which tranny for b16 on boost?
Thread Starter
Joined: Mar 2006
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From: west palm beach, fl, us
yea i figured, i actually posted it in both places to get more feed back, this one got a lot more than the other one, yea i think ima go with the gsr,...but its getting to the point that ill pick up whatever i can find! nobodys got a b series tranny no gsr, b16, not even ls's! can anybody help, a working tranny thanks anyways jkl,
B*a*n*n*e*d
Joined: Mar 2003
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From: Greenville, South Carolina
Re: which tranny for b16 on boost? (EJ8 DAVID)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EJ8 DAVID »</TD></TR><TR><TD CLASS="quote">this thread will be better the the forced induction forum.</TD></TR></TABLE>
and even better in a transmission forum that is long overdue.
and even better in a transmission forum that is long overdue.
Honda-Tech Member
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From: here n there n everywhere
i run the GSR with an OBX lsd, thing is pretty sick but man, it needs a 6th gear like you wouldnt believe. I can rap from 2nd to 5th in a matter of seconds and then im stuck in 5th at like 120mph, 6krpms and its still pulling!
I am getting a ls final drive for this next build, i would reocmmend the gsr trany with a different final drive ftw
I am getting a ls final drive for this next build, i would reocmmend the gsr trany with a different final drive ftw
Honda-Tech Member
Joined: Dec 2003
Posts: 7,383
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From: Charleston, SC
Re: (turbotime)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by turbotime »</TD></TR><TR><TD CLASS="quote">i run the GSR with an OBX lsd, thing is pretty sick but man, it needs a 6th gear like you wouldnt believe. I can rap from 2nd to 5th in a matter of seconds and then im stuck in 5th at like 120mph, 6krpms and its still pulling!
I am getting a ls final drive for this next build, i would reocmmend the gsr trany with a different final drive ftw</TD></TR></TABLE>
Why, that would essentially give you a LS transmission. The 4.266 final drive sucks. You would have a TAD bit shorter gearing but you would only have about a 5-7mph difference between the shift points of the GSR with 4.266FD and a LS transmission.
Why not just save your money and get a LS trans for half the price.
I am getting a ls final drive for this next build, i would reocmmend the gsr trany with a different final drive ftw
</TD></TR></TABLE>Why, that would essentially give you a LS transmission. The 4.266 final drive sucks. You would have a TAD bit shorter gearing but you would only have about a 5-7mph difference between the shift points of the GSR with 4.266FD and a LS transmission.
Why not just save your money and get a LS trans for half the price.
B*a*n*n*e*d
Joined: Mar 2003
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From: Greenville, South Carolina
Re: (DirtySol)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DirtySol »</TD></TR><TR><TD CLASS="quote">
Why, that would essentially give you a LS transmission. The 4.266 final drive sucks. You would have a TAD bit shorter gearing but you would only have about a 5-7mph difference between the shift points of the GSR with 4.266FD and a LS transmission.
Why not just save your money and get a LS trans for half the price.</TD></TR></TABLE>
different RPM drops. Most people with high trapping cars have to run large slicks to avoid shifting into 5th. Or they could run slightly smaller slicks with the ls final drive.
I may be using a 3.722 final drive in a future boosted d-series setup along with a 1.565 3rd and a ex 3rd as 4th. ultra close 2-3-4 gears but the taller final drive = less rpm drop during shifts but taller final so I don't have to shift into 5th in the 1320. Taller 1st and 2nd cause traction would be an issue anyways.
Why, that would essentially give you a LS transmission. The 4.266 final drive sucks. You would have a TAD bit shorter gearing but you would only have about a 5-7mph difference between the shift points of the GSR with 4.266FD and a LS transmission.
Why not just save your money and get a LS trans for half the price.</TD></TR></TABLE>
different RPM drops. Most people with high trapping cars have to run large slicks to avoid shifting into 5th. Or they could run slightly smaller slicks with the ls final drive.
