K24A1 block with K20A2 head (hybrid K-series engine swap)

Engine K-series swap wiring / engine management Verified Modification Required

Compatibility Overview

Source Vehicle

CR-V (K24A1) with K20A2 head

Years: 2002-2006

Target Vehicle

Integra Type R (DC2)

Generation: DC2

Years: 1995-2001

Installation Difficulty

Easy Basic tools
Moderate Some experience
Difficult Skilled work
Expert Professional

Reference

F20C specs → K20A specs → K24A specs → R18A4 specs → K20Z4 specs → L15B7 (5PA) specs → L15B7 Gen 2 specs → R20Z2 specs → R20Z1 specs → R20A9 specs → R18Z9 specs → ET2 specs → ET1 specs → EV1 specs → EW1 specs → EW3 specs → EW4 specs → D15B2 specs → C27A4 specs → J37A4 specs → J32A3 specs → J32A2 specs → J32A1 specs → G25A4 specs → G25A1 specs → F23A7 specs → B21A1 specs → B20A5 specs → B20A specs → J30AC specs → K20C6 specs → L15BG specs → L15CA specs → D17A6 specs → D17A1 specs → D17A2 specs → K20C2 specs → B20Z2 specs → B20Z1 specs → B20B4 specs → K24A3 specs → K20Z2 specs → D16A1-Blacktop specs → D16A1-Browntop specs → B18A1 specs → J35Z6 specs → JNC1 specs → C32B specs → C30A specs → D15Z1 specs → D15B8 specs → D15B7 specs → F22C1 specs → F22B2 specs → F23A5 specs → F23A4 specs → F23A1 specs → J30A1 specs → K24A8 specs → K24A4 specs → J30A5 specs → J35Z2 specs → K24W1 specs → J35Y2 specs → J35Y1 specs → L15BE specs → J35Z3 specs → J30A4 specs → B16A3 specs → K20C8 specs → K20C4 specs → K20C1 specs → L15B7 specs → K20Z3 specs → R20A1 specs → R20A3 specs → R18A1 specs → R18Z1 specs → K23A1 specs → K24Z7 specs → K24Z3 specs → K24Z2 specs → K24A2 specs → K24A1 specs → K20A3 specs → D16A1 specs → B18B1 specs → B18C5 specs → B17A1 specs → H22A4 specs → B16A2 specs → H23A specs → F22B1 specs → K20Z1 specs → K20A2 specs → D16Z6 specs → B18C1 specs → B18C2 specs → B18C7 specs → EA specs → EB specs → EC specs → ED specs → EF specs → EG specs → EL specs → EM specs → EN specs → ER specs → ES specs → ET specs → K20A1 specs → K20A4 specs → K20A6 specs → K20A7 specs → K20A9 specs → K20B specs → K20Z5 specs → K24V5 specs → K24V7 specs → K24W specs → K24W4 specs → K24W7 specs → K24W9 specs → K24Y1 specs → K24Y2 specs → K24Z1 specs → K24Z4 specs → K24Z5 specs → K24Z6 specs → PPA Cylinder Head → PPL Cylinder Head → PRB Cylinder Head → R40 Cylinder Head → RNA Cylinder Head → PRB-A00 Cylinder Head → PRB Fuel injector → PRB Throttle body → RNA ECU → RNE ECU → PRB ECU → PRB-A10 Intake Manifold → PRB-A00 Intake Manifold → PRB → RNA → PRB → PRB →
K24/K20 hybrid engines physically install in the DC2 as a standard K-swap, but the wiring is the hard part when a European donor harness is combined with a USDM ECU. Getting the engine to crank, start and datalog does not confirm the sensor wiring is correct: coolant temp (ECT), cam position (CMP) and wideband O2 channels can all stay blank. Plan on a full re-pin of the engine harness to the USDM PRB ECU pinout, correct wideband O2 wiring per the Hondata CTR reference, and verification that the shared sensor power group at C101 is actually hot. Note that missing ECT/CMP/O2 readings can also be caused by the ECU itself (counterfeit or a failed internal 5 V reference), so the ECU should be proven in a known-good car before the harness is condemned.
The build mates a K24A1 block (from a European CR-V) with a K20A2 head (from a European EP3 Civic Type R) and runs a USDM PRB ECU from an RSX Type-S on Hondata KPro. The European CR-V K24 engine harness does not match the USDM PRB ECU it is mated to: wire colours and ECU-connector pin positions differ from the USDM layout, so the harness must be re-pinned against the USDM ECU diagrams rather than plugged in as-is. Specific traps include the C101 bulkhead connector, where the EUDM harness routes an ECT feed to the RSX multiplexor (a pin not used on a swap car) and supplies CMP power; and the CMP power group, which feeds several sensors at once so a wrong or unpowered C101 pin takes them all offline. TPS may also need its connector wires reversed (C-B-A instead of A-B-C).

Important Caveats

  • Counterfeit Hondata KPro units are common and mimic wiring faults; verify the ECU is genuine.
  • A failed internal 5 V reference/voltage regulator on the ECU can throw P0117 (ECT low voltage) and P0112 (IAT low voltage) even in a known-good car, so confirm the ECU is healthy before blaming the swap harness.
  • EUDM engine harness on a USDM ECU requires re-pinning; the connectors mating physically does not mean the pins align.
  • The O2 heater circuit is electrical and independent of coolant temperature; only VTEC engagement depends on ECT.

DIY Installation Guide

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Community Verification

1
user verified this swap
By kricha87 via K20A.org
Added 1 day ago

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