Mario James, Gleaner Writer

THE HONDA Fit has sold two million units since its introduction in 2001 - in 100 different countries. And last year, sales improved 87 per cent. But with the Nissan TIIDA and the Toyota Yaris upping the ante, in terms of space, the Honda boys decided to act pre-emptively and sent the Fit back to the gym for 2009.

The Fit has grown two inches - tacked on to its wheelbase - and slapped on a few powerful ccs. Its new engine now displaces 1339cc and is equipped with i-VTEC.

Whereas the old L4 made do with 1244 cc and was badged a 1300 - the newer engine is labelled a 1.4 litre by the factory. Go figure. The variable valve timing/lift system is both a bane and a blessing; power is up 11 horses, to 98. The old L4 had 87; however, it was equipped with the CVT transmission which better managed engine torque. The new offering has to do with a rather unintelligent four-speed automatic which saps some of the new-found power.

Honda's new bread-and-butter car (in Japan Fit has outsold the Corolla in 2001, and this new car has been Japan's best seller for the past two years) has an all new interior.

What didn't need to change has not been touched, such as Fit's funky ventilation ports and its meaty steering wheel - but its repackaged cabin has gained an additional three inches of head room. Rear folding seats no longer need headrest removal to be folded flat, even if the front seats are in their rearmost position.

The A/C now has a Hurricane Ivan setting, which is powerful enough for those really hot summer days - an inadequacy that Automotives is glad to see go out. Instrumentation has bigger, more legible dials, plus the centre console is more functional than before with its ingrained MP3/iPod-capable radio, CD player - as well as a new layout. Fit also can be ordered with a huge panoramic roof, which does not open - it is more of a skylight - and when the motorised 'curtain' is pulled back, the window lets the light in something fierce.

Driving Fit was bittersweet - the engine is definitely more powerful, but the gearing seems to be a bit of a mismatch, as the transmission does not hold the power plant in its best rev range when doing hill work. Make no mistake, the power is there, but the driver has to wring the cams off the new engine to get it.

Characteristics

Power starts in earnest at 5,000 rpm and, from there, regardless of incline or gear, it's a quick, lively trip to six grand. The problem is a falling of the cam at anything below 4,000 rpm and, on hills, one misses the torque multiplication characte-ristics of the CVT. Having said that, keeping the car in its relatively narrow power band showcases the its brilliant balance and exceptional brakes - four-wheel discs, ventilated front, solid rear - a market first.

At this stage, it is not likely that the United States is going to get that option, although they will get that CVT.

On flat roads, the engine pulls cleanly enough through the gears, the high ratio first providing real punch off the line. There is enough camber - caster settings built into the front-end for the steering to be nicely self centred - yet the overall steering feel is quite good. Fit's steering has a lot of feedback without being unduly harsh or twitchy. The car has great balance.

Fit has become more sophisticated with the new generation, and offers more than before without becoming overweight and unwieldy. Like your girlfriend, frequent tune-ups at Gymkhana has done it a world of good!

mario.james@gleanerjm.com