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William Maley

Quick Drive: 2015 Honda Fit EX-L Navigation

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Subcompacts tend to have that one thing, a gimmick or feature that they try to put out there as a selling point. We have models that are fun to drive, get good gas mileage, have the back seat space of a midsize, etc. The 2015 Honda Fit is no exception to this rule. As I found out at the MAMA Spring Rally, Honda is playing the versatility card with the Fit.

The back seat in the Fit is what Honda calls the 'magic seat' and there is reason why. The back seat can be folded in a number of configurations to allow tall items to stand in back; create a flat floor delivering 52.7 cubic feet of cargo space; fold the front passenger seat along with the back seat to fit an eight-foot object (surfboard, ladder, etc); or have the back seat up and fold both front seats down to provide a nice space to lay down. Describing it seems a bit funny, but actually having someone demonstrate it from Honda and then trying it out for myself, I was really impressed.

Aside from the clever seating, Honda has classed up the Fit. A new dashboard design with better materials and a cleaned up center stack make the Fit a nice place to be in. The optional infotainment system features the latest version of HondaLink which comes with a new interface. I like the interface as its easy to read and navigate. What I'm not so keen on is Honda's choice of using capactive touch controls for the volume and seek since it takes a couple of times for it to be registered.

Stepping outside and looking around the Fit, Honda has designed the Fit to be more in line with other Honda vehicles. This is apparent up front where the grille and headlights are reminiscent to the Civic. I understand what Honda is trying to do with the design, but I Iiked the alien shape of the previous model and wished Honda built upon that.

Powering the Fit is a all new 1.5L four-cylinder with Earth Dreams technology. The 1.5L makes 130 horsepower and 114 pound-feet of torque. This was paired up to a CVT, though a six-speed manual is available. Like most subcompacts, the Fit's power lies towards the top of the rpm range. Great for driving on the backroads, but a little bit buzzy when driving in the city.

The back roads of Elkhart Lake, Wisconsin also revealed another big change for the Fit. The previous Fit was known as being a fun to drive subcompact vehicle. The 2015 Fit loses some of that the suspension doesn't quite handle the way a Chevrolet Sonic does, nor is the steering as sharp. Plus side: Fit exhibits some impressive ride quality when driven over rough surfaces.

While its versatility may be its trump card, the 2015 Fit has a few other qualities that make a real contender in the subcompact class.

Disclaimer: Honda Provided the Fit for the MAMA Spring Rally

Year: 2015

Make: Honda

Model: Fit

Trim: EX-L Navi

Engine: 1.5L i-VTEC Earth Dreams Four-Cylinder

Driveline: Front-Wheel Drive, CVT

Horsepower @ RPM: 130 @ 6600

Torque @ RPM: 114 @ 4600

Fuel Economy: City/Highway/Combined - 32/38/35

Curb Weight: 2,642 lbs

Location of Manufacture: Celaya, Mexico

Base Price: $20,800

As Tested Price: $21,590 (Includes $790.00 Destination Charge)

Options:

N/A

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.com or you can follow him on twitter at @realmudmonster.


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Nice write up, be interesting to see one in person.

 

Did they mention if they did anything to deal with the poor performance in the Crash tests?

 

How is the sense of where your corners are on the auto? One thing I have noticed is that many FITs tend to have bumper scuffs on the corners and in talking to even my daughters friend who has owned one for 2 years now, she says it is so hard to tell just how close you are to something as she cannot sense where the corners are on the auto.

 

So did you feel you had better feel of the dimensions of the auto or worse?

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How is the sense of where your corners are on the auto? One thing I have noticed is that many FITs tend to have bumper scuffs on the corners and in talking to even my daughters friend who has owned one for 2 years now, she says it is so hard to tell just how close you are to something as she cannot sense where the corners are on the auto.

 

So did you feel you had better feel of the dimensions of the auto or worse?

 

It has been awhile since I drove a Fit, so I cannot really say. I think the dimensions are ok for the subcompact class.

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The crash test safety of this, the Fiesta, the 500, etc.  keeps them out of my interest.  Offset frontal is nasty.  Honda does seem to be going more mainstream and less fun to drive with its stuff.  You can only get the Accord Sport in Silver or Grey, not very interesting choices on an already bland car IMHO.

