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The Honda K24 appeals to swap builders because it combines 2.4-liter displacement and the extra torque Honda associated with its larger four-cylinder with a range of distinct engine versions used in mainstream cars. But “K24” is a family name, not a guarantee of one output, parts combination or fitment. The right choice depends on the exact engine code, donor, chassis and intended use.
The TSX K24A2 is a documented performance starting point, and KPower Industries recommends it for many of its supported swaps. That is vendor guidance, not proof that it is the best or easiest K24 for every project. A complete conversion also involves chassis-specific mounting, driveline, wiring and other supporting systems.
Why builders choose the K24
Honda’s account of the engine family gives the basic appeal: the 2.4-liter versions offered similar horsepower to smaller four-cylinder versions but added torque. Honda introduced the K24A1 in the 2002 CR-V and the K24A4 in the 2003 Accord and Element. That spread across everyday models helps explain why the family is familiar to builders, but it does not establish that every variant is inexpensive, readily available or suitable for a given swap.
The K24 also belongs to Honda’s DOHC four-cylinder i-VTEC family. Honda News explains that, in Honda four-cylinder engines, i-VTEC combines VTEC’s variable cam lift and duration with Variable Timing Control (VTC). The technology and output vary by engine version; the name alone does not tell you which valvetrain or electronics a donor has.
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- For Honda CR-V K24 Engine 2002-2006
So the K24’s appeal is best understood as a useful combination of displacement, torque and multiple donor applications—not a universal power rating or a measured ranking of swap popularity.
Which K24 versions are relevant?
Engine codes matter. The figures below come from the January 27, 2022 Honda.ba K20/K24 hybrid-build guide, except where Honda News is identified. They describe specific versions, not a family-wide specification.
| Engine | Application or guidance | Reported output | Other details |
|---|---|---|---|
| K24A1 | CR-V application described by the Honda.ba guide | 160 hp at 6,000 rpm; 162 lb-ft at 3,600 rpm | 9.6:1 compression; intake-focused valvetrain description in the guide |
| K24A2 | Acura TSX application described by the Honda.ba guide; KPower recommends 2004–2008 TSX engines for most of its swap packages | 200 hp at 6,800 rpm; 166 lb-ft at 4,500 rpm | 10.5:1 compression; conventional cam-switching VTEC and VTC, per the guide |
| K24Z1 | Version described by the Honda.ba guide | 166 hp at 5,800 rpm; 161 lb-ft at 4,200 rpm | Compression and valvetrain details not stated in the Honda.ba guide |
| K24Z7 | Civic Si version described by Honda News | 201 hp initially; 205 hp in a later version | The cited Honda News passage does not state torque or the calendar years for the two ratings |
The K24A2: a documented performance donor
The TSX K24A2 stands out in the cited swap guidance because KPower recommends the 2004–2008 engine for most of its packages. Its recommendation applies to the vendor’s offerings; it is not a universal fitment rule. Donor completeness, condition, market and the needs of the target chassis still matter.
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- 【Fit for】2004-2008 ACURA TSX, ENG CODE "K24A2"; 2003-2005 HONDA ACCORD, ENG CODE "K24A4"; 2006-2007 HONDA ACCORD, ENG CODE "K24A8"; 2002-2006 HONDA CR-V, ENG CODE "K24A1"; 2007-2009 HONDA CR-V, ENG CODE "K24Z1", 2003-2006 HONDA ELEMENT, ENG CODE "K24A4"; 2007-2011 HONDA ELEMENT, ENG CODE "K24A8". 2.4L 2354CC L4 DOHC, (16 VALVE).
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The K24Z3: a chassis-specific alternative
KPower names the K24Z3 for its Miata package. That makes it a relevant option to investigate for that particular conversion, not a general substitute for the TSX engine or a guarantee of compatibility with other chassis. The cited guide does not provide a K24Z3 factory-output comparison.
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What does a K24 swap require?
An engine that fits the general K-series description is not automatically a drop-in fit. Required parts depend on the chassis, transmission, engine version and conversion package. KPower’s component guidance for its supported swaps includes mounts, an engine/transmission adapter plate, flywheel, oil pan, and oil-pump adapter and pickup.
Hasport’s EFK1 installation instructions show how specific the rest of the package can be: the document covers K-series installations in 1988–1991 Honda Civic and CRX models and identifies a compatible transmission, intermediate shaft and axles, conversion harness, ECU, shifter, fuel and cooling provisions, plus a K24-specific Honda engine bracket. These instructions apply to those listed cars, not to every K24 conversion.
