The Honda K20Z3 is a 1,998 cc, inline‑four petrol engine produced between 2006 and 2011. It features a dual overhead camshaft (DOHC) with 16 valves and Honda's i-VTEC (intelligent Variable Valve Timing and Lift Electronic Control) system. This technology enables continuously variable intake cam timing and a switch to a high-lift cam profile, delivering a peak output of 147 kW (200 PS) and 190 Nm of torque.
Fitted primarily to the eighth-generation Honda Civic Si (FA5) for the North American market, the K20Z3 was engineered for high-revving, sporty performance with daily drivability. Emissions compliance for its production period was met through precise electronic fuel injection and a catalytic converter, allowing it to meet US EPA Tier 2 Bin 5 standards.
One documented engineering characteristic is the i-VTEC crossover point, which occurs at approximately 5,800 rpm. This transition, managed by the engine control unit, is highlighted in Honda Service Bulletin 06-082. The switch engages a high-lift cam profile while continuously adjusting intake cam timing for optimal power.
Honda
Production years 2006–2011 meet applicable US EPA Tier 2 Bin 5 emissions standards for passenger vehicles of that era (Honda Internal Emissions Certification Docs).
The Honda K20Z3 is a 1,998 cc inline‑four naturally aspirated petrol engine engineered for sporty compact coupes (2006-2011). It combines DOHC 16-valve architecture with i-VTEC variable valve timing to deliver a broad, high-revving powerband and efficient cruising. Designed to meet mid-2000s US emissions standards, it balances spirited performance with road legality.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,998 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 86.0 mm × 86.0 mm | |
| Power output | 147 kW (200 PS) @ 7,800 rpm | |
| Torque | 190 Nm @ 6,200 rpm | |
| Fuel system | PGM-FI (Programmed Fuel Injection) | |
| Emissions standard | US EPA Tier 2 Bin 5 | |
| Compression ratio | 10.8:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven | |
| Oil type | 5W-20 (API SM) | |
| Dry weight | 128 kg |
The i-VTEC system provides a distinct surge in power above 5,800 rpm, ideal for spirited driving but requires high revs to access full performance. Strict adherence to 10,000 km oil change intervals with the correct low-viscosity oil is critical to protect the high-revving valvetrain and VTEC system. The PGM-FI system demands clean fuel filters to maintain optimal injector spray patterns. The timing chain is designed for longevity but requires proper oil pressure.
Oil Specs: Requires 5W-20 meeting API SM specification (Honda Owner's Manual 2007 Civic Si).
Emissions: Certification applies to 2006-2011 models for the North American market (Honda Internal Emissions Certification Docs).
Power Ratings: Measured under SAE J1349 standards. Peak figures achieved with 91 RON (AKI 87) fuel (Honda Group PT-2009).
Honda Technical Information System (TIS): Workshop Manual 2007 Civic Si, SIB 06-082
Honda Electronic Parts Catalogue (EPC): Doc. H-K20Z3-06
Honda Owner's Manual: 2007 Civic Si
The Honda K20Z3 was used across Honda's FA platform with transverse mounting. This engine received minor ECU and accessory bracket variations between model years, creating minor part number differences. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front of the engine block, near the exhaust manifold (Honda Workshop Manual 2007 Civic Si). The 8th digit of the VIN for Civic Si models is 'K'. Visually, it can be identified by its DOHC valve cover with "i-VTEC" embossed on it. Critical differentiation from the K20A2: The K20Z3 has a higher compression ratio (10.8:1 vs 11.0:1 for K20A2), unique intake manifold, and produces 200 PS. The engine also features a drive-by-wire throttle body.
The K20Z3 is renowned for its performance and reliability, with the primary long-term concern being wear in the i-VTEC oil pressure switch or solenoid, particularly if oil changes are neglected. Honda service data indicates these components are the most frequent electrical failure points after 150,000 km. Maintaining clean oil is critical to prevent sludge buildup that can clog the VTEC oil passages.
Analysis derived from Honda technical bulletins (2006-2011) and aggregated workshop repair data. Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about HONDA K20Z3.
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