Car and Driver: 2009 Honda Fit Sport Automatic - Short Take Road Test

Kind of a backhanded complimented article, but a good read none the less....

2009 Honda Fit Sport Automatic - Short Take Road Test

The best cheap automatic, period.
BY DAVID GLUCKMAN, PHOTOGRAPHY BY PATRICK M. HOEY September 2009

When people ask us for car-buying advice, we invariably throw our most recent January issue at them and point to the 10Best Cars list. There may be an annoyed grunt thrown in there somewhere. This reaction comes not because we don’t like talking to people about cars, but instead because they likely won’t listen to us anyway, and the one week we spend each year selecting these cars is enough work without later having to explain the results to friends and family who have inexplicably failed to subscribe to our magazine or read our interweb bleating.

We mention this as we’re preparing to once again head back to the back roads to reselect our qualified top-10 roster. For three years running, the cheapest vehicle on our list has been the Honda Fit, and so it follows that it is the best cheap car. But does it still satisfy when made slower and slightly more expensive by way of an automatic transmission?

How Much Slower, You Ask?
When we got the acceleration test results, they were all positive. That’s positive in a bad way, as in “We’re sorry, Mr. Gluckman, but the test came back positive.” With the Sport automatic, the sprint to 60 took an extra 1.4 seconds (9.9 vs. 8.5) and the quarter-mile was accomplished 1.0 second slower (17.6 vs. 16.6) at a lower speed (79 mph vs. 83). Skidpad grip and braking performance from 70 mph were basically unchanged.

Quantifiables aside, the Fit Sport’s auto is as good a unit as anyone could expect from a car of such economical purpose, with crisp shifts when the lever is in D as well as S (for Sport) mode.

The Sport’s wheel-mounted paddles allow full manual operation and the ability to hold a cog right up to the 6800-rpm redline; D and S will shift at 6500 rpm, just shy of the power peak.

Unlike some other manufacturers’ sporty shift modes, this transmission’s will stay way down in third when fifth would be Drive’s choice. It will also accept multiple shift requests in succession, while even some of Mercedes’ AMG transmissions require a beat between paddle thwaps. The auto’s loss of gusto isn’t unnoticeable, but the engaging qualities of this slushbox manage to retain most of the funky Fit’s fun nature.

Two Kinds of Economy
Interestingly, the Fit Sport auto is rated at the same 27 mpg city/33 highway as are manual Fits, while the plain, non-Sport auto is rated at 28/35, so there’s a small sacrifice for the fun and control of the Sport’s shift mapping. We managed 28 mpg with this example, and have previously milked 31 mpg out of a manual model.

As for the reduction in cheapness, the basic auto tacks $850 onto the bill, but to get the S mode and manual paddles you have to opt for the Sport trim, itself an additional $1560 expenditure. (Sport also adds such necessities as keyless entry, cruise control, two more speakers for the stereo, and a USB audio interface, plus aesthetic niceties like a hatch spoiler, body kit, and chrome exhaust tip; the chef recommends.) Our top-spec model also bundled navigation with stability and traction control—the only way to get that safety tech is to get nav—for an additional $1850. Even once it’s all summed up, you still can’t order a Fit from the factory for more than $20K, although dealer accessories like floor mats (all models come bereft of them) and wheels can take you past that mark.

We’d certainly recommend the manual Fit first, for the obvious enthusiast reasons. But as far as cheap cars go, the Fit Sport automatic offers the best manual substitute for commuters or the clutch-averse. So if you’re one of our friends and want new-car advice, there it is—just try not to be offended if we throw a magazine at you.

Source;
http://www.caranddriver.com/reviews/car/09q3/2009_honda_fit_sport_automatic-short_take_road_test

National Post Comparison: Honda Fit vs. Toyota Prius

Here's an odd comparison, but I guess it is fitting, considering the FIT VS the Civic Hybrid has been done....
Fun, fuel-efficient foes
Patricia Cancilla, National Post
Published: Friday, February 06, 2009

I must admit I was amazed by the fuel efficiency of the Toyota Prius: After nearly 600 kilometres of mostly city driving, I averaged an incredible 4.1 litres per 100 km, just less fuel efficient than the 4.0 L/100 km city fuel economy Transport Canada lists for the hybrid

It's not that I doubted the numbers; I just didn't think I could manage such a feat based on my conversations with my colleagues -- and my inability to drive very, ahem, fuel efficiently. One colleague warned me that I would have to stay at a speed limit of around 50 kilometres an hour, necessary, he said, to keep the engine from switching from electric to gas. Another bet I couldn't do it --and he was right for the most part.

