2003 Honda Element -- Powertrain

Element's engine provides a balance of high power and torque, good fuel economy and low emissions

Overview
The Element powertrain uses Honda's latest engine, transmission and emissions technology to achieve quick acceleration, good fuel economy and meet strict LEVII-LEV emission criteria. Two transmission choices are available: a standard 5-speed manual and an available 4-speed automatic. Honda's Real Time 4WD™ system is available on all models.

Powertrain Summary

• Aluminum engine block and head
• 4 cylinders
• 2.4-liter displacement
• Window port cylinder head
• DOHC 16-valve i-VTEC valvetrain
• 160-horsepower @ 5,500 rpm
• 161-lb.-ft torque @ 4,500 rpm
• Standard 5-speed manual transmission
• Available 4-speed automatic transmission
• LEVII-LEV emissions
• Programmed fuel injection (PGM-FI)
• Internal balancer shaft (integrated with oil pump)
• Serpentine drive belt system with auto tensioner
• Liquid filled engine mounts (rear only)
• Silent cam chain drive

2.4-Liter i-VTEC 4-Cylinder Engine
The dual-overhead cam i-VTEC engine delivers 160-horsepower and 161-lb.-ft. of torque. The i-VTEC system (the "i" stands for "intelligent") combines Honda's patented VTEC system (Variable Valve Timing and Electronic Lift Control) with Honda's cam position-adjusting VTC system (Variable Timing Control) to enhance low rpm torque while extending high rpm horsepower. This potent system gives the engine a broad torque curve that starts early at low RPMs, similar to a larger displacement engine with more cylinders, while still delivering high revving horsepower.

i-VTEC = VTEC + VTC
Most modern engine designs produce either high horsepower and low torque or low horsepower and high torque, or a bland variation of the two. Honda's i-VTEC-equipped engines solve this dilemma, delivering both high horsepower and high torque. The combination of conventional VTEC technology with VTC provides the engine with strong low- and mid-range punch as well as a robust high end by adjusting the opening and closing of cylinder head valves while the engine is operating. To accomplish this, the i-VTEC "intelligent" valve timing system adjusts and optimizes camshaft duration (VTEC) and timing (VTC) as the engine transitions from low-speed to high-speed operation. Controlled via a computer and hydraulically activated, i-VTEC constantly evaluates engine load, rpm, throttle position and other factors to adjust the phase and duration of the camshaft. Element's i-VTEC systems operate with a two-rocker configuration on the intake camshaft. The exhaust camshaft is not i-VTEC-controlled.

Another benefit of VTC is the internal exhaust gas recirculation (EGR) effect created by the valve overlap. Internal EGR reduces pumping losses and eliminates the need for a separate EGR valve. The i-VTEC cylinder head is made of pressure cast aluminum alloy. Its four-valve per cylinder design has double overhead camshafts activated by a silent chain drive to ensure extremely precise control of the cam phasing. The VTEC system is comprised of the following primary components: VTEC rocker arm, VTEC spool valve and computer controlled VTEC hydraulic actuator. Similarly, the VTC system is comprised of the following primary components: computer-controlled VTC hydraulic actuator, VTC spool valve and cam sensor. Depending on conditions, VTC can vary the phasing of the intake cam (change its position relative to the crankshaft) by +/- 25 degrees in infinite increments. VTC activation is accomplished hydraulically via a spool valve that sends high-pressure oil to passages in an actuator located in the cam's drive sprocket.

Range of i-VTEC Operations:

Exhaust System
Element uses a rear-mounted high-flow exhaust system with one under-floor catalytic converter to minimize tailpipe emissions. By mounting the exhaust manifold on the rear side of the engine, the distance from the combustion chamber to the catalytic converter can be reduced. This minimizes the time before the catalytic converter reaches operating temperature. The catalytic converter applies two ceramic bricks of 900 cell and 600 cell construction. Note the muffler is aesthetically hidden from view, and the tailpipe exit has a clean, integrated look.

Five-Speed Manual Transmission
The five-speed manual transmission features a lightweight and rigid aluminum die-cast housing. Multi-cone synchronizers used on first through fourth gears contribute to a smooth, fluid shift feel while reducing throw distances. Inside, the instrument panel mounted shift lever facilitates quick, direct gear changes. The five-speed manual transmission is available with Real Time 4WD starting mid-year 2003.

Four-Speed Automatic Transmission
The four-speed automatic transmission delivers exceptional smoothness, economy and intuitive shift points. Features include Honda's Active Lock Up II torque converter for efficiency and power and Grade Logic Control for less gear hunting. The automatic's gear shift lever is a console-style unit mounted on the center of the instrument panel within quick reach of the driver.

Real Time 4WD™
Available on all trim levels, Element's Real Time 4WD system delivers added traction in snow, rain, mud and sand - especially on steep slopes and rutted dirt roads. Real Time 4WD sends power to the rear wheels when the primary front-wheel-drive system experiences slippage. The system consists of a power take off (PTO) from the transmission that distributes torque to a propeller shaft that runs to the rear differential. The rear differential contains two internal hydraulic pumps -one driven by the propeller shaft and one driven by the rear wheels - that circulate fluid through an internal multi-plate clutch system. When wheel slippage occurs, the flow rate is greater from the propeller shaft pump and forces the clutches to progressively engage, sending up to 70 percent of the torque to the rear wheels in slick conditions and 30 percent in dry conditions. The system operates automatically and only when needed, requiring no intervention on behalf of the driver to activate. It offers significant fuel efficiency and packaging advantages over conventional four-wheel-drive systems that use bulky, heavy running gear and rarely see heavy-duty off-road use.