Honda K20A Engine for Sale | OEM Used Honda 2.0L i-VTEC DOHC, K20A and K20Z3 Variants
$3,475.00
At a Glance
- Condition: OEM used, compression tested across all 4 cylinders
- Availability: In stock, K20A Type R, K20A2, K20A3, and K20Z3 variants available
- Shipping: Free shipping to all 50 states via crated freight, 5 to 10 business days
- All 4 cylinders compression tested, results available before you pay
- Engine code confirmed (K20A vs K20A2 vs K20A3 vs K20Z3) before shipping
- i-VTEC operation tested including cam phaser
- Timing chain condition inspected (maintenance-free chain design)
- Donor application documented (EP3, FD2, DC5, RSX, Civic Si)
- 100% fitment verified before every order ships
- No core charge required
- Backed by a 15 day replacement warranty against internal defects
Description
About the Honda K20A Engine
The Honda K20A is the high-output Type R variant of Honda K-series 2.0L DOHC family, originally fitted to the JDM Honda Civic Type R (EP3 and FD2) and the JDM Honda Integra Type R (DC5). It is NOT the same engine as the US-spec K20A2 (Acura RSX Type S), K20A3 (Civic Si EP3, RSX base), K20Z1 (later RSX Type S), or K20Z3 (Civic Si FA / FG). The K20A has unique high-compression pistons, more aggressive cams, hand-finished ports on early units, and 11.7:1 compression. It is the definitive K-series performance engine.
The K20Z3 Civic Si Engine is What Most US Buyers Search For
While the JDM K20A is the highest-output K-series engine, the K20Z3 is the most-searched K-series engine for US buyers. The K20Z3 powered the 2006 to 2011 Honda Civic Si in both Sedan (FA5) and Coupe (FG2) body styles, producing 197 horsepower at 7,800 rpm and 139 lb-ft of torque, with an 8,000 rpm redline and Honda i-VTEC variable valve timing on intake cams. K20Z3 buyers are typically Civic Si owners replacing a worn original or builders doing a Civic Si engine swap into an older chassis. We carry K20Z3 units with verified compression and engine code photographed before shipping.
Important Engine Code Distinction You Must Understand Before Buying
The “K20A” code in JDM applications refers specifically to the Type R high-output 2.0L. In US-market applications, Honda used several similar but different codes for K-series 2.0L engines: K20A2 in the 2002 to 2004 Acura RSX Type S, K20A3 in the 2002 to 2005 Civic Si EP3 and RSX base trim, K20Z1 in the 2005 to 2006 Acura RSX Type S, and K20Z3 in the 2006 to 2011 Civic Si FA and FG. None of these US-market engines have the same internals, cams, or compression as the JDM K20A Type R. We confirm the engine code for every unit we ship.
Why Honda Builders Buy a K20A or K20Z3
For US-market K-swap projects targeting the highest naturally aspirated power on stock internals, a JDM K20A Type R is the foundation. For Civic Si owners replacing a worn unit, a K20Z3 from a verified donor is the right choice. For RSX Type S owners, the K20A2 or K20Z1 from the same chassis is the like-for-like replacement. The square 86 x 86 bore and stroke gives every K20 its trademark willingness to rev, and the i-VTEC cam phasing on the intake side gives a broader powerband than the older B-series VTEC engines.
Signs You Need a Replacement K20 (or You Are Considering a K-Swap)
- Knock or rattle under load, rod or main bearing wear on high-mileage units
- Loss of compression on one or more cylinders, head gasket or ring wear
- Excessive blue smoke, valve seal wear or piston ring wear
- i-VTEC cam phaser noise or codes, oil control valve issue
- Coolant in oil, head gasket failure (typically post-overheat event)
- Building a K-swap project (Civic EG, EK, EF, DC2 Integra, S2000 hybrid)
- Upgrading from a K20A3 to a K20Z3 or K20A Type R for higher output
Known K20 Issues We Inspect Before Shipping
- Compression on all 4 cylinders, the leading indicator of overall condition
- i-VTEC cam phaser operation tested, oil control valve function verified
- Timing chain condition inspected (the K-series uses a maintenance-free chain, not a belt)
- Head gasket integrity, especially on units with previous overheating history
- Engine code photographed and verified (K20A, K20A2, K20A3, K20Z1, or K20Z3)
- Donor application documented (EP3, FD2, DC5, RSX, Civic Si)
What Ships and What Does Not
| Item | Details |
|---|---|
