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It reminds me of the EP3 in the front... I'd be tempted by it. With the 1.5 engine, of course. :biggrin: Anything better on gas mileage... as long as they keep the chassis as fun as before.
 

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Looks pretty cool, but from some angles the design looks awkward. Makes it look very chintzy, like the glass overpowers the body.

The pic the OP posted looks awesome. This, not so much:
 

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It looks like the one he posted is more like a sports model with a body kit or something. but the red one right there looks a little iffy.
 

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Ryan T said:
Looks pretty cool, but from some angles the design looks awkward. Makes it look very chintzy, like the glass overpowers the body.

The pic the OP posted looks awesome. This, not so much:
That definitely doesn't look as cool as the OP.
 

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I like the new look of the Fit! I still think that it looks cheaper than a Civic, but nonetheless it looks nice. Definitely better than the comparable Toyota.
 

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Agree with above*

Perfect car for what it is = gas saving entry honda level commuter while still keeping a little class over a kia.
 

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The OP one is the "sporty" version of the Fit with a 1.5l engine. The red one posted afterwards is the base model with a 1.2(?)l engine.

http://asia.vtec.net/Reviews/072GFit/index.html

TOVA PREVIEW : NEW 2nd GENERATION HONDA FIT/JAZZ


Exteriorly, the 1G Fit/Jazz's basic elegantly aerodynamically flowing lines are continued on this new 2G Fit/Jazz, suitably updated to match the latest design trends. This has made it more angular than the 1G Fit/Jazz. The front 'A-pillars' are moved forward by 120mm and now forming a virtual single slopping front-end in conjunction with the new design bonnet. The new bonnet/hood looks like an adaptation of that used on the JDM Honda AIRWAVE wagon. As a result of the A-pillars moving forward, the front windscreen is now 1.2 times larger.

The 2G Fit/Jazz design objectives continues to be based on Honda's proven man-maximum, machine-minimum principle. In Honda's own words from the press release, the objective when designing this new 2G Fit/Jazz is to 'create the ideal small car for a new age, providing values which exceeds customer expectations for a small car and to set a benchmark in the highly competitive small car (compact/B-segment) segment in terms of packaging, utility and driving performance.' These goals are actually virtually the same as those of the outgoing 1G Fit/Jazz and which that car truly excelled in acheiving. So the new 2G Fit/Jazz really seeks to further advance them. In this respect, the outgoing 1G Fit/Jazz had set a truly remarkable standard, an extremely high benchmark which this new 2G Fit/Jazz will have its work cut out to even just try to match, what more to exceed. The best people to judge whether this new 2G Fit/Jazz has met its extremely tough goals are no doubt the Fit/Jazz's over 2 million owners and fans worldwide. So whether it will succeed and by how much it will succeed, Honda fans and especially Honda Fit/Jazz fans around the world will be eagarly waiting to make the judgement over the next few months as it gets launched around the world.
The new interior looks very familiar

The 2G Fit/Jazz continues to exploit the innovative center (fuel-)tank layout and as normal from a Honda FMC, features a longer wheelbase (+50mm) and wider treads/tracks for the front and rear wheels (+30mm for front and +35mm for rear). The exterior of the car is 55mm longer and 20mm wider but retains the same height. More crucially, the turning radius of the car is kept the same at 4.7m. In the interior, surprisingly Honda is reporting a 10mm reduction in the length of the cabin space though there is a 10mm increase in cabin height. This is particulary dissapointing as the interior of the 1G Fit/Jazz was exceptional for its class and had Honda increased the interior by just a bit more, the 2G Fit/Jazz would really start to challenge the interior space of many cars from the next bigger class !

The 1G Fit/Jazz established a huge reputation for it's incredible class-leading utility and Honda has further enhanced this in the 2G Fit/Jazz. Most importantly, Honda had smartly retained the Ultra-Seats. When HRT removed the Ultra-Seats from the Honda City 1.5VTEC in its mid-life MMC, there were many negative comments from fans. I am still not sure what rationale Honda used for removing the Ultra-Seats but everyone I have talked to agreed that it was the wrong rationale. For a while, when spy-photos of the 2G Fit/Jazz started leaking out onto the internet, there were concerns the Ultra-Seats will similarly be deleted as well. Thankfully the press release confirms that sensibility has prevailed. The Ultra-Seats remains in this new 2G Fit/Jazz and that means it continues to offer the 4-modes of Utility, Long, Tall and Refresh. As these are the same modes, acheived through virtually identical configurations of the front and rear seats as with the 1G Fit/Jazz, we shall not go through them again. The rear doors now opens a little wider as well, to a wide 80 degrees angle which offers enhanced accessibility when loading bulky objects into the rear seat space.