My hypermiling ways lasted all of one day. I hate being the slowest person on the road (although, believe me, in Toronto, I wasn't the slowest --but that's another story). It's just not in my nature to drive conservatively. So, I was quite surprised that, after more than 100 km of lead-footing it around the city, I still managed to keep all the little white squares on the fuel gauge intact. Same thing at 200. It wasn't until I was well past the 300-km mark that the squares started disappearing. Still, after driving the Prius for close to 600 km at my normal speed (translation: just fast enough not to get caught), I managed to use only half a tank of gas

I thought I could get decent fuel economy with the Honda Fit, since it, too, has a 1.5-litre, four-cylinder gas engine, and I did. Of course, it wasn't even close to the Prius's numbers, given that the Fit does not have an additional electric motor, but I still got a respectable 7.5 L/100 km.

The thing is I enjoyed driving the Fit a lot more than the Prius. I have nothing against the Prius -- it's an extremely fuel-efficient car and perfect for my mostly city driving requirements. Like the Fit, it's a roomy hatch with tons of storage space -- the Prius has 16.1 cubic feet; the Fit 21 cu. ft. Unlike the Fit, the Prius has a backup camera, which made it very easy to park on narrow city streets and crowded parking lots. With a combined output of 110 horsepower, it's not a rocket -- but neither is the 117-hp Fit. But the Prius lacked a certain fun factor compared with the Fit. Like yet another colleague said to me: "You don't drive the Prius; the Prius drives you." It's a very apt description of my experience.

Granted, I'm sure some of the clunkiness in the handling and cornering departments was due to the Prius's electric motor and battery, which make the hybrid almost 200 kilograms heavier than the Fit Sport (1,335 kg compared with 1,147 kg).

I admit I may also have driven a little slower in the Prius not because I was hypermiling but because I was transfixed by the fuel economy/ engine usage gauge. I enjoyed watching the electric motor in action and I used the regenerative braking on hills and, perhaps, as a result, I did stay within the speed limit, if not intentionally. That nifty gauge spoiled me for other hybrids because I expected the same thing in the Honda Civic Hybrid I drove next; I was disappointed when it wasn't there.

I was also a little more relaxed in the Prius than in the Fit, which may have contributed to the softer pressure on the accelerator. The cynic in me might say it was the lack of excitement in the Prius compared with the Fit that led to my calmness. The tree hugger in me would say it was the self-satisfaction I felt from doing my part to help save the planet that contributed to my docile demean-our. But the realist in me admits it was simply the peace and quiet that soothed me, even when some idiot cut me off or proceeded to drive directly beside me to get a better look at the hybrid.

Even when running on gas, the Prius is completely silent. For the first few days after I picked it up, I had to keep checking to make sure I had turned off the engine because I couldn't tell the difference between when it was on or off. And because I used the push-button start (which comes standard), I remained unconvinced even with the keys in my hand. It was a little disconcerting at first, but I learned to enjoy the silence and even drove with the radio off, which was even more relaxing.

So, on the Prius's plus side, we have incredible fuel economy, a silent ride, a small carbon footprint (a reduction in smog-forming emissions of up to 70% compared with a conventionally powered vehicle, according to Toyota), plenty of room for the driver, passengers and cargo, a fun-to-look-at fuel economy and gas/electric motor usage display, a backup camera, a comfortable ride and a long list of safety features. On the downside, it still looks a little funny, even though it's not as weird-looking as when it first came out in 1997. It also feels a little heavy when cornering and isn't sporty at all. At a base price of $29,500, it's also on the expensive side, as most hybrids tend to be.

On the Fit's plus side, we have respectable fuel economy, a smallish carbon footprint, a lot of room for the driver, passengers and cargo, a comfortable ride, a long list of safety features and an attractive design, which I like better than the original Fit's boxy look. It also feels sporty and is a lot of fun to drive. And, of course, there's the price--$14,980. One could buy two Fits for the price of one Prius. And, considering the tough economic times and the cheapest gas prices we've seen in a while, the Fit makes a lot of sense.

