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Element Engine
The Honda Element is a compact crossover SUV based on a modified CR-V platform. Powering the Element is Honda’s 2.4 Litre K Engine, an i-VTEC 4 cylinder engine producing 166 hp (124 kW) at 5500 rpm and 160 ft•lbf (217 N•m) of torque at 4500 rpm.
K24A4 is found in the 2003 to 2006 Honda Element
- Displacement: 2,354 cc (143.6 cu in)
- Bore and Stroke: 87 mm x 99 mm (3.43 x 3.90 inches)
- Compression: 9.7:1
- Power: 160 hp (119 kW) @ 5500 rpm (166 hp in 2007/2008)
- Torque: 161 ft•lbf (218 N•m) @ 4500 rpm (@4000 rpmin 2007/2008)
- Redline: 6800 rpm
K24A8 is found in the 2007 to 2008 Honda Element
- Displacement: 2,354 cc (143.6 cu in)
- Bore and Stroke: 87 mm x 99 mm (3.43 x 3.90 inches)
- Compression: 9.7:1
- Power: 166 hp @ 5800 rpm
- Torque: 161 lb•ft (218 N•m) @ 4000 rpm
- Redline: 6800 rpm
Honda Element K series engine
The Honda K series engine is a four-cylinder four-stroke engine. The K series engines are equipped with DOHC valve trains and use roller rockers to reduce friction. The engines use a coil-on-plug, distributorless ignition system with a coil for each spark plug. This system forgoes the use of a conventional distributer based ignition timing system in favour of a computer controlled one that allows the ECU to control ignition timings based on various sensor inputs. The cylinders have cast iron sleeves similar to the B-series engines, as opposed to the FRM cylinders found in the H-series.
Two versions of Honda’s i-VTEC system can be found on K series engines; variable timing control (VTC) can be found on the intake cam of both versions. The VTEC system on engines like the K20A3 only operate on the intake cam; at low RPM only one intake valve is fully opened, the other opening just slightly to create a swirl effect in the combustion chamber for improved fuel atomization. At high RPM, both intake valves open fully to improve engine breathing. In engines such as the K20A2 found in the Acura RSX Type-S, the VTEC system operates on both the intake and exhaust valves, allowing both to benefit from multiple cam profiles.
The K-Series motors like in the RSX Type S or the TSX and the other is for economy motors found in the CR-V or Accord. The performance i-VTEC system is basically the same as the DOHC VTEC system of the B16A’s; both intake and exhaust have 3 cam lobes per cylinder. However the valve train has the added benefit of roller rockers and continuously variable intake cam timing. Performance i-VTEC is a combination of conventional DOHC VTEC with VTC.
The economy i-VTEC is more like the SOHC VTEC-E in that the intake cam has only two lobes, one very small and one larger, as well as no VTEC on the exhaust cam. The two types of motor are easily distinguishable by the factory rated power output: the performance motors make around 200 hp (150 kW) or more in stock form and the economy motors do not make much more than 160 hp (120 kW) from the factory.
The new 2010 Element engine
Under the hood lives a 2.4-liter i-VTEC® engine with advanced features like an aluminium-alloy block and head. It takes off with 166 horsepower under the hood. The Element’s advanced i-VTEC®, 16-valve DOHC engine design provides the best of both worlds: power for cruising and twin balance shafts for smooth, quiet running.
VTEC Engine
VTEC (Variable Valve Timing and Lift Electronic Control) is a valve train system developed by Honda to improve the volumetric efficiency of a four-stroke internal combustion engine. This system uses two camshaft profiles and electronically selects between the profiles. It was invented by Honda R&D engineer Ikuo Kajitani. It can be said that VTEC, the original Honda variable valve control system, originated from REV (Revolution-modulated valve control) introduced on the CBR400 in 1983 known as HYPER VT EC. VTEC was the first system of its kind, though other variable valve timing and lift control systems have been produced by other manufacturers.
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