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2.0 16v - K20A K20Z
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2.0 16v - K20A K20Z
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Set of 8 trimetal connecting rod half-bearings for the Honda K20 and K24.
The K20 and K24 are the 2.0 and 2.4 litre 16-valve twin overhead camshaft four-cylinder engines of Honda's K family: the K20A2 and K20Z1 of the Civic Type R EP3 and Integra DC5, the K24 of the Accord, CR-V, Element, Odyssey, Stepwgn, FR-V and Elysion, and the turbocharged K20C1 of the recent Civic Type R. ACL and King list a single bearing set for these engines: same crankpin diameter, a single set covers the family.
From the factory, this engine is 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 (King: 47.981 / 48.001 mm) Housing bore Ø 51.004 / 51.024 mm Width 15.4 mm |
| Reference | Brand and treatment | Size | Wall thickness (mm) |
|---|---|---|---|
| 4B1972H-STD | ACL Race - Untreated | Standard | 1.500 |
| 4B1972HX-STD | ACL Race - Untreated | Std, increased clearance (HX) | 1.487 |
| 4B1972H-.025 | ACL Race - Untreated | +0.025 | 1.513 |
| 4B1972H-.25 | ACL Race - Untreated | +0.25 | 1.625 |
| 4B1972HD-STD | ACL Race - Untreated | Standard, dowel hole | |
| 4B1972HXD-STD | ACL Race - Untreated | Std, increased clearance (HX), dowel hole | |
| 4B1972HD-.025 | ACL Race - Untreated | +0.025, dowel hole | |
| 4B1972HD-.25 | ACL Race - Untreated | +0.25, dowel hole | |
| 4B1972HC-STD | ACL Race - Calico CT-1 | Standard | |
| 4B1972HXC-STD | ACL Race - Calico CT-1 | Std, increased clearance (HX) | |
| 4B1972HC-.025 | ACL Race - Calico CT-1 | +0.025 | |
| 4B1972HC-.25 | ACL Race - Calico CT-1 | +0.25 | |
| CR4542XPC | King Racing - pMaxKote | Standard | 1.500 |
| CR4542XPC STDX | King Racing - pMaxKote | Std, increased clearance (STDX) | 1.487 |
| CR4542XPC.026 | King Racing - pMaxKote | +0.026 | 1.513 |
| CR4542XPC0.25 | King Racing - pMaxKote | +0.25 | 1.627 |
| CR4542XPC0.5 | King Racing - pMaxKote | +0.50 | 1.754 |
The references ending in D (4B1972HD-STD, 4B1972HXD-STD, 4B1972HD-.025, 4B1972HD-.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 XPC |
|---|---|---|---|
| Standard (STD) | Standard journal, not reground | 0.051 to 0.061 mm | 0.048 mm - 0.061 mm |
| Increased clearance (HX / STDX) | Wider clearance: high oil flow, high rpm | 0.077 to 0.086 mm | 0.073 mm - 0.086 mm |
| +0.025 / +0.026 mm | Polished journal | 0.051 to 0.061 mm | 0.048 mm - 0.061 mm |
| +0.25 mm | Journal reground to 0.25 mm | 0.051 to 0.061 mm | 0.048 mm - 0.061 mm |
| +0.50 mm | Journal reground to 0.50 mm | 0.048 mm - 0.061 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, an Australian manufacturer of high-performance engine bearings since 1949, offers with its Race Series precise trimetal bearings, available in many sizes and proven on built engines worldwide. Its Calico version (HC suffix) adds the CT-1 coating, a dry film lubricant that reduces friction and abrasive wear. |
 | King Engine Bearings, an Israeli manufacturer of high-performance engine bearings since the 1960s, offers with its pMax Black trimetal alloy, coated with pMaxKote in the XPC version, bearings designed for 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 (Race); Calico CT-1 (HC) | Yes, pMaxKote: polymer coating on the surface that limits wear when lubrication drops (start-ups, thin oil film). |
| Available sizes | Standard to +0.25 mm (+ increased clearance HX) | Standard to +0.50 mm (+ increased clearance STDX) |
This connecting rod bearing set fits the K20 and K24 four-cylinder engines of the following Honda models:
| Brand | Model (chassis) | Engine code | Power | Years |
|---|---|---|---|---|
| HONDA | CR-V III (RE_) 2.4 i-VTEC / 2.4 i-VTEC 4WD | K24A1, K24Z1 | 160–170 hp | 2006–2012 |
| HONDA | ACCORD VII (CL, CN) 2.4 i 16V / 2.4 Vtec / 2.4 (CL9) | K24A3, K24A4, K24A8 | 143–190 hp | 2003–2008 |
| HONDA | CIVIC VII Hatchback (EU, EP, EV) 2.0 Type-R (EP3) | K20A2 | 200 hp | 2001–2005 |
| HONDA | INTEGRA Coupe (DC5) 2.0 Type-R / 2.0 Type-S / 2.0 (DC5) | K20A2, K20Z1 | 200–220 hp | 2002–2008 |
| HONDA | ACCORD VII Tourer (CM, CN) 2.4 (CM2) / 2.4 Vtec T | K24A1, K24A3 | 190–200 hp | 2003–2008 |
| HONDA | CR-V II (RD_) 2.4 / 2.4 Vtec / 2.4 4WD | K24A1 | 152–162 hp | 2001–2007 |
| HONDA | ACCORD VII (CM, UC) 2.4 Vtec E (CM5) | K24A4, K24A8 | 160–170 hp | 2002–2008 |
| HONDA | STEPWGN (LA-RF_, UA-RF_) 2.4 / 2.4 4WD | K24A3 | 162 hp | 2000–2005 |
| HONDA | STEPWGN (DBA-RG_) 2.4 Z FF / 2.4 Z FF 4WD | K24A3 | 162 hp | 2005–2009 |
| HONDA | ODYSSEY (RL1, RA6, RA_) 2.4 / 2.4 4WD | K24A4 | 190 hp | 2003– |
| HONDA | ACCORD Coupe (CM) 2.4 (CM7) | K24A4, K24A8 | 160–169 hp | 2003–2008 |
| HONDA | ELEMENT (YH) 2.4 / 2.4 4WD | K24A4, K24A8 | 158–169 hp | 2002–2011 |
| HONDA | ELYSION (RR) 2.4 i-VTEC / 2.4 i-VTEC 4WD | K24A1 | 160 hp | 2004– |
| HONDA | CIVIC IX (FK) 2.0 i-VTEC Type R (FK2) | K20C1 | 310 hp | 2015–2016 |
| HONDA | ODYSSEY (RL3, RL4, RB) 2.4 (RB3, RB1) | K24A3 | 200 hp | 2004–2008 |
| HONDA | CR-V IV (RM_) 2.4 i-VTEC / 2.4 i-VTEC 4WD | K24A1 | 170–185 hp | 2012– |
| HONDA | FR-V (BE) 2.4 (BE8) | K24A3 | 162 hp | 2006–2011 |
| HONDA | CIVIC X Hatchback (FC_, FK_) 2.0 Type-R | K20C1 | 306–320 hp | 2017– |
| HONDA | CIVIC XI Hatchback (FL) Type-R | K20C1 | 300–330 hp | 2022– |
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.
