The K24 uses an 87mm bore and 99mm stroke, which is quite a bit under square. The big difference between the two is the difference in displacement. On the bottom end, the K24 is very similar to its smaller brother, the K20. To make this really easy to understand, the A1, A4, and A8 variants of the K24 use the economy version of iVTEC and the A2 and A3 variants use the performance version of iVTEC. The performance version of iVTEC uses VTEC and VTC, whereas the economy version of iVTEC combines VTEC-E and VTC. The VTC part of the system allows valve overlap to be adjusted at any moment, resulting in much greater efficiency and slightly better performance. The VTEC part of the system has two different camshaft profiles, one for low RPMs, and one for high RPM. What’s particularly interesting about K24 heads is the different kinds of VTEC honda used for different variants.īasically, there are two kinds of iVTEC: one for economy driving and one for performance, both of which combine VTEC and VTC.
The major improvements on the A2/A3 TSX/Accord head include the larger intake valves and a more aggressive intake cam.
Without getting into too much detail the TSX Type S has a way better head design and flows much better than the CRV/Accord/Element heads. To put it simply, there are two main types of cylinder heads you’ll find on any K24: the TSX Type S head and the CRV head. While the Honda K24 is pretty consistent across all models, there are a few major changes in the cylinder heads. Honda K24: Cylinder HeadĪs with any engine family, there are changes from one variant to another. In fact, cars equipped with these engines can easily reach six digits on the odometer, surpassing other brands for reliability and performance. Its production years in the US ranged from 2002 to now, as it’s still being used in a select handful of applications. As with many of the company’s engines, it has a reputation for running smoothly and efficiently for a long time. The K24 engine from Honda is last in the K-Series. So, they took the K20A design and simply made it bigger, because bigger engines are going to make more torque and at the time Honda wasn’t really making turbocharged engines, so the only option was to just increase displacement.
The reason they developed the K24 was to use it in their larger vehicles because the only real downside to the K20A was the lack of low-end torque. Honda brought the K24A to life in 2002, about one year after the launch of the K20A.
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