I may be using a 3.722 final drive in a future boosted d-series setup along with a 1.565 3rd and a ex 3rd as 4th. ultra close 2-3-4 gears but the taller final drive = less rpm drop during shifts but taller final so I don't have to shift into 5th in the 1320. Taller 1st and 2nd cause traction would be an issue anyways.
Honda-Tech Member
Joined: Dec 2003
Posts: 7,383
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From: Charleston, SC
Re: (Bense)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Bense »</TD></TR><TR><TD CLASS="quote">
different RPM drops. Most people with high trapping cars have to run large slicks to avoid shifting into 5th. Or they could run slightly smaller slicks with the ls final drive.
I may be using a 3.722 final drive in a future boosted d-series setup along with a 1.565 3rd and a ex 3rd as 4th. ultra close 2-3-4 gears but the taller final drive = less rpm drop during shifts but taller final so I don't have to shift into 5th in the 1320. Taller 1st and 2nd cause traction would be an issue anyways. </TD></TR></TABLE>
I agree with you there but there is one major difference.....
The D-series platform has a much broader variety of ratios to choose from to select the desired ratios. The B platform only really gives you a basic set of four ratio combinations to choose from with one set being rare.
The B16/ITR/CTR, the GSR, the LS and the YS1 GSR trans (of which you have to use the correct shift forks in accordance to the correct gears)
you would get a different RPM drop between shifts with the two but it would be so minute that it would be almost unnoticeable. If you mismatched gears from other transmissions like say the B16 and the GSR with the 4.266 FD then you may get the deisred drops. Regardless tho, the LS FD will always put you far beyond the 1320 for the 5th transition.
different RPM drops. Most people with high trapping cars have to run large slicks to avoid shifting into 5th. Or they could run slightly smaller slicks with the ls final drive.
I may be using a 3.722 final drive in a future boosted d-series setup along with a 1.565 3rd and a ex 3rd as 4th. ultra close 2-3-4 gears but the taller final drive = less rpm drop during shifts but taller final so I don't have to shift into 5th in the 1320. Taller 1st and 2nd cause traction would be an issue anyways. </TD></TR></TABLE>
I agree with you there but there is one major difference.....
The D-series platform has a much broader variety of ratios to choose from to select the desired ratios. The B platform only really gives you a basic set of four ratio combinations to choose from with one set being rare.
The B16/ITR/CTR, the GSR, the LS and the YS1 GSR trans (of which you have to use the correct shift forks in accordance to the correct gears)
you would get a different RPM drop between shifts with the two but it would be so minute that it would be almost unnoticeable. If you mismatched gears from other transmissions like say the B16 and the GSR with the 4.266 FD then you may get the deisred drops. Regardless tho, the LS FD will always put you far beyond the 1320 for the 5th transition.
B*a*n*n*e*d
Joined: Mar 2003
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From: Greenville, South Carolina
Re: (DirtySol)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DirtySol »</TD></TR><TR><TD CLASS="quote">I agree with you there but there is one major difference.....
The D-series platform has a much broader variety of ratios to choose from to select the desired ratios. The B platform only really gives you a basic set of four ratio combinations to choose from with one set being rare.
The B16/ITR/CTR, the GSR, the LS and the YS1 GSR trans (of which you have to use the correct shift forks in accordance to the correct gears)
you would get a different RPM drop between shifts with the two but it would be so minute that it would be almost unnoticeable. If you mismatched gears from other transmissions like say the B16 and the GSR with the 4.266 FD then you may get the deisred drops. Regardless tho, the LS FD will always put you far beyond the 1320 for the 5th transition.</TD></TR></TABLE>
I understand what you're saying and agree. but I'm only talking about high mph trapping turbo cars. like ones that are going well beyond redline with their gsr 4th gear (whether it's a hybrid tranny or a stock gsr tranny, etc.) The same reason that infinitude offers a 4.05 b-series final drive. That's one of the very few performance advantages of the d-series. we have longer final drives for boost applications. But even with that said, I got a 4.928 infinitude in the mail today for for my NA d-series build
4.266, 4.4, and 4.785. I wish d-series has an oem that was numerically higher than the 4.25. Damn euros had a very rare 4.437 in a hydro case, but still.
