2013 Honda Fit EV in eng

2013 Honda Fit EV
Reminding us that electric vehicles are becoming less of a compromise



The 2013 Honda Fit EV, the Japanese automaker awaited answer to the Nissan Leaf, is fast, agile and actually quite fun to drive. Its cabin is roomy, good outward visibility and his style is anything but funny. The platform is impressive safely, it has a decent range and Honda says it is the most effective vehicle for the EPA has ever tested.

So what's the problem? Call it a lack of volume.

Honda is the only release that 1100 of these little people blue sedans over the next two model years in North America, and each will be given on three-year contract leases. To make things more frustrating for those who want to forget internal combustion, as California and Oregon are in the launch plans with five other shortlisted markets on the East Coast opening soon after. From what we know, Honda Canada is still evaluating the viability of bringing a handful of northern border.

Statistically speaking, the Honda Fit EV will initially be rare for a Lamborghini LP700-4 Aventador (the Italians are the estimation of a production run of about 4,000 worldwide). But fortunately, Honda has made a handful of preproduction Fit EV in Southern California and gave us a disk. We ran acceleration tests, dodged the cones on a slalom course, then did some driving in the real world. Dwell on the shortage until it was almost frustrating that we enjoyed ourselves so much.



The most obvious change for many, will be the only
Reflection Blue Pearl paint only available on the Fit EV.

By far, it is not easy to distinguish a traditional combustion engine Fit (1.5-liter inline-four developing 117 horsepower) from its all-electric counterpart. Yet as he approaches, the absence of a radiator grille, scripts on the rear doors and rear spoiler will be expanded subtle indicators. Most obviously, for many, will reflect unique Blue Pearl paint - only available on the Fit EV.

Even if you are color blind and happen to miss the outdoor settings, the interior is a dead giveaway. The steering wheel is almost identical, but the main analogue instruments (tachometer, speedometer and fuel gauge) has given way to an energy consumption analog meter, digital speedometer and battery state of charge meter. The navigation system has been postponed, but the HVAC system is now fully automatic (single zone) with a large digital display, replacing the wheel air distribution. In addition to the outlet 12 volt standard, there are heated seat controls and an auxiliary audio input at the bottom of the center console. The houses in the center console cup holders double, a traditional gear lever (with an unconventional arrangement PRNDB) and a parking brake lever. The cockpit is clean, not cluttered.



Engineers removed the torsion beam H-shaped in the back and replaced by a multi-link independent - the first for a Honda Fit.

Less observed are the physical changes to accommodate the batteries stowed under the passenger floor. As such, the three occupants of the rear seats are moved slightly backwards. The floor is raised a bit, too, so that the seat cushion is logically a bit higher as well. We should not fail to mention the material bio-fabric covering the seats, this is the first use of Honda's green upholstery. And much to our regret, the Magic imminent useful functionality seat that flips the entire second line and how to address larger objects has been sacrificed to accommodate the lightning box under the seats.

While the chassis and suspension is mostly shared with her siblings combustion (MacPherson struts in front), engineers have removed the torsion beam H-shaped in the back of the Fit gasoline engine and replaced it with a multi-link independent in the EV - Honda is first for a Fit. There is only one piston sliding caliper disc brakes at the front and drum brakes at the rear. The standard wheels are 15 inch alloys wrapped in low-rolling resistance all-season tires Michelin Energy 185/60R15 (all four corners). Director of Honda Electric Power Steering (EPS) is standard.



The Fit EV will go 212 kilometers of the city (132 miles) per charge and has an EPA-estimated combined driving range of 132 kilometers (82 miles).

In terms of engine, the Fit EV has a maintenance of 92 kW AC synchronous electric motor (123 hp and developing 189 lb-ft of torque) driving the front wheels through a high efficiency single-speed coaxial. Power is supplied by a Toshiba-produced air-cooled 20 kWh Li-Ion battery, located under the passenger completely inside the wheelbase.

With its own built-in charger, a unit of 6.6 kW, the vehicle can be plugged into any household type 120 - or 240 volt AC power (charging time is less than 15 hours on a 120 volts, but under three hours on a 240 volt AC source level 2). Starting today, Honda has taken to feed his favorite Leviton electrical supply of the vehicle (EVSE) Station. With full batteries, Honda says the Fit EV will go 212 kilometers per charge and has an EPA-estimated combined driving range of 123 km.





Honda has chosen a three-mode of the selected operator training
Fit the EV system: Normal, Sport and Econ.

To assist the owner with all the charging process, Honda provides an interactive remote control with each vehicle. About the size of an iPod Nano, a digital remote control is able to exchange information on charge status and settings for climate control when the car is connected to a power load - check on your Fit EV in the comfort of your sofa, family room or inside a restaurant, with its integrated communication system (the system uses radio waves to transmit up to 100 feet). A smartphone application available does the same thing, the more it allows scheduling of specific loading time (electricity only when electricity rates are lowest) and other features everywhere.

