Product successfully added to your shopping cart
Quantity
Total
There are 0 items in your cart. There is 1 item in your cart.
Total products
Total shipping To be determined
Total
2.0 16v - F20C
Manufacturers
2.0 16v - F20C
Warning: Last items in stock!
New product
Set of 8 trimetal connecting rod half-bearings for the Honda F20C, F22C and H22A.
The F20C (2.0 litres), F22C (2.2 litres) and H22A (2.2 litres) are Honda 16-valve twin overhead camshaft four-cylinder engines, fitted to the S2000, the Prelude and the Accord Type R. ACL and King list the same bearing set for these engines: a single set covers the family.
From the factory, these engines are fitted with standard production connecting rod bearings, sized for the loads of the original engine: as soon as power, engine speed or boost pressure increase, they reach their limits.
Three layers make up a trimetal bearing: the steel back for stiffness, the copper-lead intermediate layer for load capacity, then the anti-friction running layer that protects the crankpin. This set includes 8 half shells, that is 4 pairs.
Where an aluminium bi-metal bearing, designed for low to medium loads, withstands about 8,000 psi, a performance trimetal bearing goes up to 12,000 psi: 50% extra margin. That is what keeps it durable on an engine boosted by a turbo or supercharger, or pushed to high rpm.
| ACL / King bearings Crankpin Ø 47.980 / 48.000 mm Housing bore Ø 51.004 / 51.024 mm Width 19.4 mm |
| Reference | Brand and treatment | Size | Wall thickness (mm) |
|---|---|---|---|
| 4B1912H-STD | ACL Race - Untreated | Standard | 1.496 |
| 4B1912HX-STD | ACL Race - Untreated | Std, increased clearance (HX) | 1.483 |
| 4B1912H-.025 | ACL Race - Untreated | +0.025 | 1.509 |
| 4B1912H-.25 | ACL Race - Untreated | +0.25 | 1.621 |
| 4B1912H-.50 | ACL Race - Untreated | +0.50 | 1.746 |
| 4B1912HD-STD | ACL Race - Untreated | Standard, dowel hole | |
| 4B1912HXD-STD | ACL Race - Untreated | Std, increased clearance (HX), dowel hole | |
| 4B1912HD-.025 | ACL Race - Untreated | +0.025, dowel hole | |
| 4B1912HD-.25 | ACL Race - Untreated | +0.25, dowel hole | |
| CR4033XP | King Racing - Untreated | Standard | 1.496 |
| CR4033XP STDX | King Racing - Untreated | Std, increased clearance (STDX) | 1.483 |
| CR4033XP.026 | King Racing - Untreated | +0.026 | 1.509 |
| CR4033XP0.25 | King Racing - Untreated | +0.25 | 1.623 |
The references ending in D (4B1912HD-STD, 4B1912HXD-STD, 4B1912HD-.025, 4B1912HD-.25) are the dowel-hole versions: the lower shell has a dowel hole that matches a dowel location on the connecting rod cap. Choose according to whether your connecting rod cap has a dowel or not.
Between the crankpin and the bearing there is a small gap, the running clearance, in which the oil film circulates.
In operation there is no metal-to-metal contact: the crankpin turns on this oil film, which supports the whole load. The clearance determines its thickness. A clearance that is too tight hinders oil flow, heats the assembly and promotes seizure; one that is too wide lets oil leak away, weakens the film and makes oil pressure drop. The correct clearance balances oil flow and film strength.
| Size / grade | When to choose it | ACL Race Series | King XP |
|---|---|---|---|
| Standard (STD) | Standard journal, not reground | 0.051 to 0.061 mm | 0.048 mm - 0.054 mm |
| Increased clearance (HX / STDX) | Wider clearance: high oil flow, high rpm | 0.077 to 0.086 mm | 0.073 mm - 0.079 mm |
| +0.025 / +0.026 mm | Polished journal | 0.051 to 0.061 mm | 0.048 mm - 0.054 mm |
| +0.25 mm | Journal reground to 0.25 mm | 0.051 to 0.061 mm | 0.048 mm - 0.054 mm |
| +0.50 mm | Journal reground to 0.50 mm | 0.051 to 0.061 mm | 0.048 mm - 0.054 mm |
Checking on assembly: lay a calibrated strip (Plastigauge) on the journal, torque the rod cap to spec, then compare the crushed strip against the gauge to read the clearance.
Designed for engine building and motorsport, these ACL and King trimetal connecting rod bearings carry much more load than an original bearing, whether the engine gains power, revs higher or receives a turbo or supercharger. They are available in several sizes: the standard size, a +0.025 / +0.026 mm size for a crankpin that has only been polished, +0.25 and +0.50 mm regrind sizes and the HX / STDX version with increased clearance for high-revving engines or engines needing a high oil flow. That makes it possible to put a reground crankshaft back into service without changing range and to set the clearance for the oil and use.
 | ACL Bearing Company has been making high-performance engine bearings in Australia since 1949. Its Race Series offers precise trimetal bearings, available in many sizes and proven in tuned and racing engines worldwide. |
 | King Engine Bearings, an Israeli manufacturer active since the 1960s, produces high-performance engine bearings. Its pMax Black trimetal alloy is designed to withstand heavy loads. |
| Criterion | ACL Race Series | King Racing |
| Cross-section |  |  |
| Type | High-performance trimetal bearing | High-performance trimetal bearing |
| Country of manufacture | Australia | Israel |
| Construction | Trimetal: steel back, copper layer, soft surface | Trimetal: steel back, copper layer, soft surface |
| Alloy | Race Series (copper-lead) | pMax Black (hardened copper-lead) |
| Protective coating | No | No |
| Available sizes | Standard to +0.50 mm (+ increased clearance HX) | Standard to +0.25 mm (+ increased clearance STDX) |
This connecting rod bearing set fits the F20C, F22C and H22A four-cylinder engines of the following Honda models:
| Brand | Model (chassis) | Engine code | Power | Years |
|---|---|---|---|---|
| HONDA | PRELUDE IV (BB_) 2.2 i 16V Vtec (BB1) / 2.2 VTi-R (BB1, BB4) | H22A1, H22A2 | 185–193 hp | 1993–1997 |
| HONDA | PRELUDE V (BB_) 2.2 16V (BB6, BB8) / 2.2 VTi-R (BB6) / 2.2 / 2.2 (BB6) | H22A2, H22A4, H22A5, H22A8 | 185–203 hp | 1996–2001 |
| HONDA | ACCORD VI (CK, CG, CH, CF, CL) 2.2 Type-R (CH1) / 2.2 Euro R (CL1) | H22A7 | 212–220 hp | 1999–2002 |
| HONDA | S2000 (AP) 2.0 Vtec / 2.0 / 2.2 Vtec (AP2) / 2.2 | F20C1, F22C1 | 231–243 hp | 1999–2008 |
When a connecting rod bearing gives way, the damage quickly spreads beyond the part itself: a scored crankpin, debris carried through the whole oil circuit, a crankshaft to regrind at the very least, sometimes a rod and block lost. A bearing set costs far less than a regrind and is nothing compared with a complete engine rebuild. It is the cheapest part of the rotating assembly, yet the one whose failure is most expensive.