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- [Fitment] for Honda Civic Si 2002-2015, for Honda Accord 2003-2013,2015-2017, for Honda Element 2002-2011, for Honda Crv 2002-2016, for Acura Tsx 2003-2014, for Acura Rsx 2002-2006, for K20A, K20Z, K24A, K24Z Engines ( 2.0L - 2.4L ) Cylinder Heads.
- [Part Number] 07AAB-RWCA120.
- [Easy to Use] This camshaft alignment tool pin tool can be easily inserted into the camshaft plate, which makes it easy to hold the end of the camshaft in place so that the chain does not skip a tooth when the tensioner is installed.
- [Function] This cam lock tool helps you line up and hold (lock) the cams while you are working on the engine for good timing chain alignment each time.
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Check the whole donor and conversion package
- Engine identity: Confirm the engine code, donor model and year, and market. Ask exactly which accessories, intake parts, sensors and wiring harness come with the engine.
- Mounting and clearance: Match the mount kit, oil pan and any adapter parts to the exact chassis and engine combination.
- Transmission and axles: Verify the transmission, clutch and flywheel pairing, as well as intermediate-shaft and axle requirements.
- Electronics: Check that the harness, ECU, starter, alternator and sensors suit the chosen engine and conversion wiring. Hasport’s instructions, for example, limit its transmission-side bracket to certain 2002-up Civic Si, RSX and Integra manual transmissions.
- Vehicle systems: Plan for the required shifter, fuel and cooling provisions, along with any emissions or registration requirements that apply where the car will be used.
- Use and condition: Account for donor condition, oil control, cooling needs and the intended use before estimating the total installed cost.
Before ordering, verify part numbers against the precise chassis, engine code and transmission. The cited guides do not establish a current market-wide price comparison or a universal parts list.
Can K20 and K24 parts be mixed?
Some hybrid builds combine K-series components, but that does not mean K20 and K24 parts are interchangeable as a rule. The Honda.ba guide is specifically about K24A engines; it expressly does not cover Z-series engines. For the K24A hybrid work it describes, the guide says the K20 timing chain and timing-chain cover are too short, the dipstick differs, and the larger bore calls for a K24 head gasket.
Treat those as notes for the guide’s described build, not as a complete Honda parts-compatibility catalog. Confirm each component for the exact engine combination and use the applicable service manual for torque specifications.
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- 【Fitment】Compatible with Honda CR-V 2002-2006, Honda Element 2003-2011, and K24 engine swap projects for Honda Civic EG/DC/EK/EP3 platforms (this is a direct replacement bracket). Exact match to OEM #11910-PPA-000—we recommend verifying your vehicle’s year/model, part details, and part number before purchasing for a seamless fit.
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How should you plan for oil control?
Oil-system choices depend on the engine combination and intended use. The Honda.ba guide discusses oil-pump conversion work for higher-rpm combinations and recommends an oil-pan baffle for autocross, circuit or drag use. Those are build-specific recommendations; they do not establish one pump or pan as the right choice for every K24 swap. Check compatibility with the chosen engine, pan and chassis before selecting oiling parts.
What can a K24A2 package produce?
KPower’s planning guide, updated in October 2020 and focused on NA/NB Miata and E30 conversions, reports 220–230 wheel horsepower and more than 180 lb-ft at the wheels for a stock K24A2 fitted with a 50-degree VTC gear and the supporting upgrades in its swap packages. Those are vendor-reported package figures, not factory engine ratings or an independently verified dyno result. The same guide says it generally sets an 8,200-rpm rev limiter for track use; that is KPower’s stated practice, not a universal safe limit for all K24 builds.
Keep crank-rated factory-style output figures and wheel-output package figures separate: they are not directly interchangeable measurements, and the package result depends on the specified supporting parts and setup.
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- Start with the chassis and conversion. Find a parts package that explicitly covers the car and its transmission; do not select an engine in isolation.
- Choose the engine code against that package. The TSX K24A2 is KPower’s recommendation for most of its supported swaps, while its Miata guidance names the K24Z3. Treat both as vendor- and chassis-specific advice.
- Compare complete donors. Check condition and included intake, accessories, sensors and harness, not just the advertised engine code.
- Confirm drivetrain and electronics compatibility. Match the transmission, clutch, axles, ECU and wiring to the exact conversion parts.
- Set the build requirements before buying extras. Determine whether your intended use calls for particular oil-control, cooling or other supporting changes, then verify them against your combination.
- Price the installed project. Include mounts and conversion hardware, driveline and integration work, and any required vehicle-system changes. The cited sources do not provide a universal installed-cost figure.
The K24 is a compelling swap platform when its displacement and torque suit the project and the builder can match the engine version to the chassis with the necessary support systems. The engine code and conversion plan—not “K24” by itself—determine whether a particular donor is the right choice.
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