If you're looking for outstanding fuel economy, the Prius wins hands down. If you want a fun ride at a cheap price, the Fit is your top choice. It was mine.

Source;
http://www.nationalpost.com/cars/story.html?id=1258570

Honda Fit top subcompact car: Consumer Reports

Yonkers, New York - The newly-redesigned Honda Fit has been named Consumer Reports’ highest-rated subcompact, beating six subcompacts and small sedans in the magazine’s most recent round of tests.

“The Fit seems roomier on the inside than you might expect, with an interior that is unusually versatile and flexible, and cargo capacity rivaling that of a small SUV,” said David Champion, auto test centre senior director. “Lightness and agility make the Fit fun to drive, the powertrain is smooth and willing, and fuel economy is enviable.”

Consumer Reports tested a base model with automatic transmission, and a Sport model with manual transmission, both of which earned “Very Good” overall road test scores. Among the vehicles tested, the Suzuki SX4 and Nissan Versa rated “Very Good” overall, while the base model Toyota Yaris and Chevrolet Aveo5 scored “Good” overall.

The Fit and SX4 are the only vehicles in the group that are rated “Recommended” by Consumer Reports. To qualify, a vehicle must perform well in the magazine’s tests, have at least average predicted reliability based on magazine surveys, and performed at least adequately if crash-tested or included in a government rollover test.

The magazine said that the Versa sedan’s reliability has been much below average, while reliability for the Versa hatchback has been average, and the Aveo and Yaris scored too low in testing to be recommended.

Source;
http://www.canadiandriver.com/2009/02/03/honda-fit-top-subcompact-car-consumer-reports.htm

Canadian Driver Reviews the 2009 Honda FIT LX

Photo Gallery:2009 Honda Fit
Review and photos by Greg Wilson

North Vancouver, British Columbia - If there was an award for the "Cleverest car of 2009", it would probably go to the redesigned 2009 Honda Fit. Not that the previous Fit wasn't clever; it's just that the 2009 Fit is, well, even cleverer.

For one thing, you can't help but admire the way the Fit's rear "Magic Seats" fold down in one motion to form a flat loading floor and create the roomiest cargo area (1622 litres/57.3 cu. ft.) of any subcompact, or even compact hatchback on the market. Nor can you help but be impressed by the rear seat cushions that fold up against the rear seatbacks providing an uncommonly tall space (1290 mm/51 in.) for objects like bikes, plants, tables, etc. that normally wouldn't fit inside a subcompact.

And when you lift the lightweight hatch and see how big the cargo opening is and how low the cargo floor loading height is - just two feet (61 cm) - you have to acknowledge Honda's clever idea of putting the fuel tank under the front seats instead of under the cargo floor.

Lastly, with the right front seatback folded flat, you'll be impressed that the tiny Fit will carry a 236-cm/7'9" surfboard plus the driver and two passengers with the hatch closed.

It really is amazing that there is so much room in such a small car: with a length of 4105 mm, a width of 1695 mm, and height of 1525 mm, the Fit is smaller (but taller) than a Honda Civic yet has more combined passenger and cargo space.

The Fit's design is clear evidence of why Japanese automakers are doing so well in North America.

Bailout? Who needs it?

Changes for 2009
Improvements to the 2009 Fit are mostly designed to address needed upgrades to the previous model, which was first introduced in Japan way back in 2001.

In particular, the 2009 Fit's crashworthiness and pedestrian protection has been vastly improved. The new longer nose is designed to absorb more impact forces and accommodate collisions with different sized vehicles, as well as reduce injuries to pedestrians who may be thrown over the hood.

The Fit's re-engineered 1.5-litre four-cylinder engine provides a little more power across the rev band without sacrificing fuel economy. A new two-stage i-VTEC system varies intake valve timing and lift between low- and high-speed settings resulting in more power and torque: the 1.5-litre SOHC 16-valve i-VTEC four-cylinder engine now makes 117 hp at 6,600 r.p.m. (up 8 hp) and 106 lb-ft of torque at 4,800 r.p.m. (up 1 lb-ft).

As well, the standard five-speed manual transmission has a shorter shift stroke and lower gear ratios for better acceleration, while the optional five-speed automatic's torque converter now locks up at lower vehicle speeds to improve fuel economy.

