2010 Honda Element Review and Prices

by Chuck Giametta

Table of Contents
2010 Honda Element Review and Pricing
2011 Honda Element
2010 Honda Buying Guide
2009 Honda Civic Quote

 2010 HONDA ELEMENT BUYING ADVICE

• The 2010 Honda Element is the best car for you if you’re a little bit eccentric and can picture yourself driving a combination dorm room and SUV.

• The 2010 Honda Element may represent the beginning of the end for the original quirky cube. Introduced as a 2003 model, Element paved the way for subsequent squared-off wagons, namely the Scion xB, Nissan Cube, and Kia Soul, all of which have overtaken the Honda in sales. Furthermore, Element is long overdue for a redesign, leading to dire predictions about its future. What’s clear is that today’s Element, like its boxy brethren, is a polarizing design: they’re anti-fashion statements. But a shipping container-shaped body is a great way to transport people and stuff with little space wasted. So the 2010 Honda Element allows you to be peculiar and practical at the same time.

• Should you buy a 2010 Honda Element or wait for the 2011 Honda Element? Honda is mum on plans for Element’s evolution. So if you’re among the shrinking audience for this imperfect but pugnacious crossover, you’ll benefit by waiting until it’s certain there will be a 2011 Element. Then you can assess whether it suits your expectations. If it doesn’t, 2010 Elements should still be around at discount prices.    

2010 HONDA ELEMENT CHANGES

• Styling: The 2010 Honda Element’s styling carries forward updates brought on line for model-year 2009. These include Element’s first significant appearance changes, though that’s relative: this wagon is still a brick. In fact, the 2009 changes were intended to make it appear even squarer. The hoodline was flattened and the nose made more vertical. While they were at it, stylists installed a new grille to establish a family resemblance with the 2010 Honda Pilot SUV and Ridgeline pickup. Element retains plastic-composite rear fenders, but its front fenders are now metal. Element LX and EX models return for 2010 and again are joined by the Element SC model. The SC affects a “street custom” look with lowered ride height, 18-inch alloy wheels, monochromatic color scheme, and a charcoaled grille. Element’s chassis is loosely based on that of the 2001-2005 generation Honda Civic. A wagon body, versatile interior, and available all-wheel drive (AWD) help it “crossover” into SUV-land. Element’s overall length is among the shortest in the compact-crossover segment, and its 6.9-inches of ground clearance is modest by SUV standards. But that high roof makes the Element one of the tallest vehicles in the class. It’s also among the least orthodox by virtue of side doors that open like the cover of a book. This “French-door” design creates a large, uninterrupted portal in the side of the vehicle; the drawback is that the rear doors can’t be opened independently of the front doors. And Element is one of only two small SUVs that seats just four passengers; the Jeep Wrangler is the other.           

• Mechanical: Manual transmission is no longer available on the Honda Element, marking the only mechanical change of note for model-year 2010. All Elements now come standard with a five-speed automatic transmission. The only engine remains a 166-horsepower 2.4-liter. Front-wheel drive is standard and puts the engine’s weight over the same tires that propel the car. This helps traction in snow. For better all-season mobility, the 2010 Element LX and EX models are available with an AWD system Honda dubs RealTime 4WD. It maintains front-wheel drive in normal conditions and if it detects front-tire slip, it automatically reapportions power to the rear wheels until traction is restored. Element isn’t intended for off-roading. Unlike the AWD systems in some compact crossovers, RealTime 4WD can’t be locked into a 50/50 front/rear torque split to assist in low-grip conditions. Every Element does come with a nice array of safety features, including traction control to minimize tire spin away from a stop. Included as well is an antiskid system, also known as stability control. This modulates engine power and individual brakes to minimize sideways skids. Four wheel disc brakes are included and have antilock control that “pumps” them in emergency stops to combat lockup and help the driver maintain steering control.