Honda has chosen a three-mode of the selected operator training system for the Fit EV. When the shifter is in drive, the system default "Normal" mode to provide a good balance between system power and braking (75 kW of electrical power is available when accelerating). Press the dash-mounted delivery "Econ" and the power is reduced (47 kW of electrical power available during acceleration), and the use of air conditioning compressor in the most effective framework. Finally, those seeking a more spirited driving experience will have to choose "Sport" mode (up delivery of 92 kW of electrical power to the acceleration), which sacrifices range for rapid acceleration and engine response. The driver will never question that the adjustment of the drive system is, as the ambient meter and mode indicator in the instrument panel lights green for Econ mode, white for the Normal mode and red when it is in Sport mode.



But there is more to the story, the transmission also features a "B" ("brake"), which optimizes regenerative braking to provide a maximum load to the battery. It can be used with any of the three driving modes effectively offer six unique modes for the Fit EV. Consider it a custom configuration.

Nissan Leaf (more than a hundred pounds heavier at 3.385 lbs or 1.535 kg) showed more body roll and softer suspension setting.

We spent the morning with a prototype Fit EV in the batch Southern California Rose Bowl parking and the surrounding community. A slalom was first on the list, followed by some acceleration runs and then a few loops around a drive cycle city / highway.





With few exceptions, the words "sports" and "electric vehicles" are rarely combined in the same sentence (especially when the vehicle costs less than $ 40,000). However, the Honda Fit EV, tipping the scales at 3.252 lbs or 1.475 kg (55 percent weight distribution front/45 percent rear), expressed willingly dragged around the base of the cone being loaded with confidence . There was a lot of screeching tires and understeer noticeable, but it was not sloppy or misconduct, such as the Nissan Leaf - yes, Honda has thoughtfully its closest competitor along our subjective comparison. Back to back, we found that the sheet (more than a hundred pounds heavier at 3.385 lbs or 1535 kg) showed more body roll and softer suspension setting. The electric steering feel was pretty numb at times, but the Fit feel more comfortable and controllable running of the loop.



Honda has also set up a short straight line with a radar gun at the end. We took turns racing to drag the flags to see which one was faster. Leaf hit 58 kmh (36 mph) in ECO mode and 68 km / h (42 mph) in the drive. The Fit EV hit 69 kmh (43 mph) in ECON mode, 71 kmh (44 mph) in Normal mode and 76 km / h (47 mph) in sport. Both cars had traction limited at first, but the Honda fired more strongly during the acceleration run once the tires hooked. (Note:. Leaf and Fit were both running on nearly full loads for the acceleration test)

Normal mode with the transmission in "B" was our favorite setting.

Finally, we left the park for a short city / highway loop, as is the way most suitable tires will wear their (our suspicion is that some owners slalom or drag them with EV considering how it is detrimental to the range). Acceleration of the line was not bad in one of the driving modes (acceleration numbers as our previous show), but Econ mode was much more lethargic in responding to the accelerator input at speeds above 48 km / h (30 mph). Normal mode is more than enough, acting as another low-displacement four-cylinder engine around town (but without the annoying need to shift down through the gearbox to single speed). Sport mode is almost zippy, especially at slower speeds urban.

Around the city, we found the Normal mode with the transmission in "B" to be our favorite setting. The regenerative braking dynamics in this configuration helps preserve battery life while dramatically slowing the vehicle when the accelerator is lifted. It took a few minutes to familiarize themselves with its almost single-pedal, and we soon began to enjoy the natural feel of engine braking.




Fusion in 110 kmh on a motorway in motion, the Fit EV has held its own. While the output of an electric motor remains constant speed, the torque decreases as RPM increases. This means that all electric vehicles accelerate quickly out of line, but slow at speeds higher than the torque decreases and increases aerodynamic loads (even the Tesla Roadster runs out of steam above 160 kmh). As we thought, the Fit EV has lost most of its zippiness on the highway, but it was never disturbing, and we have no problem maneuvering a way. However, it was perhaps our clearest mind that the Fit EV is anything but traditional.

The desire to drive more slowly seems to happen unconsciously every time you jump behind the wheel of an electric vehicle

Ignoring the urge to drive more slowly than normal to save power (it seems to happen unconsciously every time you jump behind the wheel of an electric vehicle), we returned to the Rose Bowl parking lot with the transmission lever in "D", while using Normal mode. In this configuration, with only minimal regenerative braking, the Fit EV responds like a conventional car - strangely reminding us that electric propulsion is less of a compromise to its fossil fuel counterparts.

We found much to like with the new Fit EV. We were impressed by its roominess, driving dynamics and advanced electronics designed to facilitate the ownership experience. Her physical appearance is unique, but he did not shout like many other "green" quirks on the road. Its human interface is friendly, and overall, it is exceptionally easy to drive.

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Yet, whatever its expected rave reviews, Honda does not intend to sell the Fit EV to the public. Instead, the company has put together an aggressive three year private lease program Fit EV. The agreement not only includes roadside assistance, maintenance and routine updates of navigation, but the insurance too (guests will need liability insurance on their own). There is no option to purchase at lease end.