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You can get an Accord Sport in an color, unless you want the MT. Then, you can only get it in Grey or Black.

This may also be relevant to the crash test question: 
http://www.hondainamerica.com/news/honda-leads-industry-first-development-visualization-technology-advance-study-crash-test

 

How was the build quality, fit/finish and such?

Edited by fuel_sipping

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You can get an Accord Sport in an color, unless you want the MT. Then, you can only get it in Grey or Black.

This may also be relevant to the crash test question: 

http://www.hondainam...tudy-crash-test

 

How was the build quality, fit/finish and such?

 

Build quality and fit/finish was really good. I thought it was a prototype, but it was a production model.

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The new Fit EX manuals are a huge step up for the model.  I even like the looks of these.

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Last fit I drove was loud, lacked torque , and ran like 3500 rpm on the highway.

I do like the redo, but I would probably look at the cvt here. Much less rpm at 75 mph cruise.

Magic seat is amazing. In the end, Hondas usually still feel cheap and tinny to me.

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The Fit is on my short list right now if I decide to replace the Prelude.  The EX-L model goes for about $21,000, and there are no dealer discounts.  In comparison, a new 2014 Accord EX-L 4-cylinder has about a $3,500 discount, to about $26,000, which to me is the better buy.  The Civic isn't even worth considering.

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The Fit is on my short list right now if I decide to replace the Prelude.  The EX-L model goes for about $21,000, and there are no dealer discounts.  In comparison, a new 2014 Accord EX-L 4-cylinder has about a $3,500 discount, to about $26,000, which to me is the better buy.  The Civic isn't even worth considering.

 

Quality of Life and Life in general, I would rather you stay with your Prelude or get the accord so you have more steel around you. The Fit is a coffin on wheels. I have seen them in accidents and while I understand people wanting a subcompact for inner city driving and parking, on the freeways and in the suburbs, they are not safe IMHO.

 

I value your life more and would wish you drive something with better protection around you than drive this.

