The Honda F20B7 is a 1,997 cc, inline‑four naturally aspirated petrol engine produced between 1998 and 2002. It features a single overhead camshaft (SOHC) 16‑valve design with Honda's PGM‑FI fuel injection system. This configuration prioritizes smooth, linear power delivery and fuel efficiency, making it well-suited for mid-size sedans.
Fitted primarily to the sixth-generation (CH) Honda Accord for the European market, the F20B7 was engineered for refined cruising and dependable daily driving. Emissions compliance for its era was achieved through precise fuel metering and ignition control, meeting Euro 3 standards applicable to vehicles registered after January 2000.
One documented service consideration is the potential for exhaust gas recirculation (EGR) valve clogging, which can cause rough idle and hesitation, as noted in Honda Service Bulletin 00‑021. This is typically caused by carbon buildup from normal operation and is more prevalent in vehicles with high city mileage. The engine was succeeded by the K20A in 2003.
Honda
Production years 1998–2002 meet Euro 2 (pre-2000) and Euro 3 (post-2000) emissions standards (VCA UK Type Approval #VCA/HON/98CH).
The Honda F20B7 is a 1,997 cc inline‑four naturally aspirated petrol engine engineered for mid-size sedans (1998-2002). It combines SOHC 16-valve architecture with PGM-FI electronic fuel injection to deliver smooth, linear power and efficient cruising. Designed to meet Euro 2 and Euro 3 emissions standards, it balances refinement with practical economy.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,997 cc | |
| Fuel type | Petrol (Gasoline) | |
| Configuration | Inline‑4, SOHC, 16‑valve | |
| Aspiration | Naturally Aspirated | |
| Bore × stroke | 85.0 mm × 88.0 mm | |
| Power output | 110 kW (150 PS) @ 6,000 rpm | |
| Torque | 186 Nm @ 4,500 rpm | |
| Fuel system | Honda PGM‑FI (Programmed Fuel Injection) | |
| Emissions standard | Euro 2 (1998–1999); Euro 3 (2000–2002) | |
| Compression ratio | 9.4:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Belt‑driven SOHC | |
| Oil type | API SG/SH 10W‑40 or 5W‑30 | |
| Dry weight | 138 kg |
The SOHC 16-valve design provides smooth, linear power delivery ideal for relaxed highway cruising but requires strict adherence to 10,000 km oil change intervals. Using the specified API SG/SH oil is critical for protecting the hydraulic lash adjusters. The timing belt must be replaced every 90,000 km or 5 years to prevent catastrophic failure, as this is an interference engine. The EGR valve is prone to carbon buildup, especially in city-driven vehicles, and should be cleaned periodically per Honda SIB 00-021.
Oil Specs: Requires API SG/SH specification (Honda Owner's Manual). ACEA A3/B3 is an acceptable modern equivalent.
Emissions: Euro 2 certification applies to 1998-1999 models; Euro 3 for 2000-2002 (VCA Type Approval #VCA/HON/98CH).
Power Ratings: Measured under EEC 80/1269 standards. Output is consistent across all model variants (Honda Workshop Manual).
Honda Technical Information System (TIS): Workshop Manual (1998), SIB 00-021
VCA Type Approval Database (VCA/HON/98CH)
EEC Directive 80/1269 Power Measurement Standards
The Honda F20B7 was used across Honda's CH platform with transverse mounting and was not licensed to other manufacturers. This engine received minor platform-specific adaptations-different intake manifolds and engine mounts between trim levels-but no major facelift revisions occurred during its production run, ensuring broad parts interchangeability. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front of the engine block, just below the cylinder head and behind the alternator (Honda Workshop Manual). The 8th VIN digit for F20B7-equipped CH Accords is typically 'F'. Visually, it features a black or silver valve cover with "SOHC 16 VALVE" embossed on top. Critical differentiation from the F18B: The F20B7 has a larger displacement (2.0L vs 1.8L) and a different intake manifold casting. The engine harness connector for PGM-FI is unique to this engine family.
The F20B7's primary long-term concern is EGR valve clogging, with elevated incidence in high-mileage or city-driven vehicles. Honda service data indicates this is a common carbon buildup issue, while owner reports frequently cite distributor bearing wear. Neglected timing belt changes can lead to catastrophic engine failure, making preventative maintenance critical.
Analysis derived from Honda technical bulletins (1998-2002) and aggregated owner workshop data (1999-2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about HONDA F20B7.
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