Honda K engine
The Honda K-series engine is a line of four-cylinder four-stroke car engines introduced in 2001. The K-series engines are equipped with DOHC valvetrains and use roller rockers on the cylinder head 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 distributor-based ignition timing system in favor of a computer-controlled system that allows the ECU to control ignition timings based on various sensor inputs. The cylinders have cast iron sleeves similar to the B- and F-series engines, as opposed to the FRM cylinders found in the H- and newer F-series engines found only in the Honda S2000.
Similar to B series, the K-series car engines have two short blocks with the same design; the only difference between them being the deck height. K20 uses the short block with a deck height of where K23 and K24 block has a deck height of.
Two versions of the Honda i-VTEC system can be found on a K-series engine, and both versions can come with variable timing control on the intake cam. 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 engine speeds, 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. A modified K20C engine is used in motorsport, as the Sports Car Club of America Formula 3 and 4 series that run in North America both use a K20C engine, with the Formula 4 engine not having a turbocharger.
Another significant difference between K-series engines is the alignment of the crankshaft to the center line of the bore. The K20C1 engine block has an offset alignment. Engines that do not have their crank shaft aligned to the bore are known as Desaxe engines. On the K20C1 engine this allows the power stroke to have more leverage and less thrust waste on sidewalls.
K-series engine swaps, also known as "K-swaps", have increasingly gained popularity in the import scene, but also among hot rodders and kit car enthusiasts, because they can be put in longitudinal rear-wheel drive layouts.
K20
K20A (i-VTEC)
;Applications:| Engine | Application | Compression | Power | Torque | Redline | Rev limiter | i-VTEC engagement | Intake Manifold |
| K20A | 2001-2006 Honda Civic Type R | 11.5:1 | at 8000 rpm | at 7000 rpm | 8400 rpm | 6000 rpm | PRC | |
| K20A | 2001-2006 Honda Integra Type R | 11.5:1 | at 8000 rpm | at 7000 rpm | 8400 rpm | 8600 rpm | 6000 rpm | PRC |
| K20A | 2002-2008 Honda Accord Euro R | 11.5:1 | at 8000 rpm | at 6000 rpm | 8400 rpm | 8600 rpm | 6000 rpm | RBC |
| K20A | 2007-2011 Honda Civic Type R | 11.7:1 | at 8000 rpm | at 6100 rpm | 8400 rpm | 8600 rpm | 5800 rpm | RRC |
| K20A | 2000-2006 Honda Stream | 9.7:1 | at 6500 rpm | at 4000 rpm | 6800 rpm | PNC | ||
| K20A | 2000-2006 Honda Stream | 9.8:1 | at 6500 rpm | at 4000 rpm | 6800 rpm | 7000 | PNC | |
| K20A | 2001-2004 Honda CR-V | 9.8:1 | at 6500 rpm | at 4000 rpm | 6800 rpm | PNA | ||
| K20A | 2001-2006 Honda Integra Type S | 9.8:1 | at 6500 rpm | at 4000 rpm | 6800 rpm | PNC | ||
| K20A | 2001-2005 Honda Stepwgn | 9.8:1 | at 6500 rpm | at 4000 rpm | 6800 rpm | PNC | ||
| K20A | 2001-2005 Honda Stepwgn Spada | 9.7:1 | at 6500 rpm | at 4000 rpm | 6800 rpm | PNC | ||
| K20A | 2005-2009 Honda Stepwgn | 9.6:1 | at 6000 rpm | at 4500 rpm | 6800 rpm | RTA | ||
| K20A | 2002-2008 Honda Accord | 9.8:1 | at 6000 rpm | at 4500 rpm | 6800 rpm | RAA | ||
| K20A | 2002-2008 Honda Accord | 9.8:1 | at 6000 rpm | at 4500 rpm | 6800 rpm | RAA | ||
| K20A | 2004-2009 Honda Edix | 9.7:1 | at 6500 rpm | at 4000 rpm | 6800 rpm | PNC | ||
| K20A | 2005-2010 Honda Civic | 9.6:1 | at 6000 rpm | at 4500 rpm | 6800 rpm | RTB | ||
| K20A1 | 2001-2006 Honda Stream | 9.7:1 | at 6500 rpm | at 4000 rpm | 6800 rpm | PNA | ||
| K20A1 | 2001-2006 Honda Stream | 9.8:1 | at 6500 rpm | at 4000 rpm | 6800 rpm | PNC | ||