Current Energuide City/highway fuel consumption ratings are 7.2/5.7 L/100 km with the manual transmission and 7.1/5.5 L/100 km with the automatic - about the same as last year

With a wheelbase that's 50 mm (2.0 in) longer and a cabin that is 30 mm (1.2 in.) wider and 10 mm (0.4 in.) taller, the 2009 Fit is roomier than the previous model - occupants have more legroom, headroom and hiproom. As well, the rear doors now open wider (80 degrees) for easier entry.

New interior features include a redesigned instrument panel, larger front windshield and front quarter windows, improved seat comfort, driver's seat folding armrest, driver's footrest, active front head restraints to reduce whiplash, tilt/telescopic steering wheel, average and instant fuel consumption display, a new upper glove compartment on the passenger side, two new cupholders on the far left and right dash, one-motion folding rear seatbacks, and a storage bin under the rear passenger seat.

Still, even with all these changes, the Fit's basic concept and appeal hasn't changed. You know it's a Fit when you see it.

Pricing and equipment
Offered only in a four-door hatchback bodystyle, the 2009 Honda Fit is available in three trim levels: DX ($14,980), LX ($17,380) and Sport ($19,280). Prices haven't changed from 2008, though the Sport is a bit cheaper.

Standard features on the Fit DX ($14,980) include five-speed manual transmission, electric power-assisted rack-and-pinion steering, 15-inch steel wheels with wheel covers (up from 14-inch), 60/40 split second-row Magic Seats with flush head restraints, 160-watt AM/FM/CD audio system with two speakers and MP3/Windows Media audio playback capability, MP3/auxiliary input jack, two-speed intermittent windshield wipers, dual-stage, dual-threshold front airbags, front side airbags with passenger-side occupant position detection system, side curtain airbags, active front head restraints, fuel consumption display, halogen headlights, power side mirrors, power windows with auto-up/down driver's window, rear window defroster and wiper/washer, immobilizer, and tilt and telescopic steering column.

For the first time, the Base DX model is available with optional air conditioning. The Fit DX-A's MSRP is $16,280.

The mid-level Fit LX ($17,380), this week's test car, adds 15-inch alloy wheels, two extra speakers, air-filtration system, heated mirrors, rear roof spoiler, steering wheel-mounted cruise control, driver-side folding armrest, power door locks, and keyless remote.

The top-level Fit Sport ($19,280) adds 16-inch tires and alloys, chrome exhaust tip, 200-watt AM/FM/CD audio system with six speakers and five-mode equalizer, body-coloured underbody kit, fog lights, leather-wrapped steering wheel, security alarm, and USB audio jack.

Interior impressions
Though small, the Fit has a tall roof and big doors, so getting in and out is quite easy. The seats have high hip points with chair-like seating positions, but all four adult occupants still have lots of headroom and legroom. A middle rear passenger will feel squeezed though.

The new interior design takes some getting used to, but let me start with the good stuff first. I like the new front seats' extra support, attractive design, and seat material quality - and the driver's new folding armrest. In models with the manual transmission, this armrest can be folded up when changing gears, and folded down when cruising on the freeway. I also like the new small steering wheel which now tilts and telescopes, and the new driver's footrest for the left foot.

Bright new gauges have illuminated blue pointers at 20 km/h intervals and a new digital information display with useful real-time fuel consumption and average fuel economy readouts.

The knobs for the heater are now arranged in a vertical curve closer to the driver's right hand, with fan speed and temperature dials at the top and a larger ventilation dial at the bottom. Occasionally, I found myself looking around the steering wheel at the fan speed and temperature dials, but on the other hand, it's now easy to adjust them without even looking at them. Increased heating and air conditioning capacity also means that the 2009 Fit warms up/cools down faster.

The Fit's radio controls and buttons are now spaced wider apart with the large volume knob now in the middle rather than on the left side. With dash space at a premium, I'm not sure why the audio designers were so liberal with the real estate. In the mid-level Fit LX, the standard 160-watt AM/FM/CD/MP3 audio system with auxiliary jack includes four speakers and speed-sensitive volume.

I didn't like the shiny plastic material used for the top of the dash. It looks cheaper than before, and can be scratched, as it was on my test car. The new longer dashtop is an invitation to place file folders and loose items while stopped, some of which might scratch it.

