with electronic brake force distribution, and a graph in the presentation showed Fit stopping faster than a Toyota Corolla. All of this is encased in a body that's unmistakably Honda from the front, but looks to my eye like a small Mazda5 from the side. The headlamps are encased in a body-coloured bezel, which saves the tuner crowd from having to paint it.
Honda expects to pull in younger drivers, but this car might well cross barriers just as its big brother does: the Civic has possibly the industry's widest demographic, hauling Fast & Furious fans into showrooms as easily as it does senior citizens. It isn't the cheapest car in the segment: the DX is $14,980, the LX $17,180 and the Sport $19,480, and add $1,200 for the automatic to the DX and LX, and $1,300 for the Sport's manual-mode version. But all models come with six airbags, ABS, power windows, rear wiper, tilt wheel and that "magic seat," and the LX includes a/c, power mirrors and locks, although you must move up to the Sport to get cruise control and keyless remote. The Sport also adds a 200-watt stereo with MP3 and WMA capability, spoiler and skirts, fog lamps and leather-wrapped wheel, and you can order it with Sport-exclusive, way-cool Orange Blaze paint.
The subcompact choices aren't finished yet; the Nissan Versa is still on its way, the Chevrolet Aveo is undergoing a major makeover and Toyota has just released the Yaris sedan. They all have their good points, but the cargo-busting magic seat could turn the subcompact market on its ear, just as Chrysler's disappearing Stow 'n Go seats did for minivans. Hey, if the Fit fits ... then fill it.
#2
03-26-2006, 01:01 AM
Originally Posted by Dojo
...
Order the automatic in Sport trim and it comes with two types of manual mode, operated strictly by wheel-mounted paddles. Put the shifter in Sport and the transmission will hold whatever gear you've manually selected. If you leave it in Drive, though, tapping the paddles will still let you downshift, but once you've cruised at that speed for a while, it'll revert to whatever gear the transmission would normally use. It makes a bit more sense than I originally thought; you can slap it down should you want more passing power and then let it go back to doing its own thing without moving the shifter.
...
Order the automatic in Sport trim and it comes with two types of manual mode, operated strictly by wheel-mounted paddles. Put the shifter in Sport and the transmission will hold whatever gear you've manually selected. If you leave it in Drive, though, tapping the paddles will still let you downshift, but once you've cruised at that speed for a while, it'll revert to whatever gear the transmission would normally use. It makes a bit more sense than I originally thought; you can slap it down should you want more passing power and then let it go back to doing its own thing without moving the shifter.
...
That sounds cool.
#5
03-26-2006, 03:38 PM
Originally Posted by Dojo
Flip-flopping Fit a magical mystery
Gymnastic seats fold flat, stand tall Honda overhauls subcompact rivals
Mar. 25, 2006. 02:41 PM
JIL MCINTOSH
Though it looks smart on the outside, the Fit’s talent lies
inside where the cargo space can be configured four ways,
including a large open space, and a tall, narrow space.
Call it the Space Race. With gas prices soaring and parking becoming increasingly cramped, subcompacts simply make sense. But the small footprint that makes them viable also creates their main drawback: limited useable space. Several engineering feats go into this innovative design. It starts with a rear floor section that Honda claims is more than 170 mm lower than that of the Yaris. This is achieved by moving the fuel tank forward to an otherwise unused central portion of the chassis.
Enter the Fit.
Honda's newest Canadian model is a Japanese-built four-door hatchback, and is the latest entry in a subcompact segment that's becoming increasingly crowded. It follows on the heels of its most logical rival, the Toyota Yaris, as well as such contenders as the Chevrolet Aveo and its clones Pontiac Wave and Suzuki Swift+, Kia Rio, Hyundai Accent and Smart, and will reach buyers before Nissan releases its new Versa.
In Canada, Fit will hit showrooms April 3, almost a month ahead of its U.S. introduction, with a starting price of $14,980. It isn't a new vehicle. It debuted in Japan in 2001 and is currently sold in more than 100 countries, some of which in Europe know it as the Jazz. It's done well for itself: In its first full year, it became the first Honda to top Japan's annual sales race, and it's been named Car of the Year in Japan, Australia, New Zealand and the U.K., and received international accolades from J.D. Power.
