2009 Honda Fit: fuel-sipper grows up

BRIAN EARLY FOR THE TORONTO STAR

Honda has increased the Fit in length (10.6 cm), width (1.3 cm) and wheelbase (5 cm) to boost cargo. Prices start at $14,980 for DX — Sport shown.

Brian Early

SPECIAL TO THE STAR

MONTREAL–I've never heard of DJ Max Graham, yet here I am, sitting on a sofa in his loft apartment in downtown Montreal.

Honda is holding the 2009 Fit's technical briefing in Graham's loft in the hopes it will bring me a greater sense of his lifestyle and needs. Perhaps so, but it has also succeeded in driving home just how much of a packrat I am in comparison to Graham, whose tastefully decorated, uncluttered pad could easily be featured in a Better Living photo-spread.

In his 30s, Graham is an excellent representative of the Fit's target demographic: He's a globally successful electronic dance music DJ and producer who enjoys active pursuits like jogging, cycling and snowboarding.

Well, we're both in our 30s – at least we have that in common. No matter – the Fit could still work well for both of us.

While this new generation is a pretty comprehensive redesign, it retains the features that defined the clever original: the centrally located fuel tank (which creates implausible amounts of rear seat and cargo space in what is actually a subcompact car), and the two-way folding rear "Magic Seat," which allows Fit owners to easily utilize that additional volume.

This means that Graham can easily tote his wakeboard or scuba tanks, or whatever sort of young/active/lifestyle gear he wants, while I could (potentially) haul extraneous items from my house to charity drop-offs or the dump.

Increases in length (10.6 cm), width (1.3 cm) and wheelbase (5 cm) further expand on the outgoing car's cargo-swallowing strengths, with particular attention given to improvements in the function and comfort of the rear seat, which now folds down with a single lever, without having to have its head restraints removed.

Improvements to the Fit's structure, a standard phalanx of airbags, and the inclusion of the company's ACE (Advanced Compatibility Engineering) crash structure design are expected to garner the Fit top marks in IIHS and NHTSA collision testing.

Improved outward visibility may further reduce the chances of you needing the protection.

Common to all 2009 Fits is a reworked version of the current Fit's 1.5-litre four-cylinder motor, now equipped with Honda's i-VTEC variable valve timing system.

Producing 117 hp and 106 lb.-ft. of torque, it's more than adequate for most driving situations.

I'm not sure how well DJ'ing or CD sales pay, but I know that I could certainly appreciate the Fit's fuel economy, which has improved incrementally for 2009, the five-speed automatic model's 6.4 L/100 km combined rating now slightly bettering the five-speed manual's 6.5 L rating.

The automatic's more relaxed fifth gear ratio may be partly responsible; the difference between the two transmissions at elevated highway speeds is considerable, the automatic turning nearly a thousand rpm less than the manual's 3000-plus rpm hum at 120 km/h. (I still preferred the light-shifting stick.)

Beyond the obvious legal implications, you wouldn't want to go a lot faster than that anyhow, because at speeds above 130 km/h (explored purely in the name of science, of course), the Fit's electrically assisted steering seems to lose some of its on-centre precision.

At no speed does it communicate much about what's going on at the treads anyway – just point it and trust that it will obey.

The top-rung Sport models provided for evaluation behaved very well on the track created on the apron of the now-defunct Mirabel airport.

The nimble handling comes at the expense of a ride that's a little too stiff-legged on what passes for pavement in much of this province.

Without driving any other Fit versions, it's hard to say how much blame goes to the Sport's 16-inch wheel and tire package.

Stability control is not currently available, nor does it seem terribly necessary.

ABS brakes with electronic proportioning are standard, however, unlike many of the Fit's direct competitors.

Like Graham's apartment, the Fit's interior is nicely trimmed and has plenty of storage: Honda lists 10 beverage holders, two gloveboxes, and even a compartment beneath the rear seat's cushion.

Standard modern touches include pleasant blue backlighting for the gauge markings and an LCD fuel economy display. The finish would seem to belie the Fit's entry-level position.

As an obvious audiophile, Graham might be pleased to know that the Fit's sole audio system is MP3 and WMA compatible, has a 160-watt output rating, and can be equipped with both auxiliary and USB inputs.

Base DX models have just two speakers though; mid-level LX's have four, and the top Sport six. (The audio system's integrated design could prove problematic for those planning to upgrade from stock.)

DX, LX and Sport will be the three primary trim levels available when the 2009 Fit hits the market officially on Monday. The base "DX" trim is further split into DX and DX-A (the DX-A being basically a $14,980 DX with air conditioning for an additional $1,300). Add another $1,200 to any of the trim levels if you'd like the automatic tranny.

If you're thinking that's a bit expensive when Wheels' own long-term Hyundai Accent is just over $10,000, bear in mind that the Fit comes standard with several features that aren't included in the Accent's special cash purchase price.

This is a great time to offer a competitive subcompact model, with a Perfect Storm of high fuel prices, an economic downturn, environmental awareness, and even the growing influx of first-time Gen-Y buyers.

Ironically, while this segment is already pretty heated, Honda's biggest problem is one that many automakers would probably like to have: the Suzuka, Japan plant that builds the Fit can't keep up with global demand, limiting Honda Canada to about 20,000 of this spiritual successor to the original Civic per year.

Travel was provided to free-lance writer Brian Early by the automaker. bandb.early @sympatico.ca

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