The Honda K24Z2 is a 2,354 cc, inline‑four petrol engine produced between 2010 and 2015. 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 138 kW (187 PS) and 232 Nm of torque.
Fitted primarily to the eighth-generation Honda Accord (CU) for the North American market, the K24Z2 was engineered for refined, comfortable cruising with ample low-end torque for daily driving. 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 4,400 rpm. This transition, managed by the engine control unit, is highlighted in Honda Service Bulletin 10-091. The switch engages a high-lift cam profile while continuously adjusting intake cam timing for optimal efficiency and power.
Honda
Production years 2010–2015 meet applicable US EPA Tier 2 Bin 5 emissions standards for passenger vehicles of that era (Honda Internal Emissions Certification Docs).
The Honda K24Z2 is a 2,354 cc inline‑four naturally aspirated petrol engine engineered for mid-size sedans (2010-2015). It combines DOHC 16-valve architecture with i-VTEC variable valve timing to deliver a broad, torque-rich powerband and efficient cruising. Designed to meet mid-2010s US emissions standards, it balances everyday drivability with mechanical refinement.
| 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 | 138 kW (187 PS) @ 6,800 rpm | |
| Torque | 232 Nm @ 4,400 rpm | |
| Fuel system | PGM-FI (Programmed Fuel Injection) | |
| Emissions standard | US EPA Tier 2 Bin 5 | |
| Compression ratio | 10.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven | |
| Oil type | 5W-20 (API SM/SN) | |
| Dry weight | 132 kg |
The i-VTEC system provides a smooth surge in torque above 4,400 rpm, ideal for highway merging and overtaking. Strict adherence to 10,000 km oil change intervals with the correct low-viscosity oil is critical to protect the 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. The engine's torque-rich character makes it forgiving for daily driving.
Oil Specs: Requires 5W-20 meeting API SM/SN specification (Honda Owner's Manual 2011 Accord).
Emissions: Certification applies to 2010-2015 models for the North American market (Honda Internal Emissions Certification Docs).
Power Ratings: Measured under SAE J1349 standards. Peak figures achieved with 87 AKI (91 RON) fuel (Honda Group PT-2013).
Honda Technical Information System (TIS): Workshop Manual 2011 Accord, SIB 10-091
Honda Electronic Parts Catalogue (EPC): Doc. H-K24Z2-10
Honda Owner's Manual: 2011 Accord
The Honda K24Z2 was used across Honda's CU 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 2011 Accord). The 8th digit of the VIN for Accord models is often 'K'. Visually, it can be identified by its DOHC valve cover with "i-VTEC" embossed on it. Critical differentiation from the K24Z3: The K24Z2 has a lower compression ratio (10.5:1 vs 11.0:1) and produces slightly less power. The engine also features a drive-by-wire throttle body.
The K24Z2 is renowned for its durability and refinement, 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 (2010-2015) and aggregated workshop repair data. Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about HONDA K24Z2.
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