The U.S. will get it in two trim lines, the LX and Sport, but for we practical Canadians, there's also a base DX. Expect to see that bare-bones model delivering pizza, auto parts or whatever needs to be hauled; this "subbie" has a feature that all but moves it into compact SUV territory for cargo. Honda calls the rear 60/40 bench a "magic seat," and once it starts folding and flipping, that's a pretty accurate description.
That low floor, along with the seats' gymnastic abilities, allows four modes. For "utility" mode, the rear seat cushions fold flat — without even removing the head-restraints — which increases the cargo volume enormously and lets you throw stuff on top of them, as with most folding seat designs. Next is "tall" mode, created by flipping the seat cushion up and loading cargo directly on that low floor where a rear passenger's feet would rest. The company's photos show it bringing home a potted ficus tree. "Refresh" mode can only be used when the vehicle's parked: slide the front seats all the way forward, remove the head-restraints, and recline the front seat back flat against the rear seat cushion. In this mode you can sit in the back seat and stretch out your legs, à la La-Z-Boy, "for enjoyable activities, such as working on your computer," the company says. Sure. Finally, there's "long" mode: put the passenger side into refresh mode, recline the rear seat back, and you've got a car-long flat space that Honda claims will hold a surfboard, but which wave-deprived Canadians will be more likely to use to bring home bookcases from Ikea.
Overall, this functional little hatch provides 2,550 litres (90.1 cu. ft.) of passenger volume, and a maximum of 1,186 litres (41.9 cu. ft.) of cargo space. Honda says that's more passenger space than Yaris and over twice the Toyota's cargo volume. And even with all the seats up, there's enough room in behind to bring home a whack of shopping, even if the four cargo tie-downs aren't supplemented with grocery bag hooks. (Don't auto designers bring home their own food?) The upright seating makes for good visibility, although you can't see the sloping hood, and the rear seat is surprisingly spacious. The attractive gauges mimic Civic's illuminated blue dials (and they're in front of the driver, where they belong), and the stereo — with an auxiliary jack for iPods and other players, even on the base model — uses a big on/off knob surrounded by a ring of mode buttons.
Safety is Fit's other big selling point: Every model comes standard with anti-lock brakes and with six airbags, including front side-seat and curtain bags. None of its major rivals gives you all of that across-the-board on all trim levels. Honda expects to achieve the top five-star rating for frontal collision and the highest "good" rating in frontal offset- and side-crash tests. All trim lines use the same engine, a new-for-North-America 1.5-litre inline four, with four valves per cylinder and VTEC (variable valve timing and lift with electronic control) for a more efficient fuel burn and improved operation throughout the r.p.m. range; the engine makes 109 hp and 105 lb.-ft. of torque.
That's not as much as some of its rivals, but for North America, where we like to feel power off the line, the engineers have tuned its drive-by-wire throttle control for stronger acceleration response at half pedal. The engine also has a timing chain instead of a belt, which means you don't have to worry about replacing it as part of maintenance. The claimed fuel economy figures are 7.3 L/100 km in the city and 5.8 L/100 km on the highway with the manual (the auto is 7.8 and 5.6); not bad, butYaris is rated at 6.9 city and 5.5 highway.
Two transmissions are offered: a five-speed manual, or a first-in-segment five-speed automatic. Order the automatic in Sport trim and it comes with two types of manual mode, operated strictly by wheel-mounted paddles. Put the shifter in Sport and the transmission will hold whatever gear you've manually selected. If you leave it in Drive, though, tapping the paddles will still let you downshift, but once you've cruised at that speed for a while, it'll revert to whatever gear the transmission would normally use. It makes a bit more sense than I originally thought; you can slap it down should you want more passing power and then let it go back to doing its own thing without moving the shifter.