As well, the longer windscreen and longer dashtop leaves the driver feeling like they're sitting way behind the windscreen - almost like they're sitting in the rear seat. But you'll have to judge for yourself.

The new Fit has more storage options - a new upper glovebox on the passenger side and new outboard cupholders on the dash - as well as a lower glovebox, large door pockets, an open bin on the lower centre console (with 12-volt powerpoint), and two cupholders behind the shift lever and one at the rear. It's not quite as "storage-friendly" as the Yaris hatch, but it's close.

As I mentioned, the Fit's new rear 60/40 split "Magic seats" fold down in one motion by pulling up a lever without having to remove the rear head restraints (which now lie flush with the top of the seatback when lowered). To hide valuables, there is a new hidden storage compartment under the left rear seat cushion.

I placed a full-size suitcase in the trunk behind the rear seats, and estimate that you could fit two of these behind the seats. With one rear seatback folded down you could fit four large suitcases in the Fit plus three occupants; and with both rear seatbacks folded down, you could store six large suitcases and two occupants - and still have some visibility out the rear window. Noteworthy is the low liftover height into the trunk - lifting heavy objects into the trunk won't pull a back muscle.

My test car had a space-saver spare tire under the cargo floor, but in 2009 Fits equipped with an automatic transmission, the tire is replaced by a tire inflation kit. Honda did this to reduce weight and keep the car's average fuel economy below 6.5 L/100 km (44 mpg) (Energuide rating). But if you want an automatic transmission and a spare tire, Honda will sell you one.

Except for the lack of electronic stability control, the 2009 Fit is equipped with generous standard safety equipment, including dual-stage front airbags, front side airbags (with a passenger-side occupant position detection system), side curtain airbags, active front head restraints, five height-adjustable head restraints, five three-point seatbelts with front pretensioners, child-proof rear door locks, and the LATCH system for child seats.

Driving impressions
Fuel economy is on everybody's minds these days, so let's start with that. The Canadian government's Energuide fuel consumption figures for the 2009 Honda Fit with manual transmission are 7.2 L/100 km city (39 mpg Imperial) and 5.7 L/100 km hwy (50 mpg Imperial) while the U.S. government's more realistic EPA figures, which now take into account real-world driving conditions, are 8.7 L/100 km city (33 mpg Imperial) and 7.1 L/100 km hwy (40 mpg Imperial). (To convert to U.S. mpg, click here.)

In a week of mostly urban driving, I averaged 8.9 L/100 km (32 mpg Imperial) even though my onboard average fuel consumption readout indicated 6.7 L/100 km (42 mpg Imperial). It's a discrepancy I can't explain, but I suspect the electronic readout is optimistic. In city driving which involves frequent idling at traffic lights, accelerating from one traffic light to another, and shorter drives, fuel consumption is noticeably higher. I noticed for example, that the Fit's real-time fuel consumption graph shows upwards of 20 L/100 km while accelerating.

However, while coasting downhill, the instant fuel consumption display reads "0 L/100 km", indicating that the fuel supply has been cut off. So if you can coast downhill both ways, you'll get great fuel economy...

At freeway speeds, the engine revs about 3,000 r.p.m. at 100 km/h in fifth gear, the same as last year - that's a bit high. The good news is that the revised i-VTEC system gives the Fit a surprising amount of torque - sufficient to climb a long grade in fifth gear. The hard working 1.5-litre engine is a bit noisy when accelerating, and strains on steep hills, but for typical commuting it has adequate power. In tests by AJAC, a 2009 Fit with an automatic transmission posted a 0 to 100 km/h time of 10.5 seconds.

The Fit uses Regular gasoline, but as before the fuel filler door is not lockable. The 2009 fuel door looks like it's lockable, but push it in and it pops out to reveal the tethered gas cap.

While the manual shifter has easy throws and clutch pedal effort is light, I found that engagement from 1st to 2nd can be jerky. As well, I accidentally struck the large ventilation knob with my right hand three times when reaching for the shift lever.

The Fit's electric power assisted steering is well weighted for city and highway driving, and turn-in response is quick. In fact, it might be a bit sensitive for some drivers. The Fit's turning diameter of 10.5 metres (34.4 ft.) remains tight enough to do quick u-turns and easy parking lot manoeuvres.