• Features: The 2010 Honda Element complements its odd-ball looks with some off-center features. Those French doors open to a remarkably adaptable interior in which the seats can be configured 64 ways. For example, the front buckets and 50/50 split rear bench recline to create a twin bed. The rear-seat halves can be cinched along the side walls for more cargo room, or removed altogether to free up more carrying space than in Honda’s CR-V SUV. The Element SC’s cabin is carpeted, but the LX and EX models have washable rubberized flooring, plus water-resistant seat fabric. Newly available for 2010 on the EX model is a specially designed kennel setup that creates the Dog Friendly Element. The $995 option includes a cushioned cargo-area enclosure from seat-belt-grade netting. The kennel is ventilated by a fan that plugs into an onboard 12-volt outlet and is elevated a few inches, allowing the included pooch-access ramp to be stored below. Every 2010 Element comes with air conditioning, tilt steering wheel, cruise control, remote keyless entry, and a rear window wiper/washer. The front windows are power operated. The rear-door windows manually hinge open a few inches for ventilation. No sunroof is available. The Element LX has a four-speaker CD audio system. The EX and SC crank it up with a 270-watt unit and seven speakers, including a 6.5-inch subwoofer in the bottom-center of the instrument panel. EX and SC also come with steering wheel audio controls, an auxiliary audio input, and XM satellite radio (monthly fees are charged after a 90-day free trial subscription). The 2010 Element EX can be ordered with a navigation system that includes voice recognition and a rear backup camera. Its 6.5-inch motorized screen opens for access to a single-disc CD player and a digital audio card reader. An EX with the navigation system is the only Element that gets a USB interface for iPods and other MP3 devices. Bluetooth connectivity is not available on the Element.

2010 HONDA ELEMENT PRICES

• The 2010 Honda Element pricing ranges from $21,235-$26,295. (Prices in this review include the manufacturer’s mandated destination fee; Honda’s fee is $710 for 2010 models.)

• Honda does not offer factory options, per se. Rather, it allots specific levels of standard equipment for each model in the lineup. The 2010 Honda Element LX is priced at $21,235 with front-wheel drive and $22,485 with AWD.

• The 2010 Honda Element EX is priced at $23,345 with front-wheel drive and $24,595 with AWD. Equipped with the navigation system, EX prices are $25,045 with front-wheel drive and $26,295 with AWD. Like the Element LX model, the EX rides on 16-inch tires but has alloy wheels instead of steel rims with wheel covers. The EX also an outside temperature indicator.

• The urban-flavored 2010 Honda Element SC comes only with front wheel drive and is priced at $25,030. In addition to its 18-inch alloy wheels and unique styling touches, the Element SC dresses up inside, replacing aluminum-look plastic trim with piano-black material and blue instrument lighting with copper-hued illumination. It also has special seat fabrics and patterns and an upgraded center console.

2010 HONDA ELEMENT TEST DRIVE

From behind the wheel:

• Getting there is less than half the fun in an Element. Frankly, the party starts after you park at the shore or disembark at the club. That’s not to say driving an Element is unpleasant. It’s just a leisurely experience, and not very accommodating if you’re sitting in the back seat.

• Elements amble off the line and labor when called upon to pass or merge with alacrity. Eliminating manual transmission for 2010 doesn’t do this vehicle any favors; it takes away the driver’s ability to readily tap the engine’s modest 161 pound-feet of torque. The automatic changes gears smoothly but tends to downshift slowly. And one trailer carrying a couple of jet skis uses up Element’s 1,500-pound towing capacity.

• You will, however, enjoy maneuvering through the meat-packing district on the way to the club. Elements are nimble at moderate speeds and have a tight turning circle. Headed for the beach? Take the straight route. Only the SC model feels happy on a twisting road. It handles quite well, actually: it has a quicker steering ratio than other Elements, for sharper turning response, and its wide tires and tamped-down suspension afford good control in corners. LX and EX Elements don’t feel top heavy or sloppy, but body lean and noseplow are abundant in aggressive changes of direction.   