Honda makes some notable claims for the Fit. Its front MacPherson strut suspension is similar to that used on the all-new 2006 Civic, its geometry optimized for improved tire adhesion. Since those four little patches of rubber are all that's holding you on the blacktop, cars that maximize tire contact tend to be much more stable around turns. The compact rear torsion beam helps allow the lower floor, and it's also set up for ride comfort and stability. Power steering is electric and owes much to the Civic Si and Hybrid models; Honda calls it "crisp," a word I might not so readily apply to a couple of the competitors made available for back-to-back testing on our closed course. Lacking a hydraulic pump, electric steering reduces engine load and so contributes to fuel economy; it also doesn't require oil, which makes it a "greener" choice. The brakes are disc-and-drum with electronic brake force distribution, and a graph in the presentation showed Fit stopping faster than a Toyota Corolla. All of this is encased in a body that's unmistakably Honda from the front, but looks to my eye like a small Mazda5 from the side. The headlamps are encased in a body-coloured bezel, which saves the tuner crowd from having to paint it.
Honda expects to pull in younger drivers, but this car might well cross barriers just as its big brother does: the Civic has possibly the industry's widest demographic, hauling Fast & Furious fans into showrooms as easily as it does senior citizens. It isn't the cheapest car in the segment: the DX is $14,980, the LX $17,180 and the Sport $19,480, and add $1,200 for the automatic to the DX and LX, and $1,300 for the Sport's manual-mode version. But all models come with six airbags, ABS, power windows, rear wiper, tilt wheel and that "magic seat," and the LX includes a/c, power mirrors and locks, although you must move up to the Sport to get cruise control and keyless remote. The Sport also adds a 200-watt stereo with MP3 and WMA capability, spoiler and skirts, fog lamps and leather-wrapped wheel, and you can order it with Sport-exclusive, way-cool Orange Blaze paint.
The subcompact choices aren't finished yet; the Nissan Versa is still on its way, the Chevrolet Aveo is undergoing a major makeover and Toyota has just released the Yaris sedan. They all have their good points, but the cargo-busting magic seat could turn the subcompact market on its ear, just as Chrysler's disappearing Stow 'n Go seats did for minivans. Hey, if the Fit fits ... then fill it.
Gymnastic seats fold flat, stand tall Honda overhauls subcompact rivals
Mar. 25, 2006. 02:41 PM
JIL MCINTOSH
inside where the cargo space can be configured four ways,
including a large open space, and a tall, narrow space.
Call it the Space Race. With gas prices soaring and parking becoming increasingly cramped, subcompacts simply make sense. But the small footprint that makes them viable also creates their main drawback: limited useable space. Several engineering feats go into this innovative design. It starts with a rear floor section that Honda claims is more than 170 mm lower than that of the Yaris. This is achieved by moving the fuel tank forward to an otherwise unused central portion of the chassis.
Enter the Fit.
Honda's newest Canadian model is a Japanese-built four-door hatchback, and is the latest entry in a subcompact segment that's becoming increasingly crowded. It follows on the heels of its most logical rival, the Toyota Yaris, as well as such contenders as the Chevrolet Aveo and its clones Pontiac Wave and Suzuki Swift+, Kia Rio, Hyundai Accent and Smart, and will reach buyers before Nissan releases its new Versa.
In Canada, Fit will hit showrooms April 3, almost a month ahead of its U.S. introduction, with a starting price of $14,980. It isn't a new vehicle. It debuted in Japan in 2001 and is currently sold in more than 100 countries, some of which in Europe know it as the Jazz. It's done well for itself: In its first full year, it became the first Honda to top Japan's annual sales race, and it's been named Car of the Year in Japan, Australia, New Zealand and the U.K., and received international accolades from J.D. Power.
The U.S. will get it in two trim lines, the LX and Sport, but for we practical Canadians, there's also a base DX. Expect to see that bare-bones model delivering pizza, auto parts or whatever needs to be hauled; this "subbie" has a feature that all but moves it into compact SUV territory for cargo. Honda calls the rear 60/40 bench a "magic seat," and once it starts folding and flipping, that's a pretty accurate description.
