Green Car Reports: 2015 Honda Fit Hybrid: Forbidden Fruit Drive Report

New & previous generations of Honda Fit, Honda Proving Grounds, Tochigi, Japan, Nov 2013

We've always liked the Honda Fit; the current 2013 model remains one of the better, more capacious, and most flexible subcompacts on the market even though it's now the oldest vehicle in its class.

That'll change with next spring's launch of the 2015 Honda Fit, at least one version of which will be rated at 36 mpg combined, the company says.

Not for us
But 10 days ago, in Japan, we drove a version of the Fit that's already on sale in Japan that will likely be forbidden fruit for North America: the Honda Fit Hybrid.

We only spent a total of about 10 minutes in the Fit Hybrid, which is hardly enough for comprehensive impressions.

But the hybrid Fit has been a huge sales success in Japan, where vehicle-tax rules heavily favor hybrids.
The new Fit Hybrid is the first car to use Honda's new and more powerful i-DCD single-motor hybrid system.

Electric-only launch
And as we found on our drive of prototype systems last year, the new system is powerful enough to launch the car on electricity and take it to 40 mph or so before the gas engine switches on.

Honda Fit Hybrid (Japanese domestic model), Honda Proving Grounds, Tochigi, Japan, Nov 2013

That stands in contrast to the many generations of Honda's previous Integrated Motor Assist (IMA) mild-hybrid system. The IMA system provided additional torque to complement engine output, but it couldn't move the car alone for more than a few seconds at a time--and not at all from a standstill.

The new i-DCD system--it stands for Dual Clutch Drive--uses an electric motor with a peak output of 22 kilowatts (30 horsepower), against the IMA system's 15 kW (20 hp). Honda engineers told us it could provide sustained torque of 96 lb-ft (130 Newton-meters) and roughly 1 second of peak torque at 118 lb-ft (160 Nm).

The motor is, again, sandwiched between the engine and transmission, but now that unit is a  seven-speed dual-clutch transmission (DCT)--hence the "Dual Clutch" in the name i-DCD--rather than the continuously variable transmission (CVT) that Honda previously used in its IMA hybrids.

Recaptured energy is stored in a 0.6-kilowatt-hour lithium-ion battery pack under the load bay just behind the rear seat. Unlike that of the Honda current Insight and CR-Z, however, the new Fit has a full-depth load bay.

Quiet operation
The first thing we noticed in the Fit Hybrid was its small shift wand on the console, which is remarkably (and deliberately?) reminiscent of the similar control in a Toyota Prius hybrid. Like the Prius, the "parking" mode is a button marked "P" rather than a position for the lever.

The gasoline Fits, on the other hand, have more conventional chrome shift levers.

On a Honda test course that includes stops and starts, a long, straight acceleration section, some sharp bends, and a coast-down section, the Fit Hybrid spent perhaps 20 percent of its time in electric-only mode.

We drove Japanese-market right-hand-drive production cars, some of which we later saw coming off the production line at Honda's Yorii assembly plant, part of the larger Saitama factory complex.

The new Fit is quieter inside than the old one, and while we heard some whining from the motor on deceleration when it acted as a generator, the engine switched off and on almost imperceptibly. Honda's done a very good job with noise suppression and vibration damping there.

DCT judder
The most noticeable reminder of the car's hybrid nature, in fact, was occasional mild juddering as the motor engaged and disengaged with the DCT just before or after it up- or downshifted.

It was no worse than motor engagement or disengagement in the 2012 Honda Civic Hybrid--in fact probably better--

But it does point out that the DCT has discrete gear steps, rather than the infinite range of the CVT, without a torque converter to buffer the changes as in a conventional automatic.

In fact, for its larger and more luxurious (non-hybrid) cars, Honda will use an eight-speed DCT with a torque converter added on for precisely that reason.

On the smaller, less expensive Fit Hybrid, however, the electric motor is used to buffer the changes--but the drivetrain operation remains perceptible under certain circumstances.

30 percent gas-mileage gains?
We weren't able to ascertain anything useful about the fuel efficiency of the Honda Fit Hybrid from our short drive.

Honda has said its gas-mileage may be as much as 30 percent higher than that of the previous IMA hybrids, which might bring the Fit Hybrid close to the 50-mpg ratings of three different Toyota Prius models.
But we may never find out what ratings the Fit Hybrid would receive in U.S. test cycles.

Honda executives reiterated that they have no current plans to bring the car to the U.S. market.

Among other reasons, said Yusuke Hasegawa, general manager and senior chief engineer in Honda R&D's technology development group, the cost differential in Japan between the gasoline and hybrid Fits is roughly $3,000.