The rear boot/trunk space of the 1G Fit/Jazz was really quite exceptional for the car's size and I have often been surprised by how much stuff it can swallow. In the new 2G Fit/Jazz, Honda improved it further, liberating an extra 64 liters of storage space through removing the spare tyre (replacing it with an emergency tyre repair kit). This makes the boot size now 427 liters in total volume !

To maximize the impact of this extra space, the rear hatch sill is now only 605mm (~2feet) from the ground so making the loading of heavy unweildy stuff easier. However one small limitation of the 1G Fit/Jazz's rear boot is the opening size itself. If the rear seats are not folded, fitting some super wide items into the boot can be difficult. It's not that they cannot fit inside the boot, they can, but first we still have to get them into the boot space and the slightly small opening can interfere if the item is unusually long. So the problem is not in the available boot size but rather with the size of the opening of the rear hatch. So in cases like this, the rear seats have to be folded down first and the super-wide item manuevered length-wise into the rear boot. After successfully putting the item into the boot proper, only can the rear seats be lifted back to their upright position. Besides the extra steps involved, this also means planning is needed when loading a lot of items, especially if the tall mode is also needed. So in such cases, the super-wide items will need to be loaded in first as the rear seats needs to be folded down. Once loaded, the rear seats are lifted back upright before the seat supports lifted to get into tall-mode to load the rest of the items into the rear seat space. This important point on the new 2G Fit/Jazz cannot be ascertained until the actual unit is checked.
Model Line-Up

The new 2nd Gen Fit continues to come in two major variants for the JDM, again centered on the 1.3l L13A and 1.5l L15A engines. The 1.3l variant comes in 2 main types, the Type L and Type G. Like before, they come with 2 choices of drivetrain layout, either FF or 4WD. The 4WD variant is only available in Japan and is for winter use, on slippery roads and works similarly to the rt-4WD on the CR-V and others. I.e. on slippery roads when the front wheels loses grip, power is transfered via a viscous coupling clutch to the rear wheels. With the 4WD drivetrain, a 5AT transmission is used while the FF continues to use the excellent CVT gearbox. Specs-wise, both Type L and Type G are actually identical for all purposes and their main difference is in the accessories.

For the new 2nd Gen Fit/Jazz, Honda has learnt their lessons well and right from the beginning have also launched a 'performance variant' of the 2nd Gen Fit. This is the Fit RS (RS standing for Road Sailing) and is fitted with the 1.5l L15A engine. It's designed pretty much to be the 'sports version' of the new Fit/Jazz with large 16" wheels, sporty front-grille and bodykit and the option of the 5AT (4WD) or when FF, either the CVT or a close ratio, highly geared 5MT gearbox (with a final drive of 4.294 !).
Updated Engines and CVT Gearbox

Both L13A and L15A engines have been further developed using new technologies and Honda is now calling them 'i-VTEC engines'. Thus the painstakingly developed innovative i-DSI technology has been removed from the new 2nd Gen Fit. To me, this is an astonishing and surprising step because clearly a lot of R&D went into developing what is clearly a unique and very effective technology. But sadly it only lasted 1 generation on the Fit/Jazz.

As is the norm now, Honda's i-VTEC does not necessarily mean VTEC+VTC. Rather the use of i-VTEC by Honda nowadays signifies an 'intelligent engine that exploits the VTEC technology and may or may not be backed by additional complementary technologies (like VTC or dual intake manifold, etc)'. Note that this definition is my own.

