The Honda K24A3 is a 2,354 cc, inline‑four naturally aspirated petrol engine produced between 2002 and 2005. It features a dual overhead camshaft (DOHC) valvetrain and Honda's i-VTEC system, engineered for refined torque and reliability in premium compact applications. Peak output is 160 PS (118 kW) at 6,000 rpm and 220 Nm of torque at 3,600 rpm, delivering smooth, linear power ideal for touring.
Fitted primarily to the North American and European-market Honda Accord (CL9, CM2 chassis) and Acura TSX (CL9), the K24A3 was designed for drivers prioritizing quiet operation, low-end torque, and long-term durability. Emissions compliance for its production period was met through precise electronic fuel injection and catalytic conversion, aligning with Euro 3 standards.
One documented concern is premature wear of the VTEC oil pressure switch, which can cause erratic VTEC engagement or failure to activate. This issue, referenced in Honda Service Bulletin 03-047, is often linked to electrical connector corrosion or internal switch failure. Honda later revised the switch design and wiring harness routing to improve reliability.
Honda
Production years 2002–2005 meet Euro 3 standards (VCA UK Type Approval #VCA/EMS/HONDA-K24).
The Honda K24A3 is a 2,354 cc inline‑four naturally aspirated petrol engine engineered for mid-size sedans and coupes (2002-2005). It combines DOHC architecture with Honda's i-VTEC system to deliver smooth, torque-rich performance. Designed to meet Euro 3 standards, it prioritizes refinement and drivability while maintaining emissions compliance for its era.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,354 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Naturally Aspirated | |
| Bore × stroke | 87.0 mm × 99.0 mm | |
| Power output | 118 kW (160 PS) @ 6,000 rpm | |
| Torque | 220 Nm @ 3,600 rpm | |
| Fuel system | PGM-FI (Programmed Fuel Injection) | |
| Emissions standard | Euro 3 | |
| Compression ratio | 9.7:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven | |
| Oil type | Honda 5W-30 or 10W-40 | |
| Dry weight | 150 kg |
The i-VTEC system provides strong mid-range torque ideal for highway cruising but requires precise oil pressure to engage correctly. Adherence to 10,000 km or 6-month oil change intervals is critical to prevent VTEC switch and solenoid issues. Use of high-quality 5W-30 oil meeting Honda specifications ensures optimal lubrication. The timing chain is designed for the life of the engine but should be inspected if unusual noise is present. VTEC engagement problems are often traced to the oil pressure switch, with revised parts detailed in Honda SIB 03-047.
Oil Specs: Requires Honda 5W-30 or 10W-40 specification (Honda Service Manual 02-05 Accord).
Emissions: Euro 3 certification applies to all 2002–2005 models (VCA Type Approval #VCA/EMS/HONDA-K24).
Power Ratings: Measured under SAE J1349 standards (Honda Group PT‑2003).
Honda Technical Service Bulletin 03-047
Honda Service Manual (Accord 2002-2005)
VCA Type Approval Database (VCA/EMS/HONDA-K24)
The Honda K24A3 was used across Honda's CL/CM platforms with transverse mounting. This engine received platform-specific adaptations-reinforced engine mounts in the TSX-and featured a unique intake manifold for the Accord trim. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front of the engine block, just below the exhaust manifold (Honda Service Manual 02-05 Accord). The 8th VIN digit for K24A3-equipped vehicles is typically 'K'. Visually, the engine features a silver valve cover with a red "i-VTEC" logo. Critical differentiation from the K24A4: The K24A3 has a different ECU (P2J) and intake manifold design. Service parts, particularly for the VTEC system, are specific to the K24A3 and not interchangeable with other variants.
The K24A3's primary reliability risk is VTEC oil pressure switch failure, with elevated incidence in vehicles with neglected oil changes. Honda SIB 03-047 identifies the switch as a common failure point, while timing chain tensioner wear remains a secondary risk for high-mileage engines. Extended oil intervals and use of incorrect viscosity make VTEC component longevity and timing chain integrity critical.
Analysis derived from Honda technical bulletins (2002-2005) and UK DVSA failure statistics (2015-2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about HONDA K24A3.
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Regulation (EC) No 715/2007
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