That low floor, along with the seats' gymnastic abilities, allows four modes. For "utility" mode, the rear seat cushions fold flat — without even removing the head-restraints — which increases the cargo volume enormously and lets you throw stuff on top of them, as with most folding seat designs. Next is "tall" mode, created by flipping the seat cushion up and loading cargo directly on that low floor where a rear passenger's feet would rest. The company's photos show it bringing home a potted ficus tree. "Refresh" mode can only be used when the vehicle's parked: slide the front seats all the way forward, remove the head-restraints, and recline the front seat back flat against the rear seat cushion. In this mode you can sit in the back seat and stretch out your legs, à la La-Z-Boy, "for enjoyable activities, such as working on your computer," the company says. Sure. Finally, there's "long" mode: put the passenger side into refresh mode, recline the rear seat back, and you've got a car-long flat space that Honda claims will hold a surfboard, but which wave-deprived Canadians will be more likely to use to bring home bookcases from Ikea.
Overall, this functional little hatch provides 2,550 litres (90.1 cu. ft.) of passenger volume, and a maximum of 1,186 litres (41.9 cu. ft.) of cargo space. Honda says that's more passenger space than Yaris and over twice the Toyota's cargo volume. And even with all the seats up, there's enough room in behind to bring home a whack of shopping, even if the four cargo tie-downs aren't supplemented with grocery bag hooks. (Don't auto designers bring home their own food?) The upright seating makes for good visibility, although you can't see the sloping hood, and the rear seat is surprisingly spacious. The attractive gauges mimic Civic's illuminated blue dials (and they're in front of the driver, where they belong), and the stereo — with an auxiliary jack for iPods and other players, even on the base model — uses a big on/off knob surrounded by a ring of mode buttons.
Safety is Fit's other big selling point: Every model comes standard with anti-lock brakes and with six airbags, including front side-seat and curtain bags. None of its major rivals gives you all of that across-the-board on all trim levels. Honda expects to achieve the top five-star rating for frontal collision and the highest "good" rating in frontal offset- and side-crash tests. All trim lines use the same engine, a new-for-North-America 1.5-litre inline four, with four valves per cylinder and VTEC (variable valve timing and lift with electronic control) for a more efficient fuel burn and improved operation throughout the r.p.m. range; the engine makes 109 hp and 105 lb.-ft. of torque.
That's not as much as some of its rivals, but for North America, where we like to feel power off the line, the engineers have tuned its drive-by-wire throttle control for stronger acceleration response at half pedal. The engine also has a timing chain instead of a belt, which means you don't have to worry about replacing it as part of maintenance. The claimed fuel economy figures are 7.3 L/100 km in the city and 5.8 L/100 km on the highway with the manual (the auto is 7.8 and 5.6); not bad, butYaris is rated at 6.9 city and 5.5 highway.
Two transmissions are offered: a five-speed manual, or a first-in-segment five-speed automatic. Order the automatic in Sport trim and it comes with two types of manual mode, operated strictly by wheel-mounted paddles. Put the shifter in Sport and the transmission will hold whatever gear you've manually selected. If you leave it in Drive, though, tapping the paddles will still let you downshift, but once you've cruised at that speed for a while, it'll revert to whatever gear the transmission would normally use. It makes a bit more sense than I originally thought; you can slap it down should you want more passing power and then let it go back to doing its own thing without moving the shifter.
Honda makes some notable claims for the Fit. Its front MacPherson strut suspension is similar to that used on the all-new 2006 Civic, its geometry optimized for improved tire adhesion. Since those four little patches of rubber are all that's holding you on the blacktop, cars that maximize tire contact tend to be much more stable around turns. The compact rear torsion beam helps allow the lower floor, and it's also set up for ride comfort and stability. Power steering is electric and owes much to the Civic Si and Hybrid models; Honda calls it "crisp," a word I might not so readily apply to a couple of the competitors made available for back-to-back testing on our closed course. Lacking a hydraulic pump, electric steering reduces engine load and so contributes to fuel economy; it also doesn't require oil, which makes it a "greener" choice. The brakes are disc-and-drum with electronic brake force distribution, and a graph in the presentation showed Fit stopping faster than a Toyota Corolla. All of this is encased in a body that's unmistakably Honda from the front, but looks to my eye like a small Mazda5 from the side. The headlamps are encased in a body-coloured bezel, which saves the tuner crowd from having to paint it.