Japanese incentives on registration and road taxes, along with much more expensive gasoline, make that a reasonable premium for consumers to pay.

But in the U.S., gas prices run only $3 to $4 a gallon, no government incentives remain for consumers to purchase hybrids, and the Fit currently carries a base price of $15,425 before delivery. (With 2015 Fits coming from Mexico, Honda likely hopes to keep this price stable for the New Car.)

Long payback
If a gasoline Fit is rated at 36 mpg, even if the Fit Hybrid could reach 50 mpg, that would be a difference of only 117 gallons of gasoline each year at 15,000 miles a year.

Even at $4 a gallon, the payback would take more than six years--far longer than consumer will pay, Honda feels.

So unless something changes, we're not likely to see the Honda Fit Hybrid we drove in the States any time soon.

Over time, however, you might expect the new i-DCD hybrid system to show up in future Honda Civic Hybrid models--and perhaps the next Insight and CR-Z. IF those models are replaced, that is.

Until then, the neat little Honda Fit Hybrid and its new small hybrid system will remain forbidden fruit.

Honda provided airfare, lodging, and meals to enable High Gear Media to bring you this first-person report.

Source;
http://www.greencarreports.com/news/1088604_2015-honda-fit-hybrid-forbidden-fruit-drive-report

Road & Track: Behold the 2014 Honda Fit

by Zack Bowman of www.roadandtrack.com

The third-generation Honda Fit was an outright champion. The little five-door ran about on our roads for nearly six years with little change and still managed to remain competitive in the face of fresh hardware like the Chevrolet Sonic and Ford Fiesta. Now Honda has unveiled the fourth-generation 2014 Fit in Japan.

If you thought the previous model looked funky, strap yourself in for a new stroll into Weirdsville. Honda calls the design language, and I’m not joking here, “EXCITING H DESIGN!!!” Expect to see it show up on other models in the near future, exclamation points and all.

The big news here is the 2014 Fit Hybrid, which boasts an Atkinson-cycle 1.5-liter four-cylinder engine, high-output electric motor and a seven-speed dual-clutch transmission. As with before, the motor gets stuffed between the engine and transmission, but the addition of a lithium-ion battery pack helps shove fuel economy up to 36.4 km/l. That shakes out to around 85.6 mpg, though it’s worth noting that the figure isn’t derived using the US fuel economy cycle. Still, Honda says the new Fit Hybrid is more efficient than any other hybrid on sale in Japan right now, Prius included.

Don’t fancy a hybrid? Buyers who opt for 13G trim can look forward to a 1.3-liter Atkinson-cycle four-cylinder engine married to a CVT good for 26 km/l, or around 61 mpg. What will we see in North America? Good money is on the driveline found in the 15X and RS trims. That’s a direct-injection 1.5-liter four-cylinder engine and either a CVT or a six-speed manual transmission. Honda says there’s around 10 percent more power on hand from the four-cylinder, which means you can expect to command around 130 horsepower. There’s no word on fuel economy from that combination, though.

Stay tuned for market-specific details.

Source;
http://www.roadandtrack.com/go/first-looks/go-first-looks-behold-the-2014-honda-fit

AutoExpress: Honda Jazz/FIT Hybrid 2014 review

We try out a prototype of the new-look Honda Jazz Hybrid. Production Jazz release date spring 2014

Verdict

The Jazz’s new look won’t be to everyone’s taste, but few people will criticise it once behind the wheel. It steers, rides and handles better than ever, and the new dual-clutch box is a big step up from the noisy CVT. The superb claimed economy will make this Hybrid cheap to run, and the interior is bigger than before. Let’s just hope quality gets a boost.

 

Since its launch in 2001, the Honda Jazz hasn’t been changed drastically. But that’s about to change for 2014 with the third-generation Jazz, which benefits from a dramatic new look, an increase in dimensions and the addition to the range of a hybrid version.

We got an exclusive chance to try a prototype of the new Jazz (called the Fit in Japan) months ahead of its official debut. Honda is pinning its hopes largely on the car’s revamped styling, which could prove divisive. It looks better in the flesh than in photos, though, with a wide new front end taken from the FCX Clarity fuel cell car, as well as a set of tall tail-lights.

• Honda Jazz review (current model)

The challenge for the designers was to create styling that looked fresh and provided stronger road presence, but also maintained the previous model’s practicality. The wheelbase has in fact grown by around 50mm, but Honda has yet to reveal the exact figure.

On our drive, we did a few test track laps in the 1.5-litre four-cylinder hybrid with a new dual-clutch box, plus the 1.3 petrol with a CVT. Both engines now come with twin cams for better throttle response, while the suspension has been drastically revised to improve cornering and high-speed stability.

