The SC’s backlit gauges have also traded in the bluish, purplish light, as seen in the other two models, for warmer, copper-tinted illumination. What’s more, the triangular console in which the three gauges are set is a deep “piano black” (Honda’s words, not mine), adding a touch of sophistication. As do the carpeted floor in front of both rows of seats. The LX and EX versions, on the other hand, are built for extreme adventure seeking and feature urethane-coated plastic floors that are tough and can also be mopped clean!
That doesn’t keep the SC model from sharing the EX’s high-end stereo system though. The MP3- and WMA-compatible system features a 270-watt amplifier and seven loud speakers, including a subwoofer. No puny sound for this Element!
Lowrider
Honour to whom honour is due (that would be the tuner). The driving position has been lowered, as has the ground clearance. With its naturally high belt line, the Element SC is the very opposite of a CR-V: forget about high driving positions and generous glass real estate ensuring decent visibility. Fashion has won out over the safety offered by a vast and unencumbered field of vision. Which is too bad.
This slavery to a fashion extreme explains why the automaker equipped the SC with an independent suspension featuring specific settings that make for a stiff – so very stiff – ride. It’s not so bad on the highway, but take a detour on a narrow, bumpy country road, and it’s another story entirely. This is what the automaker calls “sporty.” I say it’s discomfort in its most basic form.
Of course, the big rubber galoshes covering the oversized wheels have a say in reducing your comfort. Think about it for a second. When winter returns in all its glory, you’ll have to outfit the SC with winter tires, and the bill will without a doubt be higher than the one for the other two models, shod as they are in 16-inch tires. What’s more, said galoshes increase the turning circle diameter of the SC compared to its two siblings, bringing it up to 11.3 from 10.6. Not too handy in a parking lot, I imagine…
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| The MP3- and WMA-compatible system features a 270-watt amplifier and seven loud speakers, including a subwoofer. (Photo: Philippe Champoux, Matthieu Lambert/Auto123.com) |
That doesn’t keep the SC model from sharing the EX’s high-end stereo system though. The MP3- and WMA-compatible system features a 270-watt amplifier and seven loud speakers, including a subwoofer. No puny sound for this Element!
Lowrider
Honour to whom honour is due (that would be the tuner). The driving position has been lowered, as has the ground clearance. With its naturally high belt line, the Element SC is the very opposite of a CR-V: forget about high driving positions and generous glass real estate ensuring decent visibility. Fashion has won out over the safety offered by a vast and unencumbered field of vision. Which is too bad.
This slavery to a fashion extreme explains why the automaker equipped the SC with an independent suspension featuring specific settings that make for a stiff – so very stiff – ride. It’s not so bad on the highway, but take a detour on a narrow, bumpy country road, and it’s another story entirely. This is what the automaker calls “sporty.” I say it’s discomfort in its most basic form.
Of course, the big rubber galoshes covering the oversized wheels have a say in reducing your comfort. Think about it for a second. When winter returns in all its glory, you’ll have to outfit the SC with winter tires, and the bill will without a doubt be higher than the one for the other two models, shod as they are in 16-inch tires. What’s more, said galoshes increase the turning circle diameter of the SC compared to its two siblings, bringing it up to 11.3 from 10.6. Not too handy in a parking lot, I imagine…
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| The 2.4-litre engine does an honest day’s work, though it’s rather thirsty. (Photo: Philippe Champoux, Matthieu Lambert/Auto123.com) |
