What is the difference between k20a and k20z

Depending on who I talk to, I have been told that I just need a wire harnes for the exterior and the interior wires power windows, etc just plugs into the new ecu.

I purchase these manuals at helminc. I am going to compare the wiring and see if the interior wire harness will work. I am probably going to buy a K 20A from H motors since it has no miles. I have been told that theres not much of a difference between a K20A and a K20A2. The parts most of them are interchangable and can be purchased here in the US. Also with the K20A, I don't need to worry about the Immobilizer. I am planning on flashing the ecu with Hondata pro so the Immobilizer is not a big deal.

Another worry I have is the power steering and AC. Most of the mods I have found don't have these working and I don't understand why. The Power steering should be easy, it's just two connections on the rack and pinion. The AC, I think I need to get some custom hoses made up but still not a big deal. I am hoping it's because they don't need to. Another thing I noticed is that some people remove the dashboard. It doesn't make sense to me why so I am hoping that I don't have to do this.

If I do, I may have a shop do this for me. If I can get the motor working and driving fine, I imagine my next step probably in one year will be to build up the engine and transmission. Originally I wanted to build it in such a way where I can just add a turbo later but my friends adviced me that I will probably have a different cam set up in a turbo verses non turbo car. So I am on the fence if I should try to add the turbo at the same time I attempt to build the engine.

Originally Posted by manonastick. Anyways i keep thinkin jdm engines are better because they have octane there so they can run high compressions. Between the K20a2 and K20z1 are these differences noticeable? Page 1 of 4 1 2 3 4 Last Jump to page:. Terms and Conditions Ozhonda.

The time now is AM. 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. The engineers improved the intake and exhaust head ports, and added a single-scroll MHI TD04 turbocharger.

Boost pressure here is All these upgrades were a success, and the engine reached HP 6, rpm and the torque is Nm 2, — 4, rpm, with the rev limit of 7, rpm. For this engine, a modified i-VTEC head with a direct injection system and improved combustion chambers is used.

Similar to K20C1, a lightweight crankshaft and modified pistons compression ratio The power of this engine is HP 6, rpm, and the torque is Nm 4, rpm. 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 i-VTEC system is engaged at 5, rpm. That performance line is continued by the K20Z3 engine from to almost It also has traditional performance VTEC cams on the intake and exhaust cams.

Variable valve timing technology is applied to the intake side only. At that moment, Honda's engineers decided what it's not enough and made the K20Z4 for the European market, which is an analog to K20Z3.

In , Honda introduced a replacement for the mass-produced K20A1 engine. It was the K20Z2 modification. This new 2.