Regardless of what tranny anyone uses. It should have close ratio gears and fine tune the final + wheel diameter so that they're just at the end of the last gear -1 (4th on a 5speed, 5th in a 6speed, etc.)
The D-series platform has a much broader variety of ratios to choose from to select the desired ratios. The B platform only really gives you a basic set of four ratio combinations to choose from with one set being rare.
The B16/ITR/CTR, the GSR, the LS and the YS1 GSR trans (of which you have to use the correct shift forks in accordance to the correct gears)
you would get a different RPM drop between shifts with the two but it would be so minute that it would be almost unnoticeable. If you mismatched gears from other transmissions like say the B16 and the GSR with the 4.266 FD then you may get the deisred drops. Regardless tho, the LS FD will always put you far beyond the 1320 for the 5th transition.</TD></TR></TABLE>
I understand what you're saying and agree. but I'm only talking about high mph trapping turbo cars. like ones that are going well beyond redline with their gsr 4th gear (whether it's a hybrid tranny or a stock gsr tranny, etc.) The same reason that infinitude offers a 4.05 b-series final drive. That's one of the very few performance advantages of the d-series. we have longer final drives for boost applications. But even with that said, I got a 4.928 infinitude in the mail today for for my NA d-series build
4.266, 4.4, and 4.785. I wish d-series has an oem that was numerically higher than the 4.25. Damn euros had a very rare 4.437 in a hydro case, but still.Regardless of what tranny anyone uses. It should have close ratio gears and fine tune the final + wheel diameter so that they're just at the end of the last gear -1 (4th on a 5speed, 5th in a 6speed, etc.)
Joined: Sep 2003
Posts: 2,199
Likes: 1
From: WA
Re: (Bense)
First thing I would buy is a Quaife LSD. For all out performance, the B16 tranny is the best hands down. For good performance and decent freeway driving, go with a GSR tranny. I would never buy an LS tranny, unless I had an LS motor revving to stock redline, that's all they are good for.
http://forums.evans-tuning.com...=1496
http://forums.evans-tuning.com...=1496
Joined: Sep 2003
Posts: 2,199
Likes: 1
From: WA
Re: (Bense)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Bense »</TD></TR><TR><TD CLASS="quote">it's all about where you want 4th gear to end 
</TD></TR></TABLE>
Yeah that's the goal. The first things I would adjust would be slick size and redline. More than likely you will be able to adjust those enough to get the B16 tranny to work.
</TD></TR></TABLE>Yeah that's the goal. The first things I would adjust would be slick size and redline. More than likely you will be able to adjust those enough to get the B16 tranny to work.
B*a*n*n*e*d
Joined: Mar 2003
Posts: 9,783
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From: Greenville, South Carolina
Re: (beerbongskickass)
yes.
although for the longest time I thought the b16 had significantly closer ratio gears. I was mistaken in that the rpm drops are almost the same. 1st and 2nd are further apart though.
I wish car companies would give us longer first gears instead of shorter 5th gears.
although for the longest time I thought the b16 had significantly closer ratio gears. I was mistaken in that the rpm drops are almost the same. 1st and 2nd are further apart though.
I wish car companies would give us longer first gears instead of shorter 5th gears.
Joined: Sep 2003
Posts: 2,199
Likes: 1
From: WA
Re: (Bense)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Bense »</TD></TR><TR><TD CLASS="quote">yes.
although for the longest time I thought the b16 had significantly closer ratio gears. I was mistaken in that the rpm drops are almost the same. 1st and 2nd are further apart though.
I wish car companies would give us longer first gears instead of shorter 5th gears.</TD></TR></TABLE>
1st gears are about the same. 2, 3, and 4 is where they start to differ.
Check for yourself here... http://autocrossing.com/cgi-bin/gearcalc.cgi
although for the longest time I thought the b16 had significantly closer ratio gears. I was mistaken in that the rpm drops are almost the same. 1st and 2nd are further apart though.
I wish car companies would give us longer first gears instead of shorter 5th gears.</TD></TR></TABLE>
1st gears are about the same. 2, 3, and 4 is where they start to differ.