Dashboard and controls:

• Nothing fancy, and that’s good. A triple-barrel binnacle in front of the driver houses the speedometer, tachometer, and gauges for fuel level and coolant temperature. Depending how the steering-wheel is tilted, portions of their faces can be blocked from view. Large, clearly marked audio and climate controls are centrally mounted for easy access by driver or front passenger. Element’s gearshift juts from the near the center of the dashboard, an unusual but handy location that clears space for storage below.

• Redundant audio buttons on the steering wheel of EX and SC models are a convenience. Element’s aux jack (and on navigation-equipped EX models, the USB input) is in a recessed portion of the dashboard, inches above a shelf upon which you’ll rest your iPod. It’s all handy but betrays Element’s pre digital-age design; newer youth-oriented crossovers have dedicated bins for your MP3 devices – not to mention Bluetooth capability for audio streaming and hands-free cell-phone connectivity.

• The navigation system’s controls are a bit small but are arranged logically in a “frame” around a nicely sized screen situated near eye level. Unfortunately, the nav system assumes too many audio duties, which complicates some adjustments. And you should consult Honda’s style guide if you want to use voice commands to program destinations or change audio settings. Even then, you may find yourself frustrated – and occasionally amused – by the system’s misinterpretation of your instructions.  

Room, comfort, and utility:

• Element provides great head room in front fine leg room front and rear. Taller rear-seat passengers might find their ’do brushing the ceiling – surprising, given the high roof. Seat padding has a real affect on comfort in the Element. The front buckets are nicely shaped, though their dense foam cushions may feel too firm if your buns are bony. The rear seat is quite thinly padded because its sections must be mobile enough to fold this way and that. This thin padding is of minimal help in absorbing bumps. That’s unfortunate, since the back seat is situated between the rear tires, a location that allows road imperfections to be transmitted through its frame virtually unfiltered.

• Element’s signature French doors turn out to be more hassle than they’re worth. Yes, they swing wide to expose the cabin when you’re parked and partying. But call upon the Element to function as a four-door people mover, and the inability to open a rear door without first opening the corresponding front door is a constant nuisance. And the rear door must be closed before the front one can be latched shut. The large front doors are awkward in tight parking spaces. The rear doors are quarter-sized by comparison, and even with everything open, it’s a fairly tight squeeze into the rear seat. Rear seaters will also have trouble closing a rear door because it’s such a long stretch to the grip handle.    

• Reclining the seats does create a sleeping platform, but you’re left with a series of bolstered sections that make for a lumpy mattress. Removing the rear seat halves or hoisting them against the side walls isn’t a too taxing once you’ve done it a time or two. Cargo room is good in any number of configurations, especially given Element’s modest exterior dimensions. There’s 25 cubic feet behind the rear seat, and almost 75 cubic feet with both rear-seat halves removed. A flip-up liftgate in combination with the fold-down tailgate is an expedient and versatile way to load from the rear. And numerous bins, pockets, and cubbies give Element excellent small-items stashability. You can’t really take a hose to the interior of an LX or EX model; Honda doesn’t pretend their seat fabric is fully waterproof, and their urethane-coated utility floor is slippery when wet. Think of the cleverly integrated Dog Friendly kit as a safety system to enclose and cushion your pet in the event of a collision.

2010 HONDA ELEMENT FUEL ECONOMY

• The Honda Element is no lightweight by compact-crossover standards. Curb weights range roughly between 3,500 and 3,650 pounds, depending on model and equipment. And its shape doesn’t cheat the wind. Still, fuel economy is about mid-pack in class -- one advantage of having modest horsepower.

• EPA mileage ratings for the 2010 Element are 20/25 mpg (city/highway) for front-wheel-drive models and 19/24 for AWD models.

2010 HONDA ELEMENT SAFETY AND RELIABILITY

• The Honda Element performs very well in government crash tests (safecar.gov). The tests award a maximum of five stars for occupant protection in frontal and side collisions. The Element scores five stars for protection of the driver and all passengers in both frontal and side impacts.

