Guide to tuning the K24 engine from Honda

"Tuning the Honda K24 and best performance parts."

We provide a guide to K24 tuning and highlight the ultimate modifications.

Honda K24s make awesome project cars and with a few sensible tuning upgrades you can greatly improve your driving experience.

History, Power & Specs of the K24 Engine


  • 2002–2006 Honda CR-V 9.6:1 160 hp @ 6000 RPM 162 lbft @ 3600 RPM


  • 2002–2008 Honda Accord Type-S 10.5:1 197 hp; 147 kW @ 6800 RPM 171 lbft @ 4500 RPM
  • 2003–2008 Honda Odyssey Absolute 10.5:1 197 hp; 147 kW @ 6800 RPM 171 lbft @ 4500 RPM
  • 2004–2005 Acura TSX 10.5:1 197 hp; 147 kW @ 6800 RPM 166 lbft @ 4500 RPM
  • 2006–2008 Acura TSX 10.5:1 205 hp @ 7000 RPM 164 lbft @ 4500 RPM


  • 2003–2007 Honda Accord 10.5:1 197 hp @ 6800 RPM 171 lbft @ 4500 RPM
  • 2003–2007 Honda Accord Euro 10.5:1 197 hp @ 6800 RPM 171 lbft @ 4500 RPM


  • 2003–2005 Honda Accord 9.7:1 160 hp @ 5500 RPM 161 lbft @ 4500 RPM
  • 2003–2008 Honda Odyssey 9.7:1 160 hp @ 5500 RPM 161 lbft @ 4500 RPM
  • 2003–2006 Honda Element 9.7:1 160 hp @ 5500 RPM 161 lbft @ 4500 RPM


  • 2006–2007 Honda Accord 9.7:1 166 hp @ 5800 RPM 160 lbft @ 4000 RPM
  • 2007–2011 Honda Element 9.7:1 166 hp @ 5800 RPM 161 lbft @ 4000 RPM
  • 2008–2014 Honda Odyssey 10.5:1  180 hp & 6100 RPM 161 lbft @ 3600 RPM

K24W (Earth Dreams)

  • 2013–2017 Honda Accord (USDM)
    11.1:1 185 hp  @ 6400 RPM 181 lbft @ 3900 RPM
  • 2015–2019 Honda CR-V (USDM)
    11.1:1 185 hp  @ 6400 RPM 181 lbft @ 3900 RPM
  • K24W4
  • 2013–present Honda Accord (Thailand/Malaysia)
    10.1:1 174 hp @ 6200 RPM 166 lbft @ 4000 RPM
  • 2014–present Honda Odyssey (AUDM)
    10.1:1 174 hp  @ 6200 RPM 166 lbft  @ 4000 RPM
  •  K24V5
  • 2017–present Honda CR-V (Thailand)
    10.1:1 170 hp @ 6200 RPM 165 lbft @ 4000 RPM
  • K24V7
  • 2016–present Acura ILX
    11.6:1 201 hp  @ 6800 RPM 180 lbft @ 3800 RPM
  • K24W7
  • 2015–2020 Acura TLX
    11.6:1 206 hp (154 kW) @ 6800 RPM 182 lbft (247 Nm) @ 3900 RPM


  • K24Y1
  • 2012–2016 Honda CR-V (Thailand)
    10.5:1 170 hp @ 6000 RPM 162 lbf⋅ft @ 4300 RPM
  • K24Y2
  • 2012–2015 Honda Crosstour
    10.0:1 192 hp @ 7000 RPM 162 lbft @ 4400 RPM

Best K24 modifications

Just because a parts is popular with K24 owners it doesn't mean you should fit it, instead we will highlight only the parts which we have found to be the optimum ie: Those that will give your K24 the biggest power gain return for your cash.

The camshaft profile plays a big part in the engines power output so camshaft upgrades make quite a large difference. The intake & exhaust durations will alter depending on the chosen camshaft profile, so large bhp gains are on offer for camshaft upgrades.

Fast road camshafts normally boost the bhp and torque across the rpm range, you could drop a little low end bhp but your high end rpm power will be better.

Motorsport camshafts, boost the high end rpm power band but as a result the car will not idle smoothly and low end power nearly always suffers.

On a car used daily, really you should, ideally aim to optimize your engines power to your cars usage.

You'll never have found a Motorsport and race camshaft is a pleasure to live with when on the daily commute, because the lumpy idle will make the car prone to stall and smooth driving at low rpm becomes impossible. If you are developing a track car this doesn't matter as you are in the high end of your RPM range anyway and that is where you want the power to be.

Different K24 engines respond better to more or less aggressive camshaft durations check your engine on a rolling road.

The ECU mapping and fuel pump and injectors also will make differences on the torque gains you'll make.

Extending exhaust or intake durations can alter the torque band and on most engines the exhaust and intake durations do not need to match, although most cams and tuners use matched pairs there are some advantages to extending the intake or exhaust durations.

Typical stage 1 mods often include: Remaps/piggy back ECU (Hondata or Apexi), Intake headers, Panel air filters, Fast road camshaft, Sports exhaust manifold, drilled & smoothed airbox.

Typical stage 2 mods often include: fuel pump upgrades, Sports catalyst & performance exhaust, Ported and polished head, Fast road cam, induction kit, high flow fuel injectors.

