The Honda K20Z2 is a 1,998 cc, inline‑four naturally aspirated petrol engine produced between 2006 and 2011. It features a dual overhead camshaft (DOHC), 16‑valve design with Honda's i-VTEC system, delivering a blend of high-revving performance and mid-range efficiency. Peak output is 148 kW (201 PS) and 190 Nm of torque, making it a popular choice for enthusiasts seeking responsive power.
Fitted primarily to the eighth-generation Honda Civic (FD2 chassis) Type R in Japanese Domestic Market (JDM) and select European markets, the K20Z2 was engineered for track-inspired handling and spirited driving. Emissions compliance for its production period was met through electronic fuel injection and catalytic converter systems, aligning with Euro 4 standards.
One documented service concern is wear in the VTEC oil pressure switch, potentially causing delayed or failed i-VTEC engagement and triggering a 'Check Engine' light. This issue, addressed in Honda Service Bulletin 07-051, is often linked to oil contamination or electrical failure, necessitating switch replacement to restore proper function.
Honda
Production years 2006–2011 meet Euro 4 standards (VCA UK Type Approval #VCA/EMS/8916).
The Honda K20Z2 is a 1,998 cc inline‑four naturally aspirated petrol engine engineered for high-performance hatchbacks (2006-2011). It combines DOHC i-VTEC with PGM-FI fuel injection to deliver high-revving power and responsive performance. Designed to meet Euro 4 standards, it balances track-inspired performance with road-going practicality.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,998 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, DOHC, 16‑valve, i-VTEC | |
| Aspiration | Naturally Aspirated | |
| Bore × stroke | 86.0 mm × 86.0 mm | |
| Power output | 148 kW (201 PS) @ 8,000 rpm | |
| Torque | 190 Nm @ 7,000 rpm | |
| Fuel system | Honda PGM-FI (Programmed Fuel Injection) | |
| Emissions standard | Euro 4 | |
| Compression ratio | 11.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven | |
| Oil type | API SM, SAE 5W-30 | |
| Dry weight | 138 kg |
The DOHC i-VTEC design provides exhilarating high-RPM power but requires clean, high-quality oil to ensure reliable operation of the VTEC solenoid and prevent clogging of the oil passages. Using the specified 5W-30 oil and adhering to 10,000 km service intervals is critical. The engine's high compression ratio demands premium unleaded fuel (RON 95 or higher) to prevent detonation. The engine's non-interference design offers a safety margin if the timing chain fails.
Oil Specs: Requires API SM specification, SAE 5W-30 viscosity (Honda Owner's Manual, 2007 Civic Type R).
Emissions: Euro 4 certification applies to all 2006-2011 models (VCA Type Approval #VCA/EMS/8916).
Power Ratings: Measured under SAE J1349 standards. Output is consistent across model years (Honda TIS Doc. H-ENG-013).
Honda Technical Information System (TIS): Docs H-ENG-013, H-FI-021, SB 07-051
VCA Type Approval Database (VCA/EMS/8916)
SAE International: J1349 Engine Power Certification Standards
The Honda K20Z2 was used across Honda's FD2 Civic Type R platform with transverse mounting. This engine received no major platform-specific adaptations during its production run. All applications are documented in OEM technical bulletins.
Locate the engine code stamped on the front of the engine block, near the timing chain cover (Honda TIS H-ENG-ID). The 8th digit of the VIN for K20Z2-equipped Civics is typically 'K'. Visually, the engine features a black plastic i-VTEC solenoid on the cylinder head's rear and dual camshaft covers with 'i-VTEC' embossed. Critical differentiation from the K20A2: The K20Z2 has a higher compression ratio (11.5:1 vs. 11.0:1) and a specific ECU with a 'PRB' code. Service parts like the cylinder head and ECU are not interchangeable with non-Type R variants.
The K20Z2's primary reliability consideration is i-VTEC system functionality, with potential issues arising from neglected oil changes or electrical faults. While generally robust, UK DVSA data notes ignition coil failure as a common cause of misfires in high-mileage examples. Maintaining clean oil and ignition components is critical for long-term performance.
Analysis derived from Honda technical bulletins (2006-2012) and UK DVSA failure statistics (2011-2021). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about HONDA K20Z2.
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DVLA: Engine Changes & MoT
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Regulation (EC) No 715/2007
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Commission Regulation (EU) 2017/1151
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