{"product_id":"brian-crower-k20-92mm-billet-crankshaft-for-acurahonda","title":"Brian Crower K20 92mm Billet Crankshaft for RSX \u0026 Civic","description":"\u003cul\u003e\n\u003cli\u003eAerospace-grade 4340 steel billet \u003c\/li\u003e\n\u003cli\u003eGun-drilled oil holes for lubrication \u003c\/li\u003e\n\u003cli\u003eStress relieved and nitrided for durability \u003c\/li\u003e\n\u003cli\u003eReduced windage for improved RPM \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003eBrian Crower K20 92mm Billet Stroker Crankshaft with B18A Rod Journals - 02-06 Acura RSX (DC5) \/ 02-11 Honda Civic Si (EP3\/FG2\/FA5)\u003c\/h3\u003e\n\u003cp\u003eWant more torque from your K20 without giving up the rev range that made you buy one? The factory crank has an 86mm stroke, and that short stroke is a big part of why a K20 is happy above 8,000 RPM. Go all the way to a long-stroke build and you'll have plenty of torque, but you'll also have to drop the rev limiter. A 92mm stroke sits in between. It's 6mm more throw, about 2.14 liters with a stock 86mm bore. Piston speed goes up only around 7%, so the engine will still rev like a K20.\u003c\/p\u003e\n\u003cp\u003eOn the road, that extra 140cc or so fills in the midrange. The car pulls harder between VTEC crossover and the lower part of the tach, and a turbo setup spools a little sooner. You won't get the big-cube torque a 102mm build makes, and you shouldn't expect it. If you'd rather trade some top end for as much torque as you can get, look at the longer crank. If you want a K20 that still screams at the top, this is the one to look at.\u003c\/p\u003e\n\u003ch4\u003eBuilt from a Solid Bar of 4340\u003c\/h4\u003e\n\u003cp\u003eThis crank starts as a solid bar of 4340 steel. That's a nickel-chromium-molybdenum alloy, and you'll find it in most serious rotating parts. Brian Crower machines it to shape on a 5-axis CNC instead of forging it. A forged crank needs its own set of dies for every stroke, while billet just needs a different program. That's how a 92mm K20 crank gets made at all. The journals have large radiuses where they meet the crank webs. A sharp corner there concentrates stress, and that's where cranks usually crack, so rounding it out spreads the load.\u003c\/p\u003e\n\u003ch4\u003eHow It's Oiled and Finished\u003c\/h4\u003e\n\u003cp\u003eThe rod bearings depend on oil reaching them through passages drilled in the crank. Here those passages are gun-drilled and ground smooth on the inside. They're cross-drilled so the main bearings feed the rods first, and teardrop-shaped at the opening so they scoop up more oil as the journal spins. The journal surfaces are polished to a mirror finish, so the bearings ride on an unbroken oil film.\u003c\/p\u003e\n\u003cp\u003eThe finishing steps all do a specific job. Stress relieving takes out tension left in the steel from machining. Shot peening blasts the surface with fine steel shot, which compresses it and makes fatigue cracks harder to start. Nitriding hardens a thin outer layer for bearing wear and leaves the core tough. Magnaflux inspection uses magnetic particles to show any crack before the crank ships. The counterweights are fully profiled, meaning machined into a shape that cuts through the oil mist in the crankcase rather than slapping through it, so there's less drag at high RPM.\u003c\/p\u003e\n\u003ch4\u003eWhat You'll Need for the Build\u003c\/h4\u003e\n\u003cp\u003eBrian Crower says this crank requires custom-length connecting rods. Stock K20 rods won't work, both because of the B18A-size rod journals and because a 92mm stroke changes the geometry. The smaller B18A journal means a smaller big end on the rod, which gives more clearance as the rod swings past the block. Pick your rod length and pistons together with your engine builder. They have to land the piston at the right height in the bore at top dead center. Plan on a machine shop to check clearances and balance the whole rotating assembly, and on a tune for the new displacement.\u003c\/p\u003e\n\u003ch4\u003eFitment\u003c\/h4\u003e\n\u003cul\u003e\n\u003cli\u003e2002-2006 Acura RSX Base and Type S (DC5) - K20A2, K20A3, K20Z1\u003c\/li\u003e\n\u003cli\u003e2002-2005 Honda Civic Si (EP3) - K20A3\u003c\/li\u003e\n\u003cli\u003e2006-2011 Honda Civic Si (FG2\/FA5) - K20Z3\u003c\/li\u003e\n\u003cli\u003eK20 block only. Requires custom-length rods with B18A-size big ends and matching pistons\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cp\u003e\u003cspan class=\"tag\"\u003e2002-2006 Acura RSX \u003c\/span\u003e\u003c\/p\u003e\n\u003cbr\u003e\u003cp\u003e\u003cspan class=\"tag\"\u003e2002-2006 Acura RSX Type-S\u003c\/span\u003e\u003c\/p\u003e\n\u003cbr\u003e\u003cp\u003e\u003cspan class=\"tag\"\u003e2006-2011 Honda Civic \u003c\/span\u003e\u003c\/p\u003e\n\u003cbr\u003e\u003cp\u003e\u003cspan class=\"tag\"\u003e2006-2011 Honda Civic Si\u003c\/span\u003e\u003c\/p\u003e\n\u003cbr\u003e\u003cp\u003e\u003cspan class=\"tag\"\u003e2002-2005 Honda Civic Si\u003c\/span\u003e\u003c\/p\u003e\n\u003cbr\u003e\u003cp\u003e\u003cspan class=\"tag\"\u003e2001-2005 Honda Civic \u003c\/span\u003e\u003c\/p\u003e\n\u003cbr\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n\n\u003c\/li\u003e\n\n\n\n \n\u003cli id=\"Included\"\u003e\n\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n\n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Brian Crower","offers":[{"title":"Default Title","offer_id":69648248242210,"sku":"BRC-BC5048","price":2614.5,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/BRC-BC5048_ti9r.jpg?v=1793894751","url":"https:\/\/www.hybrid-racing.com\/products\/brian-crower-k20-92mm-billet-crankshaft-for-acurahonda","provider":"Hybrid Racing","version":"1.0","type":"link"}