This Is Definitely Honda's "Value-Retaining Product"

📅 Updated: 2025-04-23

Original by Honda Magazine – JDM Car Enthusiast Magazine – 2021-12-02 11:33:39

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After previously introducing the first-generation FIT (GD), this model quickly became very popular in the Chinese market due to its high cost-effectiveness and practicality.

At the time, the first-generation FIT GD was the go-to choice for many families as their first car.

After the first-generation FIT GD was discontinued, Honda unveiled the brand-new second-generation FIT on October 17, 2007, at the 40th Tokyo Motor Show. With a chassis code of GE/GP, the second-generation FIT GE was built on the Honda Global Small Car Platform (GSP). It was officially launched in Japan on October 26, with a sales goal of 12,000 units in the first month.

Shortly after its release, the second-generation FIT GE won the Japan Car of the Year award again.

The second-generation FIT GE retained the design concept of the GD while adding sharper and smoother body lines. It was wider and longer than the GD, with the most notable change being the wheelbase, which was extended from 2450mm to 2500mm. This resulted in a more spacious interior.

The increased wheelbase significantly improved the practicality of the GE FIT.

With the extended wheelbase and Honda's renowned space-maximizing design along with the "magic seat" in the rear, the interior storage capacity of the GE FIT was remarkably impressive.

When the rear magic seats are fully folded flat, the car can fit a full-sized mountain bike—quite impressive for a B-segment car under 4 meters in length.

Learning from the first-generation FIT GD's shortcomings in chassis rigidity, Honda developed a newly designed chassis and frame for the GE. While it retained the MacPherson strut front and torsion beam rear suspension setup from the GD, the new platform improved body rigidity by 164% over its predecessor.

According to Honda at the time, the second-generation FIT GE offered better ride comfort and driving quality.

In terms of powertrain, like the GD, the GE came with 1.3L and 1.5L engine options. The 1.3L engine was no longer the L13A i-DSI (Intelligent Dual & Sequential Ignition) but replaced with the new L13Z i-VTEC engine featuring a SOHC (Single Overhead Camshaft) configuration. It delivered a maximum torque of 127 Nm at 4800 rpm and 99 hp at 6000 rpm. FIT models with this engine were classified as G and L trims.

The 1.5L engine, now with the code L15A7, also used i-VTEC technology. It produced a maximum torque of 145 Nm at 4800 rpm and 120 hp at 6600 rpm. In Japan, the L15A7-equipped FIT was labeled as the RS model. Europe did not receive this engine; instead, it got the L13Z and a new L12B engine. The L12B was also a SOHC i-VTEC, generating 114 Nm at 4900 rpm and 90 hp at 6200 rpm.

In the U.S., only the L15A7 engine was offered.

For transmissions, models with the L13Z engine had options for a 5-speed manual, a 5-speed automatic, and a CVT exclusive to the Japanese market. In Europe, a 6-speed AMT was available. The RS model with the L15A7 initially came with a 5-speed manual, which was later upgraded to a 6-speed manual—a first for subcompact cars in Japan. AWD variants only came with the 5-speed automatic.

A GE FIT equipped with a 5-speed manual transmission. 🔧

In 2010, Honda released a facelifted GE FIT and introduced a Hybrid version in Japan, with the chassis code GP1. The GP1 featured an L13A i-DSI engine paired with a 14 hp electric motor, producing a total of 88 hp and 121 Nm of torque. ⚡

At the time, the GP1 was the most affordable hybrid car available in Japan. 💡

Although the GP1 offered better fuel economy, the addition of batteries and the electric motor reduced interior space. The trunk shrank from 379 liters to 303 liters, and the curb weight increased by 70 kg, from 1164 kg to 1234 kg.

This GP1 Hybrid model was not available in the U.S. market.

At the end of 2010, Honda launched a new electric vehicle initiative, and the first prototype was the FIT EV. This EV was already undergoing testing in Saitama and Kumamoto prefectures in Japan. 🔋

Interestingly, this prototype was also showcased during a pre-production demo program in Guangzhou, China.

The FIT EV officially launched in 2012, with limited sales in Japan and the U.S. Only 200 units were available in Japan, and 1,100 units were leased in the U.S.

It came with HID headlights, which were more energy-efficient than traditional halogen bulbs. 💡

The battery used Toshiba's SciB technology, allowing it to be charged to 80% in just 15 minutes. ⏱️

Besides the above models, there was a particularly unique hybrid variant—the new Shuttle. Mentioned in a previous Civic article, this wagon model made a comeback, now built on the second-gen FIT GE’s GSP platform rather than the Civic’s.

The new model was renamed FIT Shuttle instead of the old Civic Shuttle. 🚗

Although it now used the FIT platform, it retained the wagon-style body.

The FIT Shuttle offered a significantly larger trunk, making it more capable of carrying cargo. 📦

Honda's first IMA hybrid system was also equipped on the FIT Shuttle.

In 2008, the second-generation FIT sold 174,910 units in its first year. By the time it was discontinued in 2013, it had sold over 1.06 million units. The reason behind this success was simple: high value for money, strong practicality, and reliability. 🏆

These are exactly what customers want in a car. It's no wonder the FIT became a success story. 🎯