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      A few weeks ago, I wrote a comparison test between the 2018 Mazda CX-9 and Volkswagen Atlas. It was a close fight, but the Atlas ended up being the victor as it proved to be the better all-around three-row crossover. I find myself comparing these two brands once again, this time with their compact crossovers. Like their larger brethren, the two models take different approaches. The Mazda CX-5 goes for something that provides a premium feel and exciting drive, while the Volkswagen Tiguan uses space and comfort as its guide. Which one of these crossovers  Which one of these crossovers is right for you?
      Exterior
      Mazda’s design team believed evolution would be the right approach for the second-generation CX-5’s design and we have to agree. Taking the first-generation model, designers added more curves to the body, widened the front grille, and angled the front LED headlights. In what is becoming a very crowded class, the CX-5 stands tall, especially when wearing the optional Soul Red paint.
      Like the Atlas, the Volkswagen Tiguan’s shape can be explained as  “looking like a bit of a square, but a posh square.” Little details such as the three-bar grille, LED daytime-running lights, and slightly bulging fenders help give the Tiguan a touch of class. The optional Habanero Orange Metallic paint color on my test vehicle does show Volkswagen is willing to step outside of its comfort zone. In terms of dimensions, the Tiguan is six inches longer in overall length and rides on a wheelbase that is 3.6-inches longer than the CX-5. 
      Interior
      The Tiguan’s interior follows Volkswagen’s ethos of keeping it functional in terms of the design. It features simple dash and design touches such as a silver finish for various trim pieces. Volkswagen does make up for the boring design with an excellent layout of controls. For example, the climate control system is slightly angled upward to not only make it easier to reach, but also make it less of a hassle to look down and see the current settings. Material quality is average for this type of vehicle with a mix of hard and soft plastics.
      The front seats in the Tiguan SE offer a power recline and manual adjustments for fore/aft and height. I really liked the seats in the Tiguan as they provided excellent comfort and firmness for any trip distance. But the Tiguan really surprises in the back seat with head and legroom similar to what you’ll find on a full-size SUV. Passengers sitting back here can also move the seats back and forth, and recline to make themselves more comfortable. The long length of the Tiguan allows for a third-row seat. The seat is standard on front-wheel drive models and optional for all-wheel drive variants. The third-row should only be used for small kids as there is a minuscule amount of legroom. Another downside to the third-row is cargo space. The third-row causes a significant reduction in cargo space. With the third-row folded, it offers 4.6 cubic feet less than the two-row variant (33 vs. 37.6). Fold the second-row and the reduction becomes larger - 7.8 cubic feet. I would recommend skipping the third-row option if you opt for an AWD Tiguan.
      Like the exterior, the CX-5’s interior stands out. The dash shows Mazda’s effort on trying to make their interiors feel more like a luxury vehicle with sculpted contours, brushed aluminum, soft-touch plastics with a grain texture, and stitching on certain trim pieces. Compared to the Tiguan, the CX-5’s control layout is more spread out, making it somewhat difficult to find and reach certain controls. 
      The Grand Touring tester featured power adjustments for both front seats. The seats will feel a bit too firm for some passengers, but I found them to be just right. It would have been awesome if Mazda provided ventilation for the front seats to bolster their premium ambitions. The CX-5’s back seat offers a decent amount of headroom for those under six-feet. Legroom is somewhat lacking when put against the competition. I found that my knees were almost touching the back side of the front seat. Cargo space is right in the middle with 30.9 cubic feet with the rear seats up and 59.6 when folded.
      Infotainment
      A seven-inch touchscreen featuring the Mazda Connect infotainment system and a rotary knob controller is standard on all CX-5s. Grand Touring models get navigation as standard, while the Touring gets it as an option. Mazda Connect is a mixed bag. The interface is beginning to look somewhat old due to the use of dark colors and a dull screen. Also, trying to figure out which parts of the system are touch-enabled becomes quite tedious as there is no way to tell except through trial and error. There is no Apple CarPlay or Android Auto compatibility, but I’m hoping the 2019 model will get it.
      For the Tiguan, Volkswagen offers three different infotainment systems ranging from 6.5 to 8-inches. Apple CarPlay and Android Auto compatibility come standard. The current Volkswagen infotainment system is one of the best thanks in part to snappy performance and a simple interface. You can do various smartphone gestures such as swiping to move around the system. One disappointment is the lack of any sort of haptic feedback when touching any of the shortcut buttons sitting on either side of the screen. We would also recommend keeping a cloth in the Tiguan as the glass surface for the infotainment system becomes littered with fingerprints.
      Like in the Atlas I reviewed a few weeks ago, the Tiguan experienced an issue with Apple CarPlay. Applications such as Google Music or Spotify running in CarPlay would freeze up. I could exit out to the CarPlay interface, but was unable to unfreeze the applications unless I restarted the vehicle. Resetting my iPhone solved this issue.