| INCLUDED | Long block: block, crankshaft, rods, pistons, camshafts, head, valve train, oil pan, valve cover, timing cover, harmonic balancer. i-VTEC oil control valve where present. |
| NOT INCLUDED | Intake manifold (sometimes included, varies by donor), throttle body, ECU, harness, alternator, starter, A/C compressor, power steering pump, flywheel, motor mounts. |
| Fluids | Drained before shipping. Refill with Honda-spec 5W-30 motor oil, full synthetic recommended. |
| Core Note | No core charge. You are not required to return your old engine. |
Vehicle Compatibility
The Honda K20 family was a direct fit in the following vehicles:
| Vehicle | Compatibility |
|---|---|
| JDM Honda Civic Type R EP3 | 2001 to 2005 (K20A) |
| JDM Honda Civic Type R FD2 | 2007 to 2011 (K20A, Japan only sedan) |
| JDM Honda Integra Type R DC5 | 2001 to 2006 (K20A, Japan only) |
| Acura RSX Type S | 2002 to 2004 (K20A2), 2005 to 2006 (K20Z1) |
| Acura RSX Base | 2002 to 2006 (K20A3) |
| Honda Civic Si EP3 | 2002 to 2005 (K20A3 USDM) |
| Honda Civic Si FA5 Sedan | 2006 to 2011 (K20Z3, the volume Civic Si engine) |
| Honda Civic Si FG2 Coupe | 2006 to 2011 (K20Z3) |
| Honda CR-V | 2002 to 2009 (K24A1, K24A4 – sister K-series engine) |
Common K-swap applications: K20 swap into Civic EG (1992 to 1995), Civic EK (1996 to 2000), Civic EF (1988 to 1991), DC2 Integra (1994 to 2001), S2000 (with custom mounting). With the right swap mounts (Hasport, Innovative Mounts, Hybrid Racing), wiring (KPRO or AEM Infinity), axles, and transmission, a K20 swap is one of the most documented Honda swaps.
Inspection Workflow
Every used K20 we ship goes through this process:
- Compression test across all 4 cylinders, pressure per cylinder recorded
- i-VTEC cam phaser operation and oil control valve verified
- Timing chain condition inspected
- Visual inspection of block deck, head surfaces, and oil galleries
- Engine code photographed (K20A, K20A2, K20A3, K20Z1, or K20Z3)
- Donor application (EP3, FD2, DC5, RSX, Civic Si) documented
- Approximate mileage from donor disclosed where available
Where donor mileage is verified, it is shared. Where mileage cannot be confirmed, we disclose openly before payment. Full inspection notes and photographs available on request.
Why Buy From Part Nests
- All 4 cylinders compression tested, results before you pay
- Engine code photographed and confirmed (K20A Type R, K20A2, K20A3, K20Z1, or K20Z3)
- i-VTEC cam phaser and oil control valve operation tested
- Timing chain condition verified (maintenance-free K-series chain)
- Donor application documented (EP3, FD2, DC5, RSX, Civic Si)
- K20Z3 Civic Si specific inventory tracked for FA5 and FG2 applications
- Free crated freight to all 50 states, no hidden fees
- No core charge, keep your old engine
- 15 day replacement warranty on internal defects
- Call (855) 634-4447 to confirm K20 variant (Type R, K20A2, K20A3, K20Z1, K20Z3) and donor application before ordering
15 Day Replacement Warranty
Every used Honda K20 engine purchased through Part Nests carries a 15 day replacement warranty starting on the delivery date.
What Is Covered
- Internal defects already present when the engine arrives
- Compression failures on any of the 4 cylinders beyond what was disclosed
- i-VTEC cam phaser failures within 15 days from installation (where i-VTEC was documented as functional at shipping)
- Oil control valve failures within 15 days from installation
- Timing chain failures within 15 days from installation
- Connecting rod or bearing failures within 15 days from installation
- Incorrect engine code shipped (K20A vs K20A2 vs K20A3 vs K20Z1 vs K20Z3) due to an error on our end
What Is Not Covered
- Damage caused during installation
- Damage from running with incorrect ECU calibration for the engine code shipped
- Damage from aggressive aftermarket tuning beyond Honda spec
- Damage from operating with low oil level (the K-series uses oil pressure for VTEC engagement)
- Damage from extended oil change intervals or incorrect oil viscosity (Honda-spec 5W-20 or 5W-30 synthetic recommended)
- External components (ECU, harness, throttle body, alternator, starter, A/C, P/S, flywheel or flexplate, motor mounts) unless itemized
- Labor expenses of any kind
To start a warranty claim, reach us within 15 days of delivery at (855) 634-4447.