The 'L13A i-VTEC' is now 16-valves, still SOHC in configuration and features a 12V/16V VTEC implementation similar to the L15A VTEC on the out-going 1st Gen Fit/Jazz. Power has gone up by slightly over 16% to 100ps (from 86ps on the old i-DSI L13A) coming at a much higher 6000rpm (which also means the red-line is now above 6000rpm which is more appropriate for a high-technology Honda engine), with a higher max-torque of 13.0kg/m and coming at a high 4,800rpm (compared to 12.1kgm coming in at 2,800rpm). So the new L13A does not offer the good low-end torque of the original i-DSI L13A. But it still offers a lot more power plus more torque, but at higher rpms. The old L13A i-DSI was rated at 20-23km/l (depending on variant and type) in the standard japanese 10-15 mode fuel economy test. The new one is rated at 21.5 to 24 km/l (again depending on variant and type) and so on Honda's own data at least, they have made the new L13A i-VTEC more power as well as slightly more fuel economical than the old L13A i-DSI.

The L15A 'i-VTEC' has been developed from the L15A VTEC used on the out-going 1st Gen Fit/Jazz. For the new Fit, it has been retrofitted with the full 16V 'power-VTEC' system similar to the older D15B VTEC engines. To recap, this means the L15A i-VTEC runs 16V full-time. VTEC, like that used on the previous D-series engines is now used on this L15A. When the conditions require it (note that i-VTEC now means the L15A i-VTEC switches VTEC based on more sensors than the older D15Bs), VTEC activates a 'wild' or 'high' cam-lobe and this increase the valve lift, duration and other timing parameters to allow more air-flow into the combustion chambers - and thus more power to be generated. Power output has gained 10ps, raising its max power to 120ps from the 110ps of the old L15A VTEC. Max torque has similarly gained but to a much smaller extent, increasing from 14.6kgm to 14.8 kgm and coming in at the same 4,800rpm. More significantly is its ability to rev higher, the power now peaking at a much higher 6600rpm and the redline at 6800rpm, almost hitting 7000rpm. Now we are talking ! Nevertheless, this L15A i-VTEC is still not equaling the power output of the D15B VTEC as that engine was spec'ed for 130ps and so the L15A is still 10ps in deficit. Also the redline of the D15B VTECs were over 7000rpm (almost 7300rpm) so the L15A i-VTEC while revving much higher than before, is still not yet at the level of the old D15B VTECs in terms of outright power delivery (though of course it is a much more advanced engine especially in emissions). The L15A i-VTEC is rated at a max of 19.6 (for the FF CVT) though Honda also quotes a second 'typical' value of 18.8km/l (probably for more prevailing conditions). However, this figure is actually slightly worse than that for the outgoing L15A VTEC of the 1G Fit/Jazz which was 20.0km/l so it would seem that the extra 10ps power do come with a slight penalty in fuel consumption.

Over the lifetime of the Fit/Jazz (and the City), the CVT gearbox though giving excellent service, has frequently been the brunt of numerous rumours. These rumours centered on the supposed unreliability of the gearbox. I have done extensive research on these rumours and while I know of several real cases of CVT gearbox failures, I must emphasize that the number of occurrences are still relatively small, certainly about the same frequency as normal automatic or even manual gearboxes. Nevertheless, with lessons learnt from the very successful use of the MMT (which is of a very similar design to the CVT) on the new JDM Honda Odyssey, the CVT on the new 2nd Gen Fit is now equipped with a newly developed torque converter. This probably also means that the CVT no longer utilizes the infamous 'start-up clutch' though I have to talk to a Honda R&D engineer to confirm this. This torque converter is of similar design to those used on the latest generation of 5ATs, on the Civic in particular and from 1st hand experience, I know they are very efficient in design with much reduced power loss characteristic. So the new torque-converter equipped CVTs should be even better to drive than the already excellent CVTs used on the outgoing 1st gen Fit/Jazz. I can't wait for Honda Malaysia to launch the new Jazz here in Malaysis so I can get a chance to check out the new CVT gearbox to see if it delivers the goods.
Conclusion - A Suspended Verdict
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You know, it's not that I don't like subcompacts, it's just . . .

Okay my gripe with the 1st gen is that it looks like a shrunk down Odessey. The new one at least has it's own "Face" but would it have KILLED them to make the front a little longer? Now it just looks so cramped and small.

For example. My coworker has a Mini Cooper. I was actually considering a Cooper before my car. But when I see her car next to mine, it looks so tall and short. Our cars look long and luxurious.

This is the same way.Just lengthen the nose 3-4" and to give it some interest. The hood-to-windshield slope just isn't doing it for me on a car this small.
 
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