In AJAC braking tests, the Fit exhibited a 100 km/h to 0 braking distance of just 42 metres (138 ft.). All 2009 Fits have front disc/rear drum brakes with standard ABS, brake assist and electronic brake distribution

An independent front suspension and semi-independent torsion beam rear suspension plus larger standard tires, now 175/65R15-inch, provides stable handling and a comfortable ride, but while the Fit's longer wheelbase has improved the ride, it has made it slightly less nimble.

The driver has excellent visibility all around, aided by the larger windscreen and bigger front quarter windows, lower rear head restraints, and standard rear intermittent wiper. With a large rear window and no trunk to speak of, the Fit can be backed into a parking space very easily. The front of the car is invisible from the driver's seat, but the driver knows that the hood is very short. My only concern is the thick windshield pillars on the driver's side which tend to obscure the view through the driver's side quarter window.

Verdict
A cleverly designed subcompact, the 2009 Honda Fit offers a surprising amount of passenger and cargo room for such a small car, plus adequate performance and decent fuel economy. But its popularity and limited supply in Canada means that dealers are not likely to negotiate on the price which is higher than some of its competitors.

Link;
http://www.canadiandriver.com/testdrives/2009-honda-fit-lx.php

Edmunds Inside Line: 2009 Honda FIT Full Review

Now Fit for America
By Chris Walton, Chief Road Test EditorDate posted: 2008-09-22 21:00:00.0

"It reminds me of last year's Fit without being last year's Fit." That's how Photo Editor Kurt Niebuhr described the 2009 Honda Fit Sport with Navigation. And he should know, since he logged thousands of miles in our 2007 Honda Fit Sport long-term test car in the course of various photo assignments.

And once you count the number of changes made to the 2008 Honda Fit, you discover that the 2009 Fit is as all-new as a car can be without being labeled all-new. The improvements include new sheet metal, new chassis structure, new interior, new engine block, new valvetrain, new electronics, new features and new options.

Unlike some product updates, the Fit version 2.0 manages to retain all the things we loved about the space- and fuel-efficient little wedge, while deleting those flaws that frustrated us.

A Worm Hole Comes Standard
The Honda Fit has always seemed like a car that is outside the boundaries of Euclidean geometry because it feels much larger on the inside than its exterior dimensions suggest. Now the all-new interior of the 2009 Honda Fit manages to carve out even a little more room for both passengers and stuff while growing almost imperceptibly on the outside.

Ever more slender roof pillars, wheels even farther toward the corners of the car, and a windshield pushed farther forward have all netted both real and perceived gains in interior roominess. The tape measure says the occupants of the rear seat enjoy the benefits of this growth spurt most, as even an inch or two back there makes a noticeable difference.

Another benefit of this larger footprint is that the second-row seatback now has enough room to flop forward to make a flat cargo floor without having to slide either of the first-row seats — a measure introduced last year as a result of customer complaints about the 2007 Fit. But don't fret, as the seat bottoms still flip up to accommodate items as tall as 50 inches through the rear doors. Meanwhile, the liftover height of the rear hatch has been lowered to an easy-on-the-back 24 inches.

The reshaped front seats are more comfortable, but what's even better is the improvement in the overall driving position, especially for tall people. First, the steering wheel now tilts and telescopes. The throttle pedal has been angled to move fore and aft instead of up and down, a far more natural movement when you're sitting farther back from the steering wheel. The footwell is larger and there's a dead pedal to rest your left foot on while cruising. All that's really needed now is a height-adjustable driver seat.

It's How You Use It
The specifications tell you the 2009 Honda Fit's 1.5-liter inline-4 engine makes only 1 more pound-foot of torque at its maximum of 106 lb-ft at 4,800 rpm, but it's everywhere else in the rev range where the Fit's engine feels more responsive.

Where the previous version of the engine felt lethargic and in need of revs to motivate this 2,500-pound car, the new Fit inline-4 gets with the program from as low as 2,000 rpm. It's easier to drive more of the time, so you no longer feel the need to rev the Swiss out of it.

The low-effort action of the cable-type shift linkage of the five-speed manual transmission remains a model of excellence, offering the same precisely located gates and generally cooperative mechanicals. Neither the shifter nor the clutch pedal feels fragile or limp, even when hurried.