- All 4 Cylinders Tested: Compression results documented before payment
- Engine Code Confirmed: K20A, K20A2, K20A3, K20Z1, or K20Z3 documented
- i-VTEC Function Verified: Cam phaser and oil control valve tested
- Timing Chain Inspected: Maintenance-free K-series chain condition assessed
- K20Z3 Civic Si Inventory: Tracked specifically for FA5 and FG2 applications
- 15 Day Replacement Cover: Internal defects protected from delivery onward
Additional information
| engine-family | Honda K-Series |
|---|---|
| configuration | Inline 4 DOHC, 16 valves |
| displacement | 2.0L (1, 998 cc, 121.9 cu in) |
| bore-x-stroke | 86.0 mm x 86.0 mm |
| compression-ratio | 9.8:1 to 11.7:1 by variant |
| aspiration | Naturally Aspirated |
| valve-train | DOHC with i-VTEC |
Different tunes, cams, compression ratios, and applications. K20A is the JDM Type R variant (EP3 Civic Type R, FD2 Civic Type R, DC5 Integra Type R), 11.7:1 compression, the highest-output factory K20 with hand-finished ports on early units. K20A2 is the 2002 to 2004 Acura RSX Type S, 11.0:1 compression, US-market performance K20. K20A3 is the 2002 to 2005 Civic Si EP3 and RSX base trim, lower compression industrial-tuned variant. K20Z1 is the 2005 to 2006 RSX Type S, revised K20A2 with better breathing. K20Z3 is the 2006 to 2011 Civic Si FA5 (sedan) and FG2 (coupe), 197 hp at 7,800 rpm with 8,000 rpm redline. We photograph the engine code on every unit before shipping.
Depends on budget and target power. For the highest factory naturally-aspirated power, source a JDM K20A Type R (EP3 or DC5 donor). For a strong street K-swap on a moderate budget, a K20A2 or K20Z3 is excellent. For a budget K-swap with room to grow via tuning, a K20A3 short block with a K20A2 or K20Z3 head (the popular hybrid build) gives you the best of both worlds. We can advise based on your build goals; call us at (855) 634-4447.
Square 86 x 86 bore and stroke plus i-VTEC. The K20 family uses a square (equal bore and stroke) 86mm x 86mm geometry that gives the engine inherent high-RPM character. Combined with Honda i-VTEC variable valve timing on the intake cams (which advances valve timing and switches to a more aggressive cam profile above approximately 5,800 rpm), the K20Z3 makes its peak 197 hp at 7,800 rpm and pulls cleanly to its 8,000 rpm rev limit. Earlier B-series VTEC engines had a similar high-RPM character but the K-series adds variable timing for a broader powerband.
Yes with appropriate K-swap hardware. The K20 swap into Civic EG (1992 to 1995), Civic EK (1996 to 2000), and Integra DC2 (1994 to 2001) is one of the most documented Honda swaps. The swap requires K-swap motor mounts (Hasport, Innovative Mounts, Hybrid Racing), an axle adapter or K-series-compatible axles, the K-series transmission (often a 5-speed or 6-speed from a Civic Si or RSX Type S donor), the K-series shift linkage, a K-series-compatible wiring harness (KPRO ECU or AEM Infinity standalone), and a K-series throttle cable or drive-by-wire conversion. Complete swap kits are available from multiple suppliers.
Timing chain, maintenance-free. The K-series uses a chain-driven timing system that is designed to last the life of the engine with proper oil maintenance. There is no scheduled timing belt service like older D-series and B-series Honda engines required. The chain itself rarely fails; what wears at high mileage is the chain tensioner. We inspect timing chain condition on every K20 before shipping. If the engine has been run with regular oil changes, the chain will be in good shape.
Yes with the right K20 variant. The 2002 to 2005 Civic Si EP3 came factory with the K20A3 (US-spec, 160 hp). Many EP3 Si owners upgrade to a JDM K20A Type R (EP3 Type R variant) or a K20Z3 for substantially more power. The swap requires modified intake/exhaust, ECU calibration (KPRO or aftermarket standalone), and matching transmission gear ratios. The EP3 chassis is K-series-native, so motor mounts and accessory drive are direct-fit.
Yes but more involved. K20 swap into the Honda S2000 (AP1 or AP2) is a less-common but documented build. The S2000 originally came with the F-series F20C or F22C engine. K20 swap requires custom mounts, custom oil pan modifications for chassis clearance, modified driveshaft, ECU adaptation, and matching transmission (often retaining the S2000 transmission with a K-series adapter, or sourcing a K-series transmission with a matched bellhousing). The result is a K-swapped S2000 with substantially more torque than the original F-series.
No. There is no core return required.
2 reviews for Honda K20A Engine for Sale | OEM Used Honda 2.0L i-VTEC DOHC, K20A and K20Z3 Variants
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Diego R. –
Got a K20Z3 for a 2008 Civic Si FA5 sedan replacement after the original developed VTC actuator failure. Engine code K20Z3 photographed and confirmed up front, all 4 cylinders compression tested, i-VTEC and cam phaser tested. Drop-in replacement with matching FA5 ECU calibration. Engine spinning to 8,000 rpm cleanly again.
Adi S. –
Sourced a JDM K20A Type R from an EP3 Civic Type R donor for a Civic EG hatch K-swap project. Engine code K20A confirmed (not the US-spec K20A2), 11.7:1 compression noted up front, donor mileage documented. Honest pre-purchase guidance on the K20A Type R vs K20Z3 vs K20A2 distinctions. Foundation for a serious build.