Honda expects to pull in younger drivers, but this car might well cross barriers just as its big brother does: the Civic has possibly the industry's widest demographic, hauling Fast & Furious fans into showrooms as easily as it does senior citizens. It isn't the cheapest car in the segment: the DX is $14,980, the LX $17,180 and the Sport $19,480, and add $1,200 for the automatic to the DX and LX, and $1,300 for the Sport's manual-mode version. But all models come with six airbags, ABS, power windows, rear wiper, tilt wheel and that "magic seat," and the LX includes a/c, power mirrors and locks, although you must move up to the Sport to get cruise control and keyless remote. The Sport also adds a 200-watt stereo with MP3 and WMA capability, spoiler and skirts, fog lamps and leather-wrapped wheel, and you can order it with Sport-exclusive, way-cool Orange Blaze paint.
The subcompact choices aren't finished yet; the Nissan Versa is still on its way, the Chevrolet Aveo is undergoing a major makeover and Toyota has just released the Yaris sedan. They all have their good points, but the cargo-busting magic seat could turn the subcompact market on its ear, just as Chrysler's disappearing Stow 'n Go seats did for minivans. Hey, if the Fit fits ... then fill it.
#7
03-26-2006, 08:00 PM
Originally Posted by BAM BAM
acceleration times for manual and auto? 0-60mph?
#9
03-27-2006, 06:20 PM
FIT acceleration
thanks. on the surface I expected such. somewhere I thought I saw the automatic quoted in the 11 sec range. I couldn't imagine Honda would think we would be ok with that. Anybody else hear that Honda is considering their first turbo? Seems like the Fit would be a perfect fit (sorry couldn't resist).
The Fit seems to cost $1,000 to $2,000 more than the prices I've seen listed for the Toyota Yaris. What gives?
BAM BAM
The Fit seems to cost $1,000 to $2,000 more than the prices I've seen listed for the Toyota Yaris. What gives?
BAM BAM
#10
03-27-2006, 06:27 PM
Originally Posted by BAM BAM
thanks. on the surface I expected such. somewhere I thought I saw the automatic quoted in the 11 sec range. I couldn't imagine Honda would think we would be ok with that. Anybody else hear that Honda is considering their first turbo? Seems like the Fit would be a perfect fit (sorry couldn't resist).
The Fit seems to cost $1,000 to $2,000 more than the prices I've seen listed for the Toyota Yaris. What gives?
BAM BAM
The Fit seems to cost $1,000 to $2,000 more than the prices I've seen listed for the Toyota Yaris. What gives?
BAM BAM
Honda has made turbo engines before, just not in America. The Honda City had a turbo. Also, for America the Acura RDX will get a 2.3L turbo 4 cyclinder that makes 240hp/260tq. That comes out pretty soon. Honda isnt going to offer a Fit with a turbo. There is no reason they would do this; they will probably offer slightly more displacement for the next generation.
With regards to Yaris pricing, pay attention to what isnt included standard. This includes side/side curtain airbags; ABS/EBD; split folding rear seats; radio; rear wiper; rear defroster, and so on... Also, the Yaris is a 3 door hatch; and the boot space with all seats up is tiny as well. And I need to mention to awful center mounted instrument panel as well as fit/finish that isnt as nice as the Fit.
#11
03-29-2006, 01:30 AM
Originally Posted by corey415
With regards to Yaris pricing, pay attention to what isnt included standard. This includes side/side curtain airbags; ABS/EBD; split folding rear seats; radio; rear wiper; rear defroster, and so on... Also, the Yaris is a 3 door hatch; and the boot space with all seats up is tiny as well. And I need to mention to awful center mounted instrument panel as well as fit/finish that isnt as nice as the Fit.
#12
03-29-2006, 12:23 PM
Pricing by Dealers (FIT to be tied???)
ok, now how about this question. WHat can I expect from dealers for pricing, considering Honda estimated only 33,000 units available for this model year and 50,000 units next year.
pick one:
1. will be gouged to death similar to PT Cruiser intro and VW intro, i.e. expect $3,000 or more premium on top of MSRP,
2. expect to pay sticker price if lucky, and you show up at dealership with your good-looking wife,
3. a little wiggle room down from sticker.
pick one:
1. will be gouged to death similar to PT Cruiser intro and VW intro, i.e. expect $3,000 or more premium on top of MSRP,
2. expect to pay sticker price if lucky, and you show up at dealership with your good-looking wife,
3. a little wiggle room down from sticker.
