The Honda K24Z5 is a 2,354 cc, inline‑four naturally aspirated petrol engine produced between 2012 and 2015. 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 173 PS.
Fitted primarily to the European‑spec Honda CR-V (RE5) and Civic (FB2), the K24Z5 was engineered for refined, responsive performance in compact SUVs and hatchbacks. Emissions compliance for its production era was managed through precise fuel metering and a catalytic converter, meeting Euro 5 standards applicable to vehicles registered from January 2011 onwards.
One documented engineering focus was reducing friction for improved fuel economy, addressed through specific piston skirt coatings and low-tension rings as detailed in Honda Service Bulletin 13‑008. Later K24 variants, like the K24W, incorporated direct injection for enhanced efficiency.
Honda
Production years 2012–2015 meet Euro 5 standards for vehicles registered from January 2011 (VCA UK Type Approval #VCA/HON/12/01).
The Honda K24Z5 is a 2,354 cc inline‑four naturally aspirated petrol engine engineered for compact SUVs and hatchbacks (2012-2015). It combines DOHC 16-valve architecture with i-VTEC variable valve timing to deliver a broad, accessible powerband. Designed to meet Euro 5 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 | 173 PS (127 kW) @ 6,000 rpm | |
| Torque | 22.6 kgf·m (222 Nm) @ 4,000 rpm | |
| Fuel system | Honda PGM-FI (Programmed Fuel Injection) | |
| Emissions standard | Euro 5 | |
| Compression ratio | 10.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven DOHC | |
| Oil type | 0W-20 API SN/SP (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 0W-20 full synthetic oil is critical for optimal lubrication, fuel economy, 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 0W-20 API SN/SP full synthetic specification (Honda Owner's Manual RE5/FB2).
Emissions: Certified to Euro 5 standards for vehicles registered from Jan 2011 (VCA Type Approval #VCA/HON/12/01).
Power Ratings: Measured under JIS D 1001 standards. Output figures are for the European-spec CR-V variant (Honda Group PT-2014).
Honda Technical Information System (TIS): Workshop Manuals RE5/FB2
Honda Electronic Parts Catalogue (EPC): Doc. H-K24Z5-12
Honda Service Bulletin Database: SB 13-008
Japanese Industrial Standards: JIS D 1001 Engine Power Measurement
The Honda K24Z5 was used across Honda's RE and FB 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 CR-V versus the Civic-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 RE5/FB2). The 8th digit of the VIN for RE/FB chassis is 'K' for the K-series engine family. The K24Z5 is visually identified by its black valve cover with "i-VTEC" cast into it and the presence of a balance shaft assembly. The intake manifold features a single, large plenum. Critical differentiator from K24W: The K24Z5 uses port fuel injection, while the K24W uses direct injection. Service parts like the cylinder head are not interchangeable.
The K24Z5'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 (2012-2016) and aggregated workshop repair data. Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about HONDA K24Z5.
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Regulation (EC) No 715/2007
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