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Old 05 Nov 2008, 10:10 pm
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Default 2003 Honda Element -- Powertrain

Torrance, Calif. - Aug 26 —

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:

































Condition

VTC Valve Timing


VTEC Valve Timing


Benefit


Idle

Retarded


Low-profile cam


Smooth Idle


Full Throttle (low rpm)

Advanced


Low-profile cam


Increased Torque


Full Throttle (high rpm)

Retarded


High-profile cam


Increased Horsepower


Mid Throttle (cruising)

Advanced


Low-profile cam


Overlap for EGR effect,

economy and smoothness


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.

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