The engine power is HP 8, rpm, the torque is Nm 6, rpm. The size of standard fuel injectors is cc. Head porting is made for this engine at the factory. The size of the throttle body was 62 mm. In , the K20A engine received some upgrades. They installed a short RRC intake manifold, a 64 mm throttle body, improved the intake and exhaust head ports, installed reinforced connecting rods, and the compression ratio reached Now the VTEC system is triggered at 5, rpm instead of 6, rpm as before.
As a result, the power increased to HP rpm, the torque is Nm 6, rpm, and the rev limiter is triggered at 8, rpm. K20A1 — this version was described in the beginning of the article. The power was HP 6, rpm, and the torque was Nm 4, rpm. Here are the K20A2 cam specs: intake — 7. The compression ratio is slightly lower — 11, and the i-VTEC system is triggered at 5, rpm.
The power was HP 7, rpm, the torque is Nm 6, rpm, and the rev limiter is triggered at 8, rpm. The size of OEM fuel injectors is cc. The size of injectors is cc, i-VTEC is triggered at 2, rpm. A PPA intake manifold is used here, which is triggered at 4, rpm. K20Z1 is a modified version of the K20A2 engine. Here they modified the intake system, used the same PRB intake manifold, a new exhaust manifold, and installed more dynamic camshafts, which resulted in HP 7, rpm, and the torque was Nm 6, rpm.
K20Z2 is a replacement for K20A, it featured a new long runner intake manifold, modified camshafts and the Drive by wire technology. The power was HP 7, rpm, and the torque was Nm 6, rpm. It can be found in European Civic Type R. A new lightweight crankshaft, forged connecting rods, and modified pistons compression ratio 9. In addition, a new cylinder head with direct injection system and i-VTEC system for intake and exhaust valves is used.
All K20s use a coil-on-plug, distributorless, electronically controlled ignition system and modern electronic port fuel injection system. The compression ratio of the K20A1 is 9.
The K20A3 is similar to the K20A1. The purpose of that system is to reduce emissions and improve fuel efficiency. VTEC is activated at 2, rpm. The engine was equipped with cc fuel injectors and a dual runner intake manifold. The compression ratio is 9. It has balancing shafts, high compression pistons The cylinder head features head porting made from the factory.
The intake was equipped with the 62 mm throttle valve. The i-VTEC engagement starts at 6, rpm. In , the K20A engine was revised and upgraded. The bottom received new reinforced connecting rods, the compression ratio rose to It got a new exhaust manifold, a short RRC intake manifold, and a 64 mm throttle body.
The cylinder head intake and exhaust ports were reshaped and optimized. On that engine, the i-VTEC kicks at 5, rpm. It was equipped with a PRB intake manifold and different camshafts. The CR is The K20Z1 is a high-rev version of the K20A2 engine. It was produced in and years. Here you can find the same PRB intake manifold, but a new exhaust manifold, high-performance camshafts, and increased up to The Honda K20 has a clockwise rotation in its architecture.
Years before this all Honda engines used a counterclockwise rotation for its engine up until the K20 came along. Honda worked hard to create an engine that was going to be able to meet with modern day standards and reduce fuel emissions along with better durability for a longer lasting lifespan as well. Of course with all of these different variants of the K20, there were different horsepower and torque ratings.
Most of the power differences come from different compression ratios, tunes, and cylinder head design. In any internal combustion engine, the cylinder head is the key to unlocking power. Just like the B-Series, D-Series, H-Series, F-Series, and pretty much every Honda engine out there, the K20 has a pretty big aftermarket and has been proven to be quite a good little motor.
Of course, the typical intake and exhaust modifications will gain power, putting a K20A2 around whp, which is pretty good considering a naturally aspirated B-Series can have a difficult time reaching whp without quite a bit of modification.
The K20 has more room for naturally aspirated power than the B-Series, to put it simply. This will give you 2. With larger pistons, the compression ratio is then capable of being increased to There are several models available off-the-shelf which can provide over hp. With a Garrett GTR, stage 2 cams, valve springs and retainers you could well be looking at even more power. Not sure whether a turbo or supercharger is best for your needs?
With some simple bolt-on mods such as a cold air intake system, a front-mount intercooler, a full exhaust system with downpipe and Stage 2 ECU tuning, you can be looking at hp with the stock turbocharger around hp for the Accord X. How does a 1,hp Kpowered NSX tickle your fancy? You may well be upgrading or tuning this, but it always makes life far easier if you have the original ECU to hand.
It can sometimes be worth holding out a little longer and extending your budget for some worthwhile upgrades. Things like an upgraded throttle body can provide decent power upgrade potential for minimal cost. Besides the obvious routine servicing, typical maintenance can include valve adjustment every 24, miles.
Valve clearances for a cold engine are 0. Camshafts on the K20 are rotated by a timing chain which has a service life longer than , miles. As for the problems you may well encounter during your ownership, and which are well worth looking out for when it comes to buying.
Oil leaks, as with all engines, can sometimes occur. With highly worn engines, after checking the mounts, it issue may lie with an elongated timing chain. Engines produced between the model years can sometimes suffer from the fourth cylinder overheating. Although it took some convincing for the die-hard B-series owners, the K20 certainly turned into yet another powerplant than Honda can deservedly be proud of and in many ways was a large leap from the legendary B With its i-VTEC technology, it enabled significantly improved airflow and also added coil on plug technology.
Its tuning potential makes it a fantastic choice for either upgrading your existing engine or using it for a swap to create a whole different animal. With up to hp achievable with the later engines, they can eventually be pushed to 1,hp with extensive modifications.
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