This Honda Is the Perfect Fit for Easygoing Track Days

A few years ago, I took a step back from racing. I’d gotten a little burned out on the cost, the intensity, and the fact that fun seemed more and more difficult to find. I have been accused of taking things too seriously before… However, after a few months away from the track, I realized I couldn’t leave it alone entirely, and I started to think about what was eluding me. 

I wondered if I toned things down a bit, I’d be able to reignite that spark that got me started 15 years ago. Maybe drive something that wasn’t serious, or expensive, or even quick—a car that seemed lively, communicative, and low-stress. So I picked up a secondhand Honda Fit, which turned out to be all of those things and more.

It was only fitting that I tested the Fit’s bonafides over a pleasant, low-stakes afternoon at Thunderhill Raceway Park, about 90 minutes north of Sacramento, as part of a track day with the Sports Car Club of America’s Track Night in America (TNIA).

Track days can wreak havoc on your schedule, with big time commitments often baked in, and a large part of why I only go to track days in bursts now is the timeframe they force me into. Fortunately, TNIA fits with a schedule that is easier for people with day jobs, and many events begin mid-afternoon. That allows for several hours of work before making the trek to the host track.

Because, let’s face it, not everyone can take the whole day off for this sort of thing. And casual track drivers, who aren’t hellbent on bettering their personal records every time they visit the track, have little need for the chilly air of early mornings, when engines and tires are happiest. Some of us are just looking for the lowest-stress, lowest-cost way to get a clean jolt of adrenaline. TNIA is just that.

Subdued Speedfreak

The Fit was never going to be a world-beater, but it comes with a range of abilities that help sell it to the pragmatic thrill seeker. If overnighting is necessary, the Fit also doubles as a camper. It has the interior space of a small SUV and will hold a couple sets of wheels, a toolbox, and a suitcase or two. Headroom is ample, visibility is fine, and the fact that it’s pretty short inspires you to squeeze into that questionable parking space.

This real-world versatility is a large part of the Fit’s singular charm, but it’s only one aspect. Few cars will run laps in the 90-degree heat without fail, then carry you a thousand miles in relative comfort, all for about a hundred dollars in gas.

It’s cheap, and the interior feels that way, but fun hatchbacks have always had some budget constraints baked into their formula. The Fit’s exterior has that quasi-rally styling, especially when complemented by a buzzy exhaust note and an athletic stance. The short overhangs, tasteful winglet, and 15-inch wheels mine rolls on give off a sort of understated look that appeals to the incognito car fan. I’m fairly sure of this, because a serious cyclist wrapped in Lycra once raised a thumb and chirped, “Cool car, man.” It’s not often you get any car-related compliment from cyclists, much less after you’ve just buzzed by them.

The Fit is more than a cost-effective hatch with sporting pretensions, however, and its surprising surefootedness will impress anyone who likes hustling through a corner. If you don’t care about commanding an audience with the car you drive, even better. I’d presume that the underdog racer’s spirit runs through a lot of the Fit fanatics out there. The field of Fit drivers in Gridlife’s Sundae Cup would suggest as much.

In capable hands, the Fit can carry impressive cornering speeds and stop over fairly short distances. Coupled with renowned reliability and low running costs, the cars have created a sizable following of fans who emphasize maximum seat time at the track. I’ve tracked this car about a half-dozen times now, and I’ve never had to do anything other than check the oil halfway through the day.

When you can cruise to the track while sipping a gallon every 37 miles, unload, and rip around a racetrack without a worry, the track day becomes a casual affair. In a worst-case situation, the motors cost a few hundred bucks, and the car’s history in rollovers is encouraging.

On the Pace, off the Pace: It’s Peace That Counts

Those qualities allow for an unusual peace of mind prior to a track event. I slept well, breezed through an unrushed morning, and with a set of track wheels keeping me company on the two-hour drive north, I watched the economy bar beneath the tach; adjusting my foot a few millimeters to hit that sweet spot between nearing 40 mpg and losing all forward drive. This is a way to keep the long drives challenging, incidentally.

After pulling off I-5, I took in the rolling golden hills between the highway and the track. The scenery put me at ease, yet I felt some of the competitive juices start to flow once I saw that big billboard for Thunderhill’s sponsors appear after I crested the last hill. I suppose some of that was inevitable.

I arrived 10 minutes before my session began, and event lead Rob Luis went over the basic passing procedures before ushering me into the clubhouse to sign the relevant releases. After jogging back to my car, I flung the few things from the trunk out into my pit stall, fitted my track wheels, double-checked the fluids, and torque-checked the lug nuts. Even with the time crunch, I can’t say I was stressed.