| K20A2 | 2001-2006 Honda Civic Type R | 11.0:1 | at 7400 rpm | at 5900 rpm | 7900 rpm | 8250 rpm | 5800 rpm | PRB |
| K20A2 | 2002-2004 Acura RSX Type S | 11.0:1 | at 7400 rpm | at 6000 rpm | 7900 rpm | 8250 rpm | 5800 rpm | PRB |
| K20A2 | 2002-2004 Honda Integra Type R | 11.0:1 | at 7400 rpm | at 6000 rpm | 7800 rpm | 8100 rpm | 5800 rpm | |
| K20A3 | 2002-2006 Acura RSX | 9.8:1 | at 6500 rpm | at 4000 rpm | 6800 rpm | 7000 rpm | 2300 rpm | PNC |
| K20A3 | 2002-2005 Honda Civic | 9.8:1 | at 6500 rpm | at 4000 rpm | 6800 rpm | 7000 rpm | 2300 rpm | PRB |
| K20A3 | 2002-2005 Honda Civic Si USDM | 9.8:1 | at 6500 rpm | at 4000 rpm | 6800 rpm | 7000 rpm | 2300 rpm | PRB |
| K20A3 | 2002-2005 Honda Civic Type S EDM | 9.8:1 | at 6500 rpm | at 4000 rpm | 6800 rpm | 7100 rpm | 2200 rpm | PRB |
| K20A3 | 2003-2006 Honda Civic 2.0 i-VTEC | 9.8:1 | at 6500 rpm | at 5000 rpm | 6800 rpm | 7000 rpm | PRB | |
| K20A4 | 2002-2006 Honda CR-V | 9.8:1 | at 6500 rpm | at 4000 rpm | 6800 rpm | PNA | ||
| K20A6 | 2003-2006 Honda Accord | 9.8:1 | at 6500 rpm | at 4000 rpm | 6800 rpm | 2500 rpm | RAA | |
| K20A6 | 2003-2006 Honda Accord | 9.8:1 | at 6500 rpm | at 4000 rpm | 6800 rpm | 2500 rpm | RAA | |
| K20A7 | 2003-2007 Honda Accord | 9.8:1 | at 6000 rpm | at 4500 rpm | 6800 rpm | RAA | ||
| K20A9 | 2004–2007 Honda FR-V | 9.8:1 | at 6500 rpm | at 4000 rpm | 6800 rpm | 2500 rpm | PNC |
;Additional notes:
K20A Spec R engine
- Chromoly flywheel, higher-tensile strength connecting rods, high-compression pistons, stiffer valve springs, higher-lift hollow camshafts with more duration, and 2007–2011 cylinder-head intake-port and exhaust-port surface polishing used in NSX-R. The JDM K20A type-R engine block would be removed from production assembly line by an experienced Honda engine technician to torque the connecting rod bolts to factory specification by hand using micrometer to measure connecting rod bolt stretching. Then the JDM K20A type-R engine block would be returned to the production assembly line to complete the engine building process.
K20B (i-VTEC I)
- Injection Pressure:
- Center Fuel Injection with swirl guide
- Air-Fuel Ratio:
- *Normal driving cycle: 65:1
- *Acceleration/High load driving cycle: 14.7:1
- Deep Piston Cavity formed in top of Pistons
- Intake Manifold code: PPD
- Application: 2003-2006 Honda Stream Absolute
K20Z (i-VTEC)
| Engine | Application | Compression | Power | Torque | Redline | Rev limiter | i-VTEC engagement | Intake Manifold |
| K20Z1 | 2005-2006 Acura RSX Type S | 11.0:1 | at 7800 rpm | at 6200 rpm | 8100 rpm | 8300 rpm | 5800 rpm | PRB |
| K20Z1 | 2005-2006 Honda Integra Type S | 11.0:1 | at 7800 rpm | at 6200 rpm | 8100 rpm | 8300 rpm | 5800 rpm | |
| K20Z2 | 2006-2011 Acura CSX | 9.8:1 | at 6000 rpm | at 4500 rpm | 6800 rpm | |||
| K20Z2 | 2006-2008 Honda Accord | 9.8:1 | at 6000 rpm | at 4500 rpm | 6800 rpm | RBA | ||
| K20Z2 | 2006-2010 Honda Civic | 9.8:1 | at 6000 rpm | at 4500 rpm | 6800 rpm | RTB | ||
| K20Z3 | 2006-2011 Honda Civic Si | 11.0:1 | at 7800 rpm | at 6200 rpm | 8000 rpm | 8300 rpm | 5800 rpm | RBC |
| K20Z3 | 2007-2010 Acura CSX Type S | 11.0:1 | at 7800 rpm | at 6200 rpm | 8000 rpm | 8300 rpm | 5800 rpm | |
| K20Z4 | 2007-2010 Honda Civic Type R | 11.0:1 | at 7800 rpm | at 5600 rpm | 8000 rpm | 8200 rpm | 5400 rpm | RSP |
| K20Z5 | 2007-2010 Honda Civic Si | 11.0:1 | at 7800 rpm | at 6800 rpm | 8000 rpm | 8200 rpm | 5400 rpm |
;Additional notes:
K20Z3
- The K20Z3 has Honda's traditional performance VTEC on the intake and the exhaust cams, as found on previous generation of engines. Variable cam timing technology is included on the intake but not the exhaust cams. The added timing control corresponds to the "i" in i-VTEC.