• SIDE STASH

Maximum Minimum

Honda's redesigned Fit Sport delivers function in a small,
fuel-efficient package

I remember little from the calculus courses that were required for my economics degree. But I still recall the fear I felt when I opened a test workbook and found a series of maximum/minimum problems. Determining maximum/minimum values is central to the engineering process called optimization, and Honda's designers must have excelled at those problems, because with the Fit, the automaker has truly derived the maximum from the minimum.

Delivering utility and space in a small, fuel-efficient package is the Fit's mission, and it's accomplished that mission so well that Honda has moved more than 160,000 of the cars a year in the United States since the Fit bowed as a 2007 model. The car actually debuted in Europe and Asia in 2001 as the Honda Jazz, so despite its novelty for American consumers, it was due for revision. Honda has paid heed to minor criticisms relating to ride, structure, and visibility but stuck with its key design configuration, around a centrally located fuel tank. It's clever packaging that allows the Fit to perform like a real-life circus car, capable of holding multiple clowns.
2009 Honda Fit Sport
Price as Tested: $19,630
Engine: 117 hp, 1.5-liter I-4
Weight: 2,615 pounds
Fuel Economy: 27 city/33 highway

The new Fit has even more passenger space, courtesy of a 1.9-inch increase in the wheelbase (to 98.4 inches). The stretch yields more rear seat legroom (0.8 inches) and increases cargo capacity to 20.6 cubic feet with the second row up, and 57.3 cubic feet with the seats down. That's more than competitors like Suzuki's SX4 and Nissan's Versa, or small crossovers like the Toyota Matrix and Chrysler PT Cruiser.

But space alone does not a segment-leader make. The previous Fit was noted for its sporty handling, and despite increased size and a little extra weight, the new Fit retains that agility. I steered a Fit Sport along country lanes and four-lane interstates in Maryland and Virginia. On back-road curves it turns in, rolls a bit, and eagerly sails through. On the highway its i-VTEC four-cylinder turns a quiet 2,600 rpm at 70 mph with the optional five-speed paddle-shift auto-manual transmission. There are times when the engine lacks passing power, but paddle shifting helps maximize its drivability. The auto-manual is one of several goodies available on Sport-level Fits; others include 16-inch wheels and electronic stability control. But I'd still opt for the standard five-speed manual.

The new car's interior is well designed. Instruments and climate controls are easy to read and operate. Folding the second row requires one step - there's no need to fold the cloth-covered front seats forward to make way, as in the previous Fit. The rear seats are comfortable enough for jaunts around town. Entry and exit are eased by wide-opening doors, and the rear hatch swings up to reveal a low load floor. Visibility is admirable, with a high seating position and larger front-quarter windows.

The Fit did give me one cause for concern. The dashboard creaked steadily for the 8,000-plus miles I drove. With stiff competition expected from the new Ford Fiesta, Honda had better make sure it maintains its reputation for build quality. That said, however, the Fit is proof you can get the maximum from the minimum.