Check for yourself here... http://autocrossing.com/cgi-bin/gearcalc.cgi
B*a*n*n*e*d
Joined: Mar 2003
Posts: 9,783
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From: Greenville, South Carolina
Re: (beerbongskickass)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by beerbongskickass »</TD></TR><TR><TD CLASS="quote">
1st gears are about the same. 2, 3, and 4 is where they start to differ.
Check for yourself here... http://autocrossing.com/cgi-bin/gearcalc.cgi</TD></TR></TABLE>
have you not seen my tranny page?
1st gears are about the same. 2, 3, and 4 is where they start to differ.
Check for yourself here... http://autocrossing.com/cgi-bin/gearcalc.cgi</TD></TR></TABLE>
have you not seen my tranny page?
Honda-Tech Member
Joined: Oct 2004
Posts: 1,832
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From: RIP Duke of Turbo, CA
Re: (Bense)
This is a quote that made sense to me when I read it, so I saved it. Some may disagree, but it might help the author of this post a little.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by boosted hybrid »</TD></TR><TR><TD CLASS="quote"> Gear ratios are merely a way to trade torque for rpm. With a higher numerical gear ratio, you are putting more rpm at the wheel. With closer gear ratios, you are able to stay at a higher rpm in between shift points. Something like the LS transmissions are suited more towards the broad torque curve/low reving LS engine. It keeps you in the peak torque area in between shifts. The ITR/SI/GSR transmissions keep the rpm's built up in between shifts, to stay in the more peaky powerband.
Having said that, for the track the itr/si tranny is the best hands down. Most high whp turbo engines are operating between 5.5-9k, and having their shift points in between. In combination with a tall slick size (24.5"+), and the high shift point (8.5-9k), you are able to keep the engine operating within the optimum torque curve.
With the LS transmission, between shifts it would possibly drop you out of the optimal powerband and therefore make you slower. Gearing simply put allows you to stay in the powerband of your engine in between shifts.
The myth that you stay in gear longer with the LS transmission makes you faster is purely false. Think about that statement for a second. Acceleration is the measure of velocity over a unit time. Watching the rpms climb on the tach during a 3rd/4th gear pull, they would be climbing slower than with the si/itr tranny. Looking at the definition of acceleration as a measure of velocity over a unit time, the engine would be getting to the same velocity over a slower time lapse. This would yield slower acceleration, and simply put make you slower.
Having said that, the gsr transmission is probably the best balance of a street/strip transmission. The gearing is a little less aggressive as the itr/si transmissions, which will yield a little more traction. For all out acceleration si/itr tranny wins hands down. For a slower car, go with the LS transmission.
</TD></TR></TABLE>
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by boosted hybrid »</TD></TR><TR><TD CLASS="quote"> Gear ratios are merely a way to trade torque for rpm. With a higher numerical gear ratio, you are putting more rpm at the wheel. With closer gear ratios, you are able to stay at a higher rpm in between shift points. Something like the LS transmissions are suited more towards the broad torque curve/low reving LS engine. It keeps you in the peak torque area in between shifts. The ITR/SI/GSR transmissions keep the rpm's built up in between shifts, to stay in the more peaky powerband.
Having said that, for the track the itr/si tranny is the best hands down. Most high whp turbo engines are operating between 5.5-9k, and having their shift points in between. In combination with a tall slick size (24.5"+), and the high shift point (8.5-9k), you are able to keep the engine operating within the optimum torque curve.
With the LS transmission, between shifts it would possibly drop you out of the optimal powerband and therefore make you slower. Gearing simply put allows you to stay in the powerband of your engine in between shifts.
The myth that you stay in gear longer with the LS transmission makes you faster is purely false. Think about that statement for a second. Acceleration is the measure of velocity over a unit time. Watching the rpms climb on the tach during a 3rd/4th gear pull, they would be climbing slower than with the si/itr tranny. Looking at the definition of acceleration as a measure of velocity over a unit time, the engine would be getting to the same velocity over a slower time lapse. This would yield slower acceleration, and simply put make you slower.
