The Honda Element has LX, mid-range EX and top-line SC trim levels. List prices go from $18,900 to $23,495. The Honda Element seems more in step with the car market now than when I last drove it three years ago. That's because it fits nicely in the booming market for crossover vehicles, which combine car and SUV attributes.
The boxy Element debuted in December 2002, and Honda hasn't done much to change its basic personality since then. It's a tough, versatile vehicle aimed at a young "active lifestyle" crowd. In fact, the first base Element didn't even have an audio unit or speakers because Honda figured many young buyers would remove a low-line system and replace it with a high-line one.
The base 2007 Element LX does have a sound system (AM/FM/CD player with four speakers.) It rides on a modified, strengthened version of Honda's last-generation (2002-2006) compact CR-V SUV chassis. It has front-wheel drive and all versions except the sporty new SC are available with all-wheel drive without low-range gearing for serious off-roading.
All Elements are well-equipped. Even the base version has air conditioning, tilt wheel, cruise control, height-adjustable driver's seat and split folding/flip-up rear seat and power windows, mirrors and door locks with remote keyless entry.
The AWD versions add a large rear sunroof that tilts up and can be removed.
There are LX, mid-range EX and top-line SC trim levels. List prices go from $18,900 to $23,495.
Horsepower of the sophisticated 2.4-liter four-cylinder engine is up by 10 to 166, but it has average passing power above 65 mph. There's some torque steer (front darts a bit to the left or right) during hard acceleration, especially on slippery roads during initial hard acceleration.
The Element is lively below 65 mph, although it's fairly heavy for a 101.4-inch wheelbase vehicle at 3,433 to 3,661 pounds.
The engine compartment is neatly designed, with easily reached filler areas, but to see it you must lift the heavy hood and hold it open with an old-fashioned prop rod.
A slick five-speed manual gearbox remains standard. An $800 five-speed automatic transmission replaces a four-speed automatic.
Estimated fuel economy with the manual is 21 mpg in the city and 24-25 on highways. It's 21-22 city and 26-27 on the highway with the automatic.
AWD models are heavier and thus deliver the slightly lower EPA-estimated figures, although only 87-octane gasoline is needed.
Also new for all versions are freshened exterior styling and a new instrument panel, steering wheel and radio.
For safety's sake, there's a new anti-skid system and front side air bags. Side curtain air bags with a rollover sensor are standard on all models for the first time. And there are anti-lock brakes with brake assist and electronic brake distribution systems. There's also a tire pressure monitoring system -- and new keyless entry for the LX.
A new seat belt system for the front seats enhances entry and exit for rear passengers. However, rear-hinged side doors don't open independently of front doors. Back doors open 90 degrees for a wide entrance to the rear area, but thus are difficult to reach and close from the back seat.
The LX and higher-line EX have new headlight and grille styling and the EX version has standard painted fender cladding surfaces and door handles.
I tested the sporty new SC. It has "street custom styling" but no added power. It does have a sport-tuned suspension with a ride height lowered about an inch, front console, unique grille, projector beam headlights, carpeting in the seating areas and monochromatic color scheme with painted bumpers and trim.
Uniquely shaped painted side sills and slimmer roof moldings enhance the SC's lowered look.
The SC has wider 55-series (vs. 70 series) Element tires on 18-inch (vs. 16 inch) wheels. The larger SC wheels are a Honda division "first" as a standard feature. Honda figures that many young SC buyers would install larger aftermarket wheels and tires, anyway.
The SC is available with exclusive Root Beer Metallic paint, which really made my test SC stand out with its alloy wheels.
The EX starts at $20,910 and adds to the LX a high-output seven-speaker audio system with an AM/FM tuner, CD player with MP3/WMA capability, auxiliary audio input from MP3 or digital devices -- along with steering wheel audio controls. It also has XM satellite radio and alloy wheels.
The SC costs $22,695 with a manual transmission. I tested the $23,495 automatic transmission version, which is easier to drive in congested traffic while removing little of the Element's "fun" factor.
The Element has plenty of room for four tall occupants, especially in the rear-seat area. The windshield is huge and the roof is sky-high. The Element itself is high and thus calls for extra effort to get in the functional interior.
Front cupholders are well positioned, and there are numerous beverage holders and storage bins for items such as cell phones, CDs and large beverage containers.
White-on-black gauges enhance their legibility, although some might think they are too deeply hooded. Front seats are supportive and more comfortable than the rear ones, which have short bottoms. The shifter handily juts from the lower dash in front of the console area.
Steering is precise. The SC has a faster steering ratio and stiffer front/rear stabilizer bars that team with the Element's above-average all-independent suspension to give it sharper handling. The brake pedal has a nice linear action.
The SC's firmer suspension and wider tires occasionally cause a bumpy ride on rough side streets and a jittery ride on uneven area expressways. More comfort-minded drivers might want to opt for the LX or EX with their softer suspension and wider-sidewall tires.
There's good cargo room behind the split rear bench seat, which flips to the side to create a larger cargo area. Folding rear seatbacks let them be flattened to create a bed, or the seat can be removed.
The upper half of the cargo door flips up, while the bottom half drops down pickup-truck style to allow a low load-in height.
The Element isn't among the newest vehicles, but it feels contemporary because it was ahead of its time when introduced.
VIDEO: Jill's bloopers