On the track, I could place the car where I wanted it, expect a specific response with every input, and feel the car was in stride with me. That’s the most any honest driver wants from a car—a machine that dances happily with its human. And all it took to transform the Fit from frumpy econobox to hot hatch was the right set of mid-range shocks, sticky tires, and a few other minor mods—let’s say about $3000 in total.

The basic idea behind modifying the Fit was to see, if possible, what a small assortment of moderately priced parts could do to help sharpen it without compromising too much of its comfort. The problem I’d identified with the car on track was its persistent understeer. The street-oriented coilovers it was fitted with were just too soft, and so the car struggled to hold the ideal line in long, constant-radius corners. I learned that by increasing the rear spring rate and adding a hefty rear sway bar, I could encourage more rotation. The footage below demonstrates some of this mild push in steady-state corners.

The first order of business had been replacing the old Silvers Neomax coilovers that featured 6K (6 kilograms of force required to compress the spring 1 mm) and 3K springs front and rear, respectively, for a new set of Neomaxes with 8K springs front and rear. It made a world of difference. The torsion-beam rear end was always going to ride roughly, but the increased spring rate at the rear didn’t compromise ride quality as much as I imagined it would. In conjunction with a chunky Progress 21-mm swaybar, these balanced spring rates are all the car needed to feel easy to place, eager to rotate, and generally lively. It didn’t need to be manhandled to turn—it just did what I hoped it would. And the consistent grip from the fantastic Nankang CRS tires courtesy of Elite Performance made it the little workhorse I knew it could be. The Fit was willing to take the abuse all session—even when track temperatures topped 100 degrees Fahrenheit—and I never felt much of a drop in performance.

Finding My Feet with the Fast Ones

Even though I hadn’t been on Thunderhill East in a while, I didn’t feel out of place in the advanced group. I was off the pace, sure, but the drivers weren’t out there with the bit between their teeth.

The advanced group’s drivers are quick, competent, and often bring some big-dollar cars, but their competitiveness doesn’t run rampant. They’re not there as if they’re qualifying for a big-money race. They leave room, they watch their mirrors, and they still have to abide by point-by rules, however minimal they may be.

Even in the fastest run group, there is no open passing at TNIA. The aim of these events is to provide driving enthusiasts a place to explore the limits of their cars safely and comfortably, and without having to worry about someone dive-bombing them. Being able to focus almost entirely on what is ahead without watching your mirrors eases the pressure, especially when you’re struggling to recall the finer points of a particular track. The beauty of TNIA is that you’re able to drive in relative comfort, without being hassled, and still enjoy yourself at 8/10ths.

Once back in the pits after my first session, I wandered around to study the selection of cars present. Some mid-range Mustangs, a few modified Miatas, a smattering of BMWs, and a few oddballs, like a conspicuously large and pedestrian Hyundai Ioniq 5N. Then I spotted a familiar face beside it. Steve Martegani, a friend I’d met at a track day earlier this year, was reclining in his foldable chair and looking fresher than I think I’d ever seen him before. I asked if he’d switched to decaf. “I didn’t wake up at five,” he said with a laugh. “I’m usually exhausted by lunch on track days, so I don’t always stay until the end.” Like me, he appreciates the easy-going schedule of TNIA and the freshness that comes with it.

Before my next session, I freshened up on some of the subtler points of Thunderhill, hoping I might find a few tenths in the Fit. I sat in on the intermediate group debriefing to see if a coach might answer a few questions. With a few pointers to put into action on track, I stiffened my shocks slightly and set out to get a better feel for this sharper version of my silly hatchback.

After my evening session came to an end, the combination of sweat, endorphins, and a low-stress track day filled me with euphoria, without the sense of relief I often feel at the end of a race day. All was well in the world, and judging by the way so many seemed to be enjoying casual post-drive banter in the pits, I figured I wasn’t alone in feeling that way.

Finally, I’d gotten this miniature minivan to handle like the little athlete in hiding I always knew it was. And I’d argue its lack of outright speed helps one focus more on having fun. I mean, not many cars that handle this well allow you to mat the throttle basically everywhere. Combined with quick steering and an agility that belies its shape, the Fit is a thoroughly enjoyable car on track, with only minor modifications.

Then I hopped on I-5 and headed south to Monterey, with Tom Waits’ Small Change coming through the speakers. In a few hours, I stopped at a hotel and slept soundly after such a low-stress, enjoyable afternoon. The next morning, I arrived at Laguna Seca to run another casual lapping day. The straights at that gorgeous track felt long, but at least I got 36 miles per gallon on the way there.