Small Car, Big Ride
The 1.0 version of the Fit would dance and wiggle over anything but the smoothest roads. The new car gains a measure of stability from a wheelbase that's 1.9 inches longer and a track that's 1.4 inches wider in front and 1 inch wider in the rear. In addition, the suspension geometry has been changed to offer more stability while the components have been tuned for a more comfortable ride. This also results in improved composure around sweeping turns, so we don't feel as if constant vigilance is required anymore.

The revised electric-assist power steering still feels light in effort by any standard, but now it reminds us of a Civic Si instead of a CR-V, and that's a good thing. Maybe the adaptation of the Civic Si's steering wheel to the new 2009 Fit helps, too.

The brakes are now easier to modulate and offer a more intuitive pedal feel, even if our car's stopping distances were longer than the last Fit Sport we tested. Thank the new brake master cylinder and the standard electronic brakeforce distribution for the added feel.

Taken as a whole, the engine, steering, braking and ride characteristics of the 2009 Fit have all been calmed down, so there's no implied, expected or perceived dynamic compromise in driving a small car. Even a novice driver would choose the 2009 Honda Fit over the car it replaces simply for the effortless way it drives.

Anomaly or Fuel Economy Trade-off?
Some laws of physics can't be ignored, so while the 2009 Honda Fit is more powerful, it's also a little slower and fractionally less efficient. Fuel economy has dropped 1 mpg in both the city and highway EPA estimates. Our mixed driving average produced 30 mpg, which is 1 mpg better than the EPA's estimate of the car's combined average.

Though the 1.5-liter engine's output has risen to 117 horsepower at 6,600 rpm (an improvement from 109 hp at 5,800 rpm), our acceleration testing didn't prove the 2009 Fit Sport as quick as its predecessors. It runs to 60 mph in 10.2 seconds (9.8 seconds with 1 foot of rollout like on a drag strip) and covers the quarter-mile in 17.3 seconds at 79 mph. This performance compares with our 2007 Fit Sport, which reached 60 mph in 9.4 seconds and completed the quarter-mile in 16.8 seconds at 79.8 mph. Although there have been changes to the ratios of the five-speed manual transmission to accommodate the new, taller 16-inch tires of the 2009 Fit Sport, the overall gearing remains effectively unchanged, so we're not sure what the explanation for this performance might be.

Meanwhile, the new 185/55R16 Bridgestone Turanza EL470 tires are narrower than the Sport's former 195/55R15 Dunlop SP37s, so there's a little less grip. Our best stop of 134 feet is longer than average for such a small, light car, and we suspect the 10 feet of additional stopping distance compared to our 2007 Fit is largely due to the tire swap.

Around the skid pad, the '09 Fit Sport managed to hang on to the asphalt with 0.78g of grip and ran between the slalom cones at an average speed of 64.1 mph, which compares to the previous car's 0.79g and 66.3-mph performances.

Upgrading the Experience
Navigation systems are becoming nearly expected these days, so naturally the Fit incorporates one that's operated through a 6.5-inch touchscreen with voice activation. And since electronic stability systems will soon be mandated on all passenger cars, the 2009 Honda Fit Sport has one (although the base model does not).

There's a new USB connector for audio devices in addition to the aux jack that was already in place. Illuminated steering-wheel audio controls are now included in the Fit Sport and, are you ready for this? Driver and passenger vanity mirrors plus map lights are standard on the Fit Sport! Honda often pinches pennies on details like this, so their inclusion is more significant than you might think.

It's the Right Time To Be Fit
When the Fit first arrived here in late 2006 as an '07 model, gas prices were about $2.30 per gallon and there didn't seem to be much of a compelling proposition for such a Japan-centric small car as the Fit. But now that gasoline peaked above $4 per gallon this summer, Honda ran out of its allotment of 85,000 Fits by September. Honda took a chance with its little car, and it paid off big.

The 2009 Honda Fit now fits our recently tightened American budgets, our ever varying cargo and passenger needs, and finally our 95th-percentile biometric bodies. This car is plainly not built to win races; instead, it's built to squeeze as much efficiency as possible out of every gallon of gas and every cubic foot of interior volume.

For the money, the 2009 Honda Fit Sport is the best small car for sale in the U.S. for most people.

Source;
http://www.edmunds.com/insideline/do/Drives/FullTests/articleId=132028?tid=edmunds.il.home.photopanel..3.*