Having said that, the gsr transmission is probably the best balance of a street/strip transmission. The gearing is a little less aggressive as the itr/si transmissions, which will yield a little more traction. For all out acceleration si/itr tranny wins hands down. For a slower car, go with the LS transmission.
</TD></TR></TABLE>
B*a*n*n*e*d
Joined: Mar 2003
Posts: 9,783
Likes: 47
From: Greenville, South Carolina
Re: (KeyserSoze)
that makes sense and everything, but...
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Bense's Tranny Page »</TD></TR><TR><TD CLASS="quote">
LS transmission
1.900 / 3.230 = 0.58824 or 58.824%
1.269 / 1.900 = 0.66789 or 66.789%
0.966 / 1.269 = 0.76123 or 76.123%
0.714 / 0.966 = 0.73913 or 73.913%
GSR transmission
1.900 / 3.230 = 0.58824 or 58.824%
1.360 / 1.900 = 0.71579 or 71.578%
1.034 / 1.360 = 0.76029 or 76.029%
0.787 / 1.034 = 0.76112 or 76.112%
B16/USDM ITR tranny
2.105 / 3.230 = 0.65170 or 64.170%
1.458 / 2.105 = 0.69264 or 69.264%
1.107 / 1.458 = 0.75926 or 75.926%
0.848 / 1.107 = 0.76603 or 76.603%</TD></TR></TABLE>
look at values for 3rd -> 4th shift, see a similarity? LS does have a longer third and a longer 4th. However the longer 3rd carrys it deeper into that longer 4th. In fact, the LS 3rd and LS 4th are closer together than any other b-series 3rd and 4th!!!! 2nd -> 3rd is still
but even so. It's not as bad as everyone else thinks it is. So then we go back to the statement of where should our 4th gear end? Well how much power you're making and where you're making power (rpm wise) is what determines that. So you do a test run on the 1/4th and you trap at say 110 with your LS tranny. But then you get a b16 tranny and change the final drive and tire size so that 4th ends at 110. So you go back to the track with your new gearing setup and you top out 4th just before the end. All because you're now putting down more torque to the wheels yielding you faster acceleration. So then you have to fine tune it again.
Like I said, it all determines where you want your 4th gear to end. I talked to some dipshit onetime that was bragging to me about running a super short b16 tranny with his high hp turbo setup. I asked if he was going to be using a LS final drive and he said "no way man you crazy?" I then asked if he was going to be shifting into 5th and he said "no way, I have giant slicks"
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Bense's Tranny Page »</TD></TR><TR><TD CLASS="quote">
LS transmission
1.900 / 3.230 = 0.58824 or 58.824%
1.269 / 1.900 = 0.66789 or 66.789%
0.966 / 1.269 = 0.76123 or 76.123%
0.714 / 0.966 = 0.73913 or 73.913%
GSR transmission
1.900 / 3.230 = 0.58824 or 58.824%
1.360 / 1.900 = 0.71579 or 71.578%
1.034 / 1.360 = 0.76029 or 76.029%
0.787 / 1.034 = 0.76112 or 76.112%
B16/USDM ITR tranny
2.105 / 3.230 = 0.65170 or 64.170%
1.458 / 2.105 = 0.69264 or 69.264%
1.107 / 1.458 = 0.75926 or 75.926%
0.848 / 1.107 = 0.76603 or 76.603%</TD></TR></TABLE>
look at values for 3rd -> 4th shift, see a similarity? LS does have a longer third and a longer 4th. However the longer 3rd carrys it deeper into that longer 4th. In fact, the LS 3rd and LS 4th are closer together than any other b-series 3rd and 4th!!!! 2nd -> 3rd is still
but even so. It's not as bad as everyone else thinks it is. So then we go back to the statement of where should our 4th gear end? Well how much power you're making and where you're making power (rpm wise) is what determines that. So you do a test run on the 1/4th and you trap at say 110 with your LS tranny. But then you get a b16 tranny and change the final drive and tire size so that 4th ends at 110. So you go back to the track with your new gearing setup and you top out 4th just before the end. All because you're now putting down more torque to the wheels yielding you faster acceleration. So then you have to fine tune it again.Like I said, it all determines where you want your 4th gear to end. I talked to some dipshit onetime that was bragging to me about running a super short b16 tranny with his high hp turbo setup. I asked if he was going to be using a LS final drive and he said "no way man you crazy?" I then asked if he was going to be shifting into 5th and he said "no way, I have giant slicks"
Shooting Star
Joined: Jan 2006
Posts: 4,408
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From: The Lou, MO, US
Re: (Bense)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Bense »</TD></TR><TR><TD CLASS="quote">have you not seen my tranny page?</TD></TR></TABLE>
Ive seen it and saved it on my desktop...I have a question...im not much of a trans guy that is one thing that is really my weakpoint. I think you may have commented on the trans Im about to explain (bense). That guy that has the jdm itr 1st, b16 2nd, gsr 3rd and 4th with the ls 5th...I am going to be doing a h2b at the end of the summer starting this fall/ winter. Wouldnt that just be about the best trans you can possibly get for track and then street driving...might as well go big or go home.
