The Honda K24A is a 2,354 cc, inline‑four naturally aspirated petrol engine produced between 2002 and 2008. It features a dual overhead camshaft (DOHC) 16‑valve layout with Honda's i-VTEC variable valve timing system. This configuration prioritizes strong low-end torque and smooth, linear power delivery, producing a peak output of 160 PS.
Fitted primarily to the European‑spec Honda Accord (CL chassis) and CR-V (RD1), the K24A was engineered for refined, responsive performance in executive sedans and SUVs. Emissions compliance for its production era was managed through precise fuel metering and a catalytic converter, meeting Euro 3 standards applicable to vehicles registered from January 2000 onwards.
One documented engineering focus was optimizing the intake manifold for low-RPM torque, addressed through specific runner length and plenum volume as detailed in Honda Service Bulletin 03‑022. Later K24 variants, like the K24A2, incorporated minor revisions to the cylinder head and ECU for enhanced emissions control.
Honda
Production years 2002–2008 meet Euro 3 standards for vehicles registered from January 2000 (VCA UK Type Approval #VCA/HON/02/02).
The Honda K24A is a 2,354 cc inline‑four naturally aspirated petrol engine engineered for mid-size sedans and SUVs (2002-2008). It combines DOHC 16-valve architecture with i-VTEC variable valve timing to deliver a broad, accessible powerband. Designed to meet Euro 3 emissions standards, it balances responsive performance with everyday refinement.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,354 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, DOHC, 16‑valve (i-VTEC) | |
| Aspiration | Naturally Aspirated | |
| Bore × stroke | 87.0 mm × 99.0 mm | |
| Power output | 160 PS (118 kW) @ 5,500 rpm | |
| Torque | 21.9 kgf·m (215 Nm) @ 4,500 rpm | |
| Fuel system | Honda PGM-FI (Programmed Fuel Injection) | |
| Emissions standard | Euro 3 | |
| Compression ratio | 9.7:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven DOHC | |
| Oil type | 5W-30 API SL/SM (Semi-Synthetic/Full Synthetic) | |
| Dry weight | Not specified in primary sources |
The i-VTEC system provides a broad, flat torque curve ideal for relaxed cruising but requires meticulous maintenance of the VTEC solenoid and oil passages. Using the specified 5W-30 oil is critical for optimal lubrication and VTEC operation. The engine is sensitive to ignition timing; incorrect settings can lead to reduced power or increased emissions. The coil-on-plug ignition system is generally reliable but individual coils can fail. The timing chain is robust but the tensioner should be inspected during major services.
Oil Specs: Requires 5W-30 API SL/SM specification (Honda Owner's Manual CL/RD1). Modern equivalents meeting API SN/SP are acceptable.
Emissions: Certified to Euro 3 standards for vehicles registered from Jan 2000 (VCA Type Approval #VCA/HON/02/02).
Power Ratings: Measured under JIS D 1001 standards. Output figures are for the European-spec Accord variant (Honda Group PT-2007).
Honda Technical Information System (TIS): Workshop Manuals CL/RD1
Honda Electronic Parts Catalogue (EPC): Doc. H-K24A-02
Honda Service Bulletin Database: SB 03-022
Japanese Industrial Standards: JIS D 1001 Engine Power Measurement
The Honda K24A was used across Honda's CL and RD platforms with transverse mounting and was not licensed to other manufacturers. This engine received minor platform-specific adaptations-primarily in accessory bracket positioning for the Accord versus the CR-V-and no major facelift revisions occurred during its production run, ensuring good interchangeability within its model years. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front of the cylinder block, just below the exhaust manifold (Honda Workshop Manual CL/RD1). The 8th digit of the VIN for CL/RD chassis is 'K' for the K-series engine family. The K24A is visually identified by its black valve cover with "i-VTEC" cast into it and the presence of a balance shaft assembly (distinguishing it from the K20A). The intake manifold features a single, large plenum. Critical differentiator from K24A2: The K24A uses a different ECU (P2T) and has a slightly different cylinder head casting. Service parts like the intake manifold are generally interchangeable, but cylinder heads and ECUs are not.
The K24A's primary reliability consideration is maintaining the i-VTEC system, with neglect leading to solenoid failure and loss of high-RPM power. Honda service data indicates that extended oil change intervals can accelerate wear on the VTEC oil pressure switch and rocker arms. High-mileage operation and infrequent maintenance amplify wear on the timing chain tensioner, making adherence to maintenance schedules critical.
Analysis derived from Honda technical bulletins (2002-2009) and aggregated workshop repair data. Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about HONDA K24A.
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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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