• The Element comes standard with head-protecting curtain side airbags that cover both seating rows. They’re designed to deploy in side collisions and when sensors detect an impending rollover. Rollovers are a leading cause of fatalities in crashes involving SUVs. In government assessments of rollover resistance, the Element rates three stars on the five-star scale. About half the compact SUVs tested scored three stars in the rollover test and about half were awarded four stars. None earned five stars.    

• In quality and reliability, the Honda brand earns high marks from J.D. Power and Associates, the leading automotive consumer survey firm (jdpower.com). Honda rates above average for initial overall quality measured after the first 90 days of ownership. J.D. Power also ranks Honda above average for dependability in surveys measuring problems experienced by original owners of three-year-old vehicles.

• Honda Element owners surveyed by J.D. Power rated the vehicle above average for overall quality. It scored among the best for body and interior quality and above average in overall mechanical quality.

• The Honda Element was J.D. Power’s compact-SUV-class award winner for overall dependability. In surveys that measure problems experienced by original owners of three-year-old (2006 model year) vehicles, Element scored the highest marks possible for overall dependability and for the dependability of its powertrain, features, and accessories.

2010 HONDA ELEMENT RELEASE DATE

• The 2010 Honda Element went on sale in mid October 2009. The Dog Friendly option was scheduled to become available on Nov. 16, 2009.

WHAT’S NEXT FOR THE HONDA ELEMENT

• If Honda does decide to field a second-generation Element it’s likely to follow the original’s boxy template. It would be a nice counterpoint to the sleeker CR-V and to any aerodynamic compact crossover that might be in the works as an offshoot of the redesigned 2011 Honda Civic. Besides, Honda seems too proud to cede the squared-off market to newcomers like the Nissan Cube and Kia Soul.

• Whether the next-generation Element would relinquish too much of its identity by dumping the French-door design is a big decision for Honda. So is choosing a powertrain. Look for a four-cylinder engine to return, but with only marginally more horsepower so as not to sacrifice too much fuel economy.

• Since Element’s success is linked to its ability to attract youthful buyers, price is a sensitive matter. That may rule out a diesel engine option but it might not preclude a gas-electric hybrid version using Honda’s low-cost Integrated Motor Assist technology.

2010 HONDA ELEMENT COMPETITION

• 2010 Scion xB: It’s interesting that the Element is the only member of its competitive set to offer AWD. In fact, most rivals aren’t crossover SUVs at all; they’re cars seemingly victimized by science experiments gone wrong. Exhibit A is this funky five-seat wagon from Toyota’s youth-oriented division. Much more fun to drive than the Element, the xB is nearly as versatile and far more passenger-friendly. It has 158 horsepower and is rated at 22/28 mpg with both manual and automatic transmission. Base prices start around $16,500. Sales are slow, and the xB probably won’t change drastically before model-year 2013.  

• 2010 Kia Soul: This five-seat hatchback comes from an aggressive new brand owned by South Korean giant Hyundai. The Soul isn’t as imaginatively packaged as the Element but this newcomer to the box brigade nonetheless stands out for a certain architectural flare inside and out. The pop-culture styling, however, is offset by a decidedly ordinary driving experience. Prices begin at a tempting $13,995, though most sales will come with models that start around $15,700. Four-cylinder engines of 122 horsepower (26/31 mpg) and 142 horsepower (24/30) are available. Soul won’t be redesigned before 2014.

• 2010 Nissan Cube: The smallest member of this grouping is also the most stylistically daring – which is saying something. Nissan itself says the Cube resembles a bulldog in sunglasses. Most striking is Cube’s asymmetrical rear-window appearance. Cube is roomy and quite adept on the road, not surprising given that it’s based on Nissan’s fine Versa subcompact car. Don’t count the sub-$15,000 special-order-only model, and Cube base prices start around $15,500. The Cube has 122 horsepower and is rated at 24/29 with manual transmission, 28/30 with a continuously variable automatic. No big changes before model-year 2013 or so.