Ive seen it and saved it on my desktop...I have a question...im not much of a trans guy that is one thing that is really my weakpoint. I think you may have commented on the trans Im about to explain (bense). That guy that has the jdm itr 1st, b16 2nd, gsr 3rd and 4th with the ls 5th...I am going to be doing a h2b at the end of the summer starting this fall/ winter. Wouldnt that just be about the best trans you can possibly get for track and then street driving...might as well go big or go home.
B*a*n*n*e*d
Joined: Mar 2003
Posts: 9,783
Likes: 47
From: Greenville, South Carolina
Re: (vtecspeed1320)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by vtecspeed1320 »</TD></TR><TR><TD CLASS="quote">
Ive seen it and saved it on my desktop...I have a question...im not much of a trans guy that is one thing that is really my weakpoint. I think you may have commented on the trans Im about to explain (bense). That guy that has the jdm itr 1st, b16 2nd, gsr 3rd and 4th with the ls 5th...I am going to be doing a h2b at the end of the summer starting this fall/ winter. Wouldnt that just be about the best trans you can possibly get for track and then street driving...might as well go big or go home.</TD></TR></TABLE>that is basically a jdm itr tranny with a gsr 3rd. I don't know why he decided to use the gsr 3rd instead of b16 3rd. Shorter b16 2nd and longer gsr 3rd spreads the gap between 2nd and 3rd even further, but then again it brings it closer on 3rd -> 4th. For someone that was doing lots of 3rd and 4th shifting this would be ideal. But then again less ideal for 2nd -> 3rd shifting (depending on course, etc.)
JDM ITR trannys go for a pretty penny, my friend just paid 1400 for his. Congrats on the H2B setup. That's something I'd love to try.
Ive seen it and saved it on my desktop...I have a question...im not much of a trans guy that is one thing that is really my weakpoint. I think you may have commented on the trans Im about to explain (bense). That guy that has the jdm itr 1st, b16 2nd, gsr 3rd and 4th with the ls 5th...I am going to be doing a h2b at the end of the summer starting this fall/ winter. Wouldnt that just be about the best trans you can possibly get for track and then street driving...might as well go big or go home.</TD></TR></TABLE>that is basically a jdm itr tranny with a gsr 3rd. I don't know why he decided to use the gsr 3rd instead of b16 3rd. Shorter b16 2nd and longer gsr 3rd spreads the gap between 2nd and 3rd even further, but then again it brings it closer on 3rd -> 4th. For someone that was doing lots of 3rd and 4th shifting this would be ideal. But then again less ideal for 2nd -> 3rd shifting (depending on course, etc.)
JDM ITR trannys go for a pretty penny, my friend just paid 1400 for his. Congrats on the H2B setup. That's something I'd love to try.