The new Jazz was heavily benchmarked against the current Volkswagen Polo and tested extensively in Germany. On the road, these revisions are immediately obvious. You sit marginally lower than before, and you can feel the car’s improved stability from the off. The Jazz also feels bigger and sturdier than its predecessor, but turns in eagerly with virtually no understeer and plenty of feedback through the wheel.

There’s not much body roll for such a high-sided car, and the tyres grip well in tight corners.

A diesel will be offered in Europe, but as before the hybrid will be the flagship, combining a 1.5-litre petrol engine, electric motor and all-new intelligent dual-clutch box. This generates plenty of power – with 133bhp and 170Nm of torque – and has a claimed economy figure of approximately 85mpg, while sub-90g/km CO2 emissions make it a match for the diesel-powered Ford Fiesta ECOnetic.

The seven-speed box gives quick changes and allows more than adequate acceleration, and as you press on, a surprisingly sporty exhaust note fills the cabin. However, Honda appears to have thrown most of its budget at getting the handling and ride right. This means that, in the prototype at least, interior design and quality have suffered. So while the dash is simple and functional, it’s not in the same class as the Polo’s for materials, trim and build – although Honda claims that things will be much improved by the time the car arrives in the UK next spring.

Key specs

• Price: £18,500 (est)
• Engine: 1.5-litre 4cyl, electric motor
• Power/torque: 133bhp (combined)/170Nm
• Transmission: seven-speed dual-clutch automatic, front-wheel-drive

• 0-62mph/top speed: 10.2 seconds/120mph (est)
• Economy/CO2: 85mpg/85g/km (est)
• Equipment: 15-inch alloys, LEDs, dual-zone clim. control, Bluetooth
• On sale: Spring 2014

Source;

http://www.autoexpress.co.uk/honda/jazz/65227/honda-jazz-hybrid-2014-review

Honda wagers on new Fit hybrid variants for United States (and Canada)

by Hans Greimel of www.autonews.com

TAKASU, Japan -- Honda Motor Co. plans to bring hybrid variants of its Fit subcompact to the United States with the car's redesign, as the Japanese automaker wagers that its new hybrid drivetrain will challenge Toyota Motor Corp.'s dominance in the field.

The third generation of the Fit hatchback, one of Honda's best-selling global nameplates, will hit U.S. showrooms by next summer and will go on sale in Japan in September. The U.S. version also will be the first Fit manufactured in North America.

Key to the revamp, which introduces Honda's new design language with a new interior and boldly creased sheet metal, is a newly developed one-motor gasoline-electric drivetrain.

While the United States is not expected to get the hybrid version of the standard Fit five-door, hybrid versions of a Fit-based small crossover and sedan are planned for the United States. Those vehicles are expected to arrive as early as next year.

The new hybrid system, dubbed Sport Hybrid Intelligent-Dual Clutch Drive, greatly boosts fuel economy over the current integrated motor assist system. Honda has been using the outgoing integrated motor assist system for years in such cars as the Insight.

The new Fit is a Honda milestone for several reasons. It showcases Honda's attempt to rejuvenate its styling. And the car is the first product of a revamped global product development strategy that aims to better tailor vehicles to local markets and regional manufacturing abilities.

Finally, the hybrid version pumps up Honda's competiveness in the small hybrid segment. Cars such as the Insight and CR-Z hybrids have failed to gain traction in the United States, even while rival offerings such as Toyota's Prius C successfully carved out a niche. Sales of the Prius C subcompact climbed 27 percent to 20,575 units through June.

Going local
The U.S. version of the standard Fit and its crossover variant will be sourced from Honda's new assembly plant in Celaya, Mexico. That factory goes online in spring 2014. Honda expects the plant to produce 200,000 Fits and Fit crossovers for the North America annually.

Globally, the gasoline-powered Fit will be offered with a 1.3-liter port-injection or 1.5-liter direct-injection version of Honda's new Earth Dreams engine, combined with the company's new Earth Dreams continuously variable transmission. The United States is expected to get only the bigger powerplant. Both engines will be offered with a manual transmission in some markets.

The hybrid gets a 1.5-liter, Atkinson-cycle engine with a seven-speed dual clutch transmission. Electric power comes from a 22-kilowatt electric motor and lithium ion battery.

The gasoline-powered Fit sold just 25,541 units in the first six months of 2013, up 5 percent from the year before.

And Honda's U.S. hybrids tallied a paltry 9,011 units sold through June, down from 10,712 vehicles in the same period of 2012.

Targeting Toyota
The new hybrid Fit hatchback achieves fuel economy of 36.4 kilometers per liter, or 86 mpg, under Japan's testing regime. That marks a 30 percent improvement over the hybrid version of the current Fit, which sells big in Japan but never made it to North America.