Typical stage 3 mods often include: Engine balancing & blueprinting, Crank and Piston upgrades to alter compression, Adding or Upgrading forced induction (turbo/supercharger), Internal engine upgrades (head flowing porting/bigger valves), Twin charging conversions, Competition cam.

The K24 engines are great to work on and thankfully there are plenty of mods and tuning parts about.

Mapping helps fully realize the full potential of all the modifications you've fitted to your K24.

(In some cases, as the factory ECU is locked flashing is not an option, so an aftermarket ECU is the route to take, and many of these will outperform factory ECU's but make sure it has knock protection and that you get it setup properly.)

It will usually give you around 30% more power on turbocharged vehicles and 15% on NASP engines, but you mileage will vary depending on the modifications you've done and the condition of your engine.

It is the main goal to any engine performance tuning task to feed more fuel and air into each cylinder

Intake manifold transmit the air from the intake filter and allow it to be fed into the engine cylinders with fuel for the squish phase.

Shape and flow rate of the Intake manifold can make a noticeable improvement to fuel engine efficiency on the K24.

I usually find intake headers are in dire need of an upgrade, although some makers provide fairly well optimized intake headers.

Adding a K24 larger valve kit, doing some port matching and head flowing will also raise performance, this will afford you a greater performance increase on other parts.

K24 Turbo upgrades

The more air to get into an engine, the more fuel it can burn and uprating the induction with a turbocharger upgrade makes massive power gains.

NASP engines need quite a lot of work when you add a turbo, so we have a separate guide to help you take into account the pros and cons of going this route on your K24

When the engine is turbocharged, tuning parts are going to net you a larger power gain and you'll see that turbo engines use uprated components.

However you will find all engines have weakspots which show up when tuned.

See where you'll find these restrictions and fit stronger pistons, crank and engine components to utilize the power.

It's not unheard of people spending a lot of money on turbo charger upgrades on the K24 only to watch the motor catastrophically fail on it's first outing after it's used in anger.

Large upgraded turbo units will usually experience low end lag, and low capacity turbo units spool up more quickly but don't have the peak end torque gains.

Thankfully the market of turbo chargers is always evolving and we commonly find variable vane turbo chargers, where the vane angle is altered according to speed to lower lag and increase top end bhp and torque.

Twin scroll turbo chargers divert the exhaust flow into 2 channels and direct these at differently angled vanes in the turbocharger. They also improve the scavenging effect of the engine.

You'll commonly see there is a restriction in the air flow sensor MAP/MAF/AFM on these engines when a lot more air is being pulled into the engine.

We note 4 bar air sensors coping with quite large power gains, whereas the OEM air sensor sapped bhp at a much lower level.

Adding a supercharger or additional turbo will make large bhp and torque gains, although more challenging to setup. We have a twincharger bhp and torque adding guide if you want to read more.


You will need to ensure that the engine is not starved of fuel so will need to ramp up the fuelling when you start going beyond 20% of a torque increase. It is important to be generous with your flow rate on the injectors.

As a rule of thumb add 20% to the flow rate when fitting an injector, which takes into account injector deterioration and gives you some spare capacity should the engine need more fuel.

K24 Exhaust

You should look to boost your exhaust if the existing exhaust is actually causing a restriction.

On most factory exhausts you'll find the flow rate quite well even on modest power gains, but when you start pushing up the power levels you will need to get a better flowing exhaust.

Sports exhausts will certainly help air flow out of the engine but avoid an exhaust that is too large or you might just stuff your flow rate and make things worse. So generally speaking, keep to a size of 1.5 to 2.5 inches for best results.

Usual exhaust restrictions can be located the catalysts installed, so adding a better flowing race alternative such as a sports catalyst pretty much removes this restriction, thanks to it's larger size and surface area, and will effectively raise the performance to levels you would expect without having a catalyst installed, but keeps the car road legal.

Weak spots Issues & problem areas on the K24

The K24 engines are generally reliable and solid as long as they are regularly serviced and maintained.

Carbon build up in the head, particularly around the valves which will sap power or create flat spots, this is a larger issue on direct injection engines but should be looked out for on all engines. We have tips on removing carbon build up.

Some of our members have had issues with flat spots or glitches after applying mods and upgrades or tuning, this is not usually related to this engines design, so instead see our article on diagnosing flat spots and problems after tuning which should help you get the bottom of this issue.

Regular oil changes are vital on the K24, especially when tuned and will help extend the life and reliability of the engine.

If you would like to know more, or just get some friendly advice on Tuning your Honda engine please join us in our friendly forum where you can discuss K24 tuning options in more detail with our K24 owners. It would also be worth reading our unbiased Honda tuning articles to get a full grasp of the benefits and drawbacks of each modification.

Please help us improve these tips by sending us your feedback in the comments box below.

We love to hear what our visitors have got up to and which tuning parts work best for them on each model of car. Comments are used to improve the accuracy of these articles which are continually updated.

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Your Constructive comments on this article

2 Responses to “K24 Tuning”

  1. Aj Hodgee says:

    Kk-24a4 upgrade head to k-24a2 tsx /with tsx piston & the s oil pump what should when install by replacing the vtc with Rbb & pRB oil solenoid to activate my IVtck

    • Lew says:

      Does this also goes for the K24a8? I cant find any solid build guides for the engine. I have a TSX head with Stage 3 cams, Hybrid racing tensioner, and a TSX manifold/ throttle body. Is there anything I need to do to the bottem end? Im thinking of going N/A then Boost. Thanks

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