Back in the halcyon days of $2.50-a-gallon gas, subcompacts were perceived mostly as transportation for college students. If there wasn't a Delta Tau chi sticker on the back window, you could expect to see a rental-car frame around the license plate. Either way, premium unleaded isn't getting cheaper, and you have to stop raiding the kids' piggybank to fill up your prized sport/utility. No wonder subcompact gas-sippers are becoming more appealing-and more sophisticated. Variable valve timing, side-curtain airbags, and six-speed transmissions are now standard equipment in some of these cars-and most of them now cost less than $13,500. Add to that three hot new entries from Honda, Nissan, and Toyota, and the niche that was once a punch line is now all grown up.
The Honda Fit, known as the jazz around the world, is a five-door that slots into the American lineup below the Civic. It's the smallest offering from Japan's big Three, but, as is Honda's way, contains concentrated doses of ingenuity and Versatility. The Nissan Versa is a more powerful version of the Tiida hatchback. It has the most European styling of the trio, along with the longest wheelbase and heaviest curb weight. Like the others, the Toyota Yaris has already been on sale in Europe and Japan. It's offered here as a three-door hatch or a four-door sedan, but for a fair interior comparison, we put the sedan up against two hatchbacks. Our testers were the loaded models, equipped with optional transmissions and all available safety items, including ABS and front, front side, and side curtain airbags.
The styling of all three fits their differing personalities. Despite the limited success of the tall-wagon-meets-micro-hatch in America, the Fit's design works and is instantly likeable. It's clear Honda's aiming at a younger market, and this car's lines and attitude are edgy enough to steal sales from Scion. The Versa, which one staffer describes as "a Quest that shrank in the dryer," takes longer to get used to. Most of the lines are pleasant enough, but the rear side windows that slant forward at the bottom, countered by the back-sloping rear hatch, creates an odd triangular c-pillar (a combination that won't be in the sedan, available in early 2007). The attractive if nondescript four-door Yaris takes on a familiar shape: Meet the corolla jr. The Yaris doesn't need to appeal to the youth market-that's what Scion's for. This one will bring more conservative subcompact buyers to dealerships.
While none is lightning fast, all do an admirable job of getting up to speed. The Yaris and Fit have 1.5-liter fours with variable valve timing, producing 106 and109 horsepower, respectively. The Toyota uses a four-speed automatic, and our Fit Sport came equipped with a five-speed automatic with steering-wheel-mount EZ paddle shifters. The Versa, the heaviest of the three, is powered by a 122-horse,1.8-liter four, controlled by a CVT for improved fuel economy and performance. The Nissan has the second best weight-to power ratio, but its gearing advantage over the four-speed Toyota made it the best performer at the track, reaching 60 mph in9.7 seconds, over two seconds faster than the Fit (11.9) and 0.7 second faster than the Yaris. It also clinched the quarter mile, reaching that distance in 17.4 seconds at78.6 mph. The middle-of-the-road Yaris came in second-best in acceleration, braking, and handling. The Fit, however, is the agile go-kart-like handler of this test: it ran the slalom at 64.1 mph, a speed 2.1mph higher than the Yaris's and 3.5 better than the Versa's.
The Yaris has the most comfortable freeway ride. Its soft suspension absorbs road irregularities and potholes better than those of the other two-though its numb steering does a poor job of communicating road feel to the driver. That's fine for stop-and-go traffic, but a real letdown anywhere else. The Versa is sportier than the Yaris and slightly quicker getting up to speed, and with much more responsive steering, it's a nicer drive on freeways and in canyons. The CVT doesn't let you do much to control what's going on-there's an "O/D Off" button, and low for downhill engine braking-and its whirring sound without an audible gearshift payoff isn't for everyone, but it allows a decent compromise between fuel economy and enthusiastic driving. The Fit is easily the runaway sporty car of the three. Its steering is quick and smooth, and the suspension is firm, but not jarring. You can push the Honda in corners, and it stays well planted. The ride isn't as comfortable as the others on the highway but is certainly acceptable. While the Fit is the slowest in a straight line, its paddles let you control the shifts to get the most out of the power it does have.
Anyone who endures the grind of the daily commute has certain needs: interior space, flexible layout, a good stereo, and cupholders. As expected from these three automakers, Fit and finish are excellent, even in the preproduction Versa. Each contains a unique definition of "attractive" seat cloth, and there are budget-minded hard-touch plastics, but the interiors all have style. The Fit's is the sportiest, with brushed-metal-like accents, backlit blue gauges and radio display screen, and a leatherette-wrapped steering wheel. The Versa has the most interior space overall and offers the most shoulder room, but the Fit has the most supportive seats, the most headroom, and, though the narrowest, provides the most hip room. The Fit also has by far the most transformable cabin. Its interior passenger volume is greater than the 88.0 cubic-feet in the Accord coupe and is almost as much as the Accord sedan's The second row's seat bottoms can flip back, making room to accommodate something tall behind the driver; if you need to carry larger items, fold the seats forward (without removing the headrests) to reveal a near-flat load floor. if that's still not enough space, the front passenger seat can recline to make room for items up to 7.8 feet long. And, if you need a place to catch some shut-eye, the front seats can ratchet back flush with the rears, creating a decent place to rest.
Each car is a fine commuter-there's more room than you'd think, with plenty of standard items and cool options, and they're great values. it comes down to what you want. The Yaris gets the best fuel economy (34 city/39 highway), has the best weight to-power ratio, and has the softest, most comfortable freeway ride. but it's the least engaging drive and the cabin doesn't have enough flexibility-so it earns third place.
At a close second, the Versa has the lowest estimated EPA fuel economy but second-best observed mileage on our drive and the most space inside, and is the fastest through the quarter mile. It's a good compromise between comfort and sportiness and impresses with its levels of polish and sophistication. but, at an estimated $17,000 (as tested), it's too pricey: The interior's not as Versatile as it should be, the fuel economy isn't good enough to justify the extra cost, and being faster to 60 is nice, but not worth the added money.
The winner: the Honda Fit Sport. It combines excellent steering and handling with a fantastic interior package and paddle shifters that make it feel like it has more juice than it really does. Of the three, it's the one you'll want to drive and the most capable of performing the cargo- and people-toting duties. The Fit is the right choice for the enthusiast who wants a car that handles twisties as well as it does chores, saves gas, and eases your budget.
FIRST PLACE Honda Fit SportCrisp, responsive steering, excellent handling, plus an unbeatable interior package. This one's the driver's car, and it can tackle day-to-day hauling duty, too.
SECOND PLACE Nissan Versa SLUnusual Euro styling plus high admission price were too much to earn it the gold, but it's fun to drive-and quick.
THIRD PLACE Toyota YarisToyota quality is present here. But the behind-the-wheel experience is forgettable. Enthusiasts need a car they like to drive, even if it's only to and from the office.
