2015 Honda Fit Second Drive - Motor Trend

A more in depth review of the new Fit from Motor Trend.

 

some of the comments on that article are freaking rediculous lol

 

Just wondering why after all these reviews, still can't come across any fully tested 0-60 times yet???

 

I could have swore I saw one with it...

This one is "estimated" 8.5 seconds... 0-60
2015 Honda Fit | car review @ Top Speed

There are a bunch more if you google "2015 Honda Fit Zero to 60" but not sure if they are just estimates or actual tests, like you said you can't find one that is fully tested so I'm not sure either :P

 

I want to see how the 0-60 was achieved. I remember the original Fit was rated 9.5 or something, but when the video was released they were dropping the clutch at like 5 grand making a stink to get that number -- which of course is absolutely useless for daily driving.

 

maybe a 0 to 60 comparison with econ on and econ off!
My LX CVT engine is turning about 2200 RPMs at 70 MPH, So I figure I can bury the 140 MPH speedo at 4500 RPMs.

 

This is somewhat of a thread resurrection, but it did prompt me to read the article again.

The article verified what I've theorized all along, that Honda kept the top gear ratio the same for fear that some magazine geek would have to shift down on a hill and would call the car "underpowered."

Translation: 'Despite my knee jerk motor-journalist preference for a manual transmission, I'm too lazy to actually shift it when needed."

 

Except to satisfy magazine geeks, there's no point in a sixth gear the way they have them laid out in the 2015. There's a huge rpm drop from first to second to well below the torque peak, another large drop from second to third to just below the torque peak. The jump from fourth to top gear still comes in above the torque peak (from 6,600 in fourth), but Honda stuck another gear in between them, only 10% lower than sixth. It's wide ratio at the bottom and very close ratio at the top. The 2015 manual cruises at about the same 20 mph/1,000 rpm of a seventies four-speed--so the writers won't have to downshift climbing a grade :facepalm:

 

I'm with you. I'm a Honda man (own three) since '98. I've been waiting a year for the new Fit, and refuse to own another CVT. I was stunned to learn that Honda didn't keep the same ratios of the old 5-speed, then add an overdrive cog for sixth, which the magazine stupidly applauded Honda for. It was a deal breaker for me and just don't want to be turning 3500 rpm on the freeway at 70.

 

It was for me as well. My Scion has the same top gear RPM relationship and, while I understand the need for shorter gearing in a 104 HP car the shape of a brick, it is so wasteful in a 130HP slippery Fit.

All the six-speed means in a Fit is one more shift for any given driving situation. Great for the Walter Mittys, but not very utilitarian. I bet that a 5-speed could get around a track faster.

 

The 2015 Fit CVT, coupled with the low end torque of VVT, is amazing. I can drive it like my diesel truck--1,600 rpm or so around town under 50 mph (the diesel's torque peak).

Or I can run it up to 3,200 when I really wanna scoot (the diesel's shift point). Above that rpm, the secondaries on the Fit's four-barrel open (LOL, at least that's what it sounds like to me...) and it isn't as quiet.

2,300 or so (about the diesel's hp peak) is a nice average rpm to accelerate with and yields a relaxed 70 mph.

 

It is a 5 speed ... 1, 2, 3, 4, 4.5, and 5.

 

Dunno exactly where the powerband on this motor is, but it "kicks" in somewhere around 3k RPM.
The CVT cruises at 65 around 2200 RPM. When at that speed, and pushing the pedal, there is very little passing power from the vehicle, as it needs to "shift" to get it into the powerband.

Most likely, with the manual transmission vehicles, I would consider it dangerous to require a shift at freeway speed to achieve decent passing power. So they left freeway speed at the beginning of the powerband, in the highest gear. I think it would be pretty dumb to cruise in 6th at 2200 RPM on a manual, need to pass somebody quickly or perform an emergency manuever, and require a downshift to 5th. In the CVT it isn't so bad, just a second or two delay until it "shifts" itself.

 

Really, depending on how you shift, you never really have to run through the whole 6 gears. I will usually skip 5th gear, and sometimes even 4th gear and go straight to 6th. Since 5th and 6th are so close, if you DO decide to downshift on the highway, you hardly even have to rev match. It's a quick and easy and definitely gives you more passing power.

Don't get me wrong, it would be awesome to turn slower/quieter at 75mph, but it's not a huge concern for me.

 

Unsafe? Even with the tall gearing, you have to shift down to 5th or 4th to develop decent acceleration anyway! If you consider it unsafe to operate a shifter then I suggest the CVT.

The whole point of having an overdrive gear is to provide economical cruise. If you're going to cruise at the top of the torque curve then you might as well have a 4-speed like we did in 1971. All the extra gears do are keep the driver busier.

 

I have to agree with GeorgeL here…

Most consider the definition of "powerband" to be the RPM range between Peak Torque RPM to Peak HP RPM. For the GE, that's 4,800-6,600 and for the GK, it's 4,600 to 6,600. Some extend that definition to redline, which for the Fit is 6,800 rpm.

Passing or grade climbing should not be done in top gear, where the engine is operating not only well below it's power band, but there's also a large reduction of engine torque (0.787 x input) through the transmission. For casual acceleration/climbing, fourth gear is a better/safer choice, with 1.034 times engine torque at engine speeds where torque is higher than at rpms in top gear "overdrive.". The GE/GK fourth is very close to the old 1:1 direct "Drive" (if you've ever wondered where "Drive" on an auto came from).

The US measure of "passing performance" is accepted as time of acceleration from 50 to 70 mph, and with cars like the Fit, that would be measured in third gear, with the engine in the powerband and 1.36 times multiplication of engine torque (GK). At speeds around 50-55, you need to downshift from top gear to third when acceleration really matters and you need to go NOW!

The GE fifth gear/GK sixth gear overall ratio (overall includes the final drive ratio) appears to me to be chosen for the days of the 55 mph speed limit. I think it's a shame Honda stuck the extra gear in between the old fourth and fifth, where it wasn't needed, and didn't take the opportunity to reduce engine speed at today's highway speeds.

 

I really think you should try to accelerate from any static speed, when the engine is running at 2200 RPM. I don't think you could, as it barely makes any power at that speed. The CVT will try to immediately get you out of that range whenever you try to accelerate.

While I agree the overdrive gear should be a cruising gear, and they could have lowered the engine speed a bit, I think it was a conscious decision to have more power on tap for passing. The average person, on a flat freeway, driving a manual, who needs to accelerate to get into another lane, etc, wont be shifting, or think to shift.
I did say "more" power, what I meant was it doesn't feel like a lawnmower with a fouled spark plug, maybe a lawnmower that's working correctly. Still not enough power to climb a grade, or truly pass, but enough to change your static speed fast enough to matter, without a shift.

 

...only if you have a lead foot. In your case, the CVT is preventing you from lugging the engine because you're applying too much throttle. Or said another way, it's YOU who determines what the RPM the engine operates at with your right foot.

With a light touch, i.e. the old proverbial egg on the gas pedal, I can easily accelerate the Fit well below 2,200 rpm and the CVT goes along with that just fine.