For comparison, we also brought a stock 2007 Civic Si sedan. The sedan is the most comfortable Civic I've ever experienced. With the windows up and climate control on, the ride is smooth and quiet-the perfect environment to converse comfortably while zipping down the road at speeds somewhere between legal and "nobody will notice this gray sedan, so who cares."
Engineering editor Chen met us at Willow Springs International Raceway with the Fit and his trusty data acquisition system. The goal: to record one fast lap for each car. After that, we would have the rest of the day to run laps and take care of photography-on track and around our favorite LA spots. Business as usual for the staff at SCC, right? Almost.
This time, we were crashing someone else's event, a muscle car day hosted by Spectre Performance. It turned out to be the classic import-versus-domestic showdown on the big track at Willow Springs. Our Hondas stuck out in the paddock like two Sapporos in a case of High Life. Most of the guest drivers were novices, so the rules of engagement only allowed passing on the straights and required a point-by from the driver being passed. Not so great for our outgunned handling machines.
The Civic crawled up on fire-breathing hot rod traffic in the corners, but was blown away on the straights. It behaved predictably and followed the racing line as if it had been there before. Unfortunately, by the fourth lap, mild understeer had grown into a serious push. I brought it in to discover the outside front tire showing signs of chunking. The long sweeping turns of the big track are notoriously abusive on tires. As great as the optional Michelin Pilot Exalto PE2 tires perform on the street, they were not tough enough for the track.
Clear laps in the Fit did not come easy, either. It was faster in the corners than the Civic and could hang with the V8s on the straights, thanks to its high exit speeds. But the other drivers were reluctant to give point-bys to our odd little car. After three sessions of good behavior, I dived under an Oldsmobile at the entrance of the last turn. This netted us our fastest time of the day and a minor altercation with the driver back in the pits. Ed soon smoothed things over with the owner and we spent the rest of the day giving rides in the car.
The Fit was surprisingly fast on track. It routinely drew laughter out of passengers who got a better ride than they were expecting. The sensation of speed was only amplified by the high-mounted seats. The suspension performed well, but could not completely mask the wobbly characteristics inherent in its front strut/rear torsion beam design. Still, considering the econo-commuter roots of the Fit, the pairing of the K20 engine and the Honda Fit chassis is pure genius. One of the most exciting and responsive naturally aspirated engines out now, the Honda Civic Si's K20 engine only feels better in the lighter Fit body.
On track, the Fit was the car to be in. It was almost four seconds faster and turned way more heads than the Civic. But, the big comfortable seats of the Civic Si sedan were the first to fill up before the drive back home.
Don't get us wrong, the sedan is plenty fast and its ability to blend in is one of the things we like best about it. But for a die-hard hatch driver, the K20-powered Fit is a great combination. With its streetable efficiency and shocking performance, it's everything a sport compact should be.
| | K20 Fit | | Si 4-door |
| Weight | L | R | L | R | |
| F | 793 | 859 | 885 | 891 |
| R | 517 | 447 | 586 | 573 |
| Total | 2615 | | 2935 | |
| F/R % | 63.1/36.9 | | 60.5/39.5 | |
| HP | 209 @ 7600 | 192 @ 7700 |
| Note: previous test of 2-door Si made 176whp at 22% humidity and 68°F (5°F higher than this test) |
| TQ | 150 @ 7000 | 142 @ 5700 |
| Alignment | F | R | F | R |
| Toe | -1/16th | -.25 fixed | stock | stock |
| Camber | -1.0 | 0 (torsion bar) | stock | stock |
| Spring rate | 350 | 650 | stock | stock |
| Best lap | 1:39.004 | | 1:42.626 | |
| Top speed into Turn 8 | | 117 | 112 | |
| Top speed on straight | | 118 | 111 | |
| Avg g through Turn 2 | | 1.0 | 0.9 | |
Joe Flores/HASport Honda Fit
Engine
Engine Code: K20Z3
Type: 1998cc in-line four, iron block, aluminum head
External Modifications: AEM RSX Type-S short ram intake, '03 RSX Type-S intake manifold, HASport intake manifold adaptor plate, HASport electronic throttle body adapter plate to mount '06 Civic throttle body, Jackson Racing prototype headers
Engine Management Modifications: Hondata K-Pro dual ECU, 450cc/min injectors
Drivetrain
Layout: Transverse front engine, front-wheel drive
Drivetrain Modifications: '06 Honda Civic Si helical LSD, Driveshaft Shop K20 Fitswap axles, 4.763:1 final drive
Suspension
Front: Progress Competition coilover w/350lb/in springs
Rear: Progress Competition coilover w/650lb/in springs
Brakes
Front: 11-in. '01 Integra Type-S brakes and rotors
Rear: 10.2-in. Fast Brakes rear disc brake conversion using RSX Type-S brakes
External
Wheels: 15x7 Falken Hanabi +42mm offset
Tires: Falken Azenis RT-615, 205/50R15
Body: OEM Fit Sport body kit, carbon fiber hood
By Andy Hope
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