      Powertrain
      Under the CX-5’s hood is a 2.5L four-cylinder producing 187 horsepower and 186 pound-feet (up one from the 2017 model). Mazda has added cylinder deactivation for the 2018 model that allows the engine to run on just two cylinders to improve fuel efficiency. This is paired with a six-speed automatic and all-wheel drive. For the Tiguan, Volkswagen has dropped in a turbocharged 2.0L four-cylinder engine producing 184 horsepower and 221 pound-feet of torque. An eight-speed automatic and all-wheel drive complete the package.
      With a higher torque figure and being available between 1,600 to 4,300 rpm, the Tiguan should leave the CX-5 in the dust. But at the stoplight drag race, the CX-5 bests the Tiguan thanks to a sharper throttle response and a steady stream of power. The Tiguan’s turbo-four gets hit with a double-whammy of turbo-lag and a somewhat confused eight-speed automatic transmission, making it feel anything but eager to get off the line. As speeds climb, the story changes. The Tiguan’s engine feels more willing to get moving whenever you need to make a pass or merge onto a freeway. The CX-5’s engine runs out of steam and you’ll need to really work it to get up to speed at a decent rate.
      Fuel Economy
      The EPA says the 2018 Mazda CX-5 AWD will return 24 City/30 Highway/26 Combined, while the 2018 Volkswagen Tiguan AWD returns 21 City/27 Highway/23 Combined. Both models returned high fuel economy averages; the CX-5 return 28.5 while the Tiguan got 27.3 mpg during my week-long test. Both models were driven on mix of 60 percent city and 40 percent highway.
      Ride & Handling
      When I reviewed the 2017 Mazda CX-5, I said that it carried on the mantle of being a fun-to-drive crossover set by the first-generation. Driving on some of the back roads around Detroit, the CX-5 felt very agile and showed little body roll. The steering provides sharp responses and excellent weighting. The sporting edge does mean a firm ride, allowing some road imperfections to come inside. Not much road or wind noise comes inside.
      Volkswagen took a different approach with the Tiguan’s ride and handling characteristics. On rough roads, the Tiguan provides a very cushioned ride on some of the roughest payment. This soft ride does hurt the Tiguan when cornering as there is slightly more body roll. But that doesn’t make the Tiguan a bad driving crossover. The chassis feels very willing when pushed and the steering provides a direct feel.
      Value
      The 2018 Volkswagen Tiguan SE AWD begins at $30,230. This particular tester came to $31,575 with the optional Habanero Orange Metallic and fog lights. But the 2018 Mazda CX-5 Touring comes with more equipment such as radar cruise control, lane departure warning, 19-inch wheels, LED headlights, and power adjustments for the driver for only $2,175 less than the Tiguan SE’s base price. You can add navigation, Bose audio system, and sunroof as part of $1,200 Preferred Equipment package. When it comes to the midlevel, it is no contest as the CX-5 walks away.
      The script flips however when you put the 2018 CX-5 Grand Touring under the microscope. The AWD version begins at $30,945 and with a few options such as the Soul Red paint and Premium package, the vehicle seen here comes to $34,685. But you can get into the Tiguan SEL AWD that adds adaptive cruise control, power liftgate, and navigation for only $2,295 less than our as-tested CX-5. While the CX-5 does offer more of a premium interior, the larger interior and slightly better infotainment system give the Tiguan a slight edge.
      Verdict
      It feels weird to describe the verdict between the two compact crossovers as a decision to satisfy your desires or needs. The 2018 Mazda CX-5 falls into the former as it boasts a handsome look that very few models can match, luxurious interior, and handling characteristics that make you feel like you’re driving a sports car. As for the Tiguan, it falls in the latter camp by offering a spacious interior, smooth ride, and a better infotainment system. I consider these two to be the best-in-class. But deciding which one is better will ultimately come down to deciding whether to give into your wants or needs.
      Disclaimer: Mazda and Volkswagen Provided the vehicles, Insurance, and One Tank of Gas
      Year: 2018
      Make: Mazda
      Model: CX-5
      Trim: Grand Touring AWD
      Engine: 2.5L DOHC 16-Valve Inline-Four
      Driveline: Six-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 187 @ 6,000
      Torque @ RPM: 186 @4,000
      Fuel Economy: City/Highway/Combined - 24/30/26
      Curb Weight: N/A
      Location of Manufacture: Hiroshima, Japan
      Base Price: $30,945
      As Tested Price: $34,685 (Includes $975.00 Destination Charge)
      Options:
      Premium Package - $1,395.00
      Soul Red Crystal Paint - $595.00
      Illuminated Door Sill Plates - $400.00
      Retractable Cover Cover - $250.00
      Rear Bumper Guard - $125.00
      Year: 2018
      Make: Volkswagen
      Model: Tiguan
      Trim: SE 4Motion
      Engine: 2.0L Turbocharged 16-Valve DOHC TSI Four-Cylinder
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 184 @ 4,400
      Torque @ RPM: 221 @ 1,600
      Fuel Economy: City/Highway/Combined - 21/27/23
      Curb Weight: 3,858 lbs
      Location of Manufacture: Puebla, Mexico
      Base Price: $30,230
      As Tested Price: $31,575 (Includes $900.00 Destination Charge)
      Options:
      Habanero Orange Metallic - $295.00
      Front Fog Lights - $150.00
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