#13
03-29-2006, 12:49 PM
Originally Posted by BAM BAM
2. expect to pay sticker price if lucky, and you show up at dealership with your good-looking wife,
ROFL, All that ever does is attract every sales guy in the place. So they can chat to you and sneek a peak at every opertunity. Pisses me off.
#14
04-10-2006, 11:00 AM
My business is Citrus Airport Shuttle. I am lookin to purchase 3 small (ish) cars with good MPG, better then the 3 high milage Camrys we use. FIT gets my nod. Unbelievably with the rear seat up, it has more cargo room than the 07 Camry, new Civic Hybrid,Honda Element, Toyota Yaris. 98 % of our business is 1-2 passengers with their luggage
Yep Fit is go with me
Yep Fit is go with me
#19
04-23-2006, 01:44 AM
6 Fits landed at my local dealer here in Florida, checkbook in hand I went to purchase 2 for our business. Unfortunately the $16300 sticker went to $1810 for ADM, (additional dealer markup) So reminisent of the Accord years.Test drive was awesome,loved the paddle shifters. Salesman and his manager wouldn't budge off the ADM. TA TA!
Drove up the block to the Toyota dealer and purchased 2 new Rav 4's 26/30 mpg, and real luggage space.
Goodbye Honda and your bleed and gouge markups.
Drove up the block to the Toyota dealer and purchased 2 new Rav 4's 26/30 mpg, and real luggage space.
Goodbye Honda and your bleed and gouge markups.
#20
04-29-2006, 02:46 PM
Setting the Standard
As a salesman for Honda in Midwestern United States, This vehicle has been a God-send. With gas price-fluctuation, and the rising prices of vehicles, Honda hit the nail on the head again.
As part of selling, you must study your competition. The Honda Fit HAS NO COMPETITION! Ride quality, quality of materials, standard features, fuel economy, and PRICE, set this vehicle apart from the rest. While the Fit may not be as cheap as some of it's competitors, you get more bang for your buck with this vehicle. Don't just read about it, DRIVE IT. Then drive the Aveo, the Spectra, Scion XA, or the Yaris S. You'll know the difference immediately!
As Honda did with the Pilot, the Odyssey, the Ridgeline, and the original Civic, they have set the standard again. The Fit is finally here, and the Fit is DEFINITELY a GO!
Miguel Ramos
David Hobbs Honda
mramos@davidhobbs.com
Glendale, WI, 53209
1-877-634-6227 (toll free)
[quote=Dojo]Flip-flopping Fit a magical mystery
Gymnastic seats fold flat, stand tall Honda overhauls subcompact rivals
Mar. 25, 2006. 02:41 PM
JIL MCINTOSH
Though it looks smart on the outside, the Fit’s talent lies
inside where the cargo space can be configured four ways,
including a large open space, and a tall, narrow space.
As part of selling, you must study your competition. The Honda Fit HAS NO COMPETITION! Ride quality, quality of materials, standard features, fuel economy, and PRICE, set this vehicle apart from the rest. While the Fit may not be as cheap as some of it's competitors, you get more bang for your buck with this vehicle. Don't just read about it, DRIVE IT. Then drive the Aveo, the Spectra, Scion XA, or the Yaris S. You'll know the difference immediately!
As Honda did with the Pilot, the Odyssey, the Ridgeline, and the original Civic, they have set the standard again. The Fit is finally here, and the Fit is DEFINITELY a GO!
Miguel Ramos
David Hobbs Honda
mramos@davidhobbs.com
Glendale, WI, 53209
1-877-634-6227 (toll free)
[quote=Dojo]Flip-flopping Fit a magical mystery
Gymnastic seats fold flat, stand tall Honda overhauls subcompact rivals
Mar. 25, 2006. 02:41 PM
JIL MCINTOSH
Though it looks smart on the outside, the Fit’s talent lies
inside where the cargo space can be configured four ways,
including a large open space, and a tall, narrow space.