Those fuel economy figures don't translate directly into U.S. EPA ratings because the testing cycle differs in Japan.

But the Fit's Japanese rating edges the 35.4 kilometers per liter, or 83 mpg, rating for the Prius C here. The Prius C, known as the Aqua in Japan, was this country's second-best selling car for the first half of 2013, trailing only the standard Toyota Prius hatchback.

The new Fit has not yet received an EPA fuel economy rating. But fuel savings from Honda's new small-hybrid system are big enough to warrant its U.S. introduction, Jiro Yamaguchi, managing officer in charge of global vehicle development, said at a recent test drive event for the Fit five-door at Honda's Hokkaido proving ground in northern Japan.

"I was not that confident with the previous model, but this model would absolutely sell well in America," Yamaguchi said.

Launch timing has not been decided. But Yamaguchi said hybrid variants likely will be introduced around the time that the standard gasoline version goes on the market, by next summer.

Hybrid, take 2
U.S. pricing hasn't been announced. But Honda reckons the premium charged for the hybrid has to be within a 10 percent increase over the standard gasoline-powered version, Yamaguchi said.

Unlike Honda's integrated motor assist hybrid system, in which the motor only assists the engine, the new hybrid drivetrain allows extensive quiet driving in electric-only mode, like an electric vehicle.

The hybrid Fit can drive for 1.9 miles at speeds up to 31 mph in electric-only mode. The engine kicks in for blended driving when the car reaches a certain speed or the driver punches the gas for a burst of acceleration. For highway cruising, the electric motor shuts off to let the engine work.

While popular in Japan, Honda's integrated motor assist hybrid system was derided in the United States for being too underpowered and not delivering significant-enough fuel economy gains. Honda's new hybrid blueprint boosts power and efficiency.

"They tried the low-cost, lower-fuel economy strategy and they feel like it was a failure outside of Japan," said Kurt Sanger, an auto analyst with Deutsche Securities Japan. "The question is whether they can do it at a decent profit level, and the first generation of this technology is never really about that."

U.S. sales of the Honda Fit
*Through June

Exciting H
The new Fit also is the first car to showcase Honda's new design language, dubbed Exciting H Design. President Takanobu Ito promoted Toshinobu Minami as global exterior design chief and Yoshinori Asahi as his interior counterpart in late 2011 with orders to jazz up Honda's ho-hum looks.

Outside, the car gets a more aggressive stance than today's egg-shaped Fit. Side panels are dramatically creased and the tail is more tapered for a sleeker look.

The LED taillights wrap around the rear hatch in a double parentheses pattern that increases visibility while creating a more distinct nighttime signature. The grille gets what Minami calls the "solid wing face." The headlights meld into the grille for a shallow V-shaped sweep across the nose.

"We wanted a more emotional contrast in the design," Minami said. "The character line captures the contrast of a round shape being pierced. The back end is sportier, the hood more pronounced. The interior isn't plasticky at all."

Honda did not disclose exact dimensions of the next Fit. But it the overall length and wheelbase grow slightly less than an inch, while the height and width remain the same. The next generation also sheds weight, but engineers wouldn't say how much.

Civic lessons
But the greatest leaps from the current car occur inside.

Still stinging from scathing reviews of the redesigned Civic's plasticky interior, interior design chief Asahi set out to upgrade the feel on the Fit with better materials, a simplified layout and a striking new high-tech center stack.

When the car is turned off, the center stack interface appears as an inanimate sheet of black glass. But it lights to life when the car is engaged, presenting electrostatic-control buttons for everything from heating and cooling to navigation and audio.

The large touch screen, which sprawls down the console, works on the same principle as a smartphone, Asahi said.

Asahi said he wanted to tone down the interior so it was less busy and more upscale. Stylists agonized over the leather grain paneling, a more refined small-print motif for the upholstery, silver-colored trim and the switch from cheaper circular swivel nozzles on the air vents to higher grade horizontal ones.
Looming in their memories: Lessons from the Civic.

"We aren't going to take the attitude, 'This is our cost, so make an interior that matches it,'" Asahi said. "My job is set high targets and achieve them with low-cost technologies. If you don't do this, design quality deteriorates. I think that was the problem with Civic."

Ranking the subcompacts

Subcompact leaders
U.S. sales through June
Nameplate
Nissan Versa	63,761
Kia Soul	63,031
Chevrolet Sonic	44,905
Ford Fiesta	38,164
Hyundai Accent	29,459
Honda Fit	25,541
Source: Automotive News Data Center

Source;
http://www.autonews.com/apps/pbcs.dll/article?AID=/20130718/OEM04/130719845/honda-wagers-on-new-fit-hybrid-variants-for-united-states#