Honda-Tech Member
Joined: Dec 2003
Posts: 7,383
Likes: 1
From: Charleston, SC
Re: (Bense)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Bense »</TD></TR><TR><TD CLASS="quote">
JDM ITR trannys go for a pretty penny, my friend just paid 1400 for his. Congrats on the H2B setup. That's something I'd love to try.</TD></TR></TABLE>
that is why it is good to have a couple different transmission just sitting around
I have three ITR transmissions....4.4, 4.785 and 4.9 a LSD GSR trans and a LSD LS trans (completely worthless to me, except for the ITR LSD in it)
JDM ITR trannys go for a pretty penny, my friend just paid 1400 for his. Congrats on the H2B setup. That's something I'd love to try.
</TD></TR></TABLE>that is why it is good to have a couple different transmission just sitting around
I have three ITR transmissions....4.4, 4.785 and 4.9 a LSD GSR trans and a LSD LS trans (completely worthless to me, except for the ITR LSD in it)
B*a*n*n*e*d
Joined: Mar 2003
Posts: 9,783
Likes: 47
From: Greenville, South Carolina
Re: (DirtySol)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DirtySol »</TD></TR><TR><TD CLASS="quote">
that is why it is good to have a couple different transmission just sitting around
I have three ITR transmissions....4.4, 4.785 and 4.9 a LSD GSR trans and a LSD LS trans (completely worthless to me, except for the ITR LSD in it)</TD></TR></TABLE>
yeah I have like 7 (d-series) right now. I'm getting sick of it though. Gonna keep this hx final drive (3.722) for my boost project in the future. my 2-3-4-5 gears are going to be very similiar to the quaife b16 setup! What are you going to do with all those trannys?
that is why it is good to have a couple different transmission just sitting around
I have three ITR transmissions....4.4, 4.785 and 4.9 a LSD GSR trans and a LSD LS trans (completely worthless to me, except for the ITR LSD in it)</TD></TR></TABLE>
yeah I have like 7 (d-series) right now. I'm getting sick of it though. Gonna keep this hx final drive (3.722) for my boost project in the future. my 2-3-4-5 gears are going to be very similiar to the quaife b16 setup! What are you going to do with all those trannys?
Honda-Tech Member
Joined: Dec 2003
Posts: 7,383
Likes: 1
From: Charleston, SC
Re: (Bense)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Bense »</TD></TR><TR><TD CLASS="quote">
What are you going to do with all those trannys?</TD></TR></TABLE>
simple, use them
I am planning on installing my Dart block in my EX coupe and I will be doing a NA build for a little while and eventually I may dabble a little in some boosted fun. I am trying to keep it streetable tho. I am after about 280-295whp N/A and if I go turdbo I will shoot for about 550whp, maybe more.
by the by, I have a tall deck block with a 95mm crank setup and longer rods and pistons for an even better r/s ratio.
What are you going to do with all those trannys?</TD></TR></TABLE>
simple, use them
I am planning on installing my Dart block in my EX coupe and I will be doing a NA build for a little while and eventually I may dabble a little in some boosted fun. I am trying to keep it streetable tho. I am after about 280-295whp N/A and if I go turdbo I will shoot for about 550whp, maybe more.
by the by, I have a tall deck block with a 95mm crank setup and longer rods and pistons for an even better r/s ratio.
B*a*n*n*e*d
Joined: Mar 2003
Posts: 9,783
Likes: 47
From: Greenville, South Carolina
Re: (DirtySol)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DirtySol »</TD></TR><TR><TD CLASS="quote">simple, use them
I am planning on installing my Dart block in my EX coupe and I will be doing a NA build for a little while and eventually I may dabble a little in some boosted fun. I am trying to keep it streetable tho. I am after about 280-295whp N/A and if I go turdbo I will shoot for about 550whp, maybe more.
by the by, I have a tall deck block with a 95mm crank setup and longer rods and pistons for an even better r/s ratio.</TD></TR></TABLE>
ah, i've heard about these tall deck dart blocks. I didn't even know that they existed until a few days ago. Sounds crazy.
I am planning on installing my Dart block in my EX coupe and I will be doing a NA build for a little while and eventually I may dabble a little in some boosted fun. I am trying to keep it streetable tho. I am after about 280-295whp N/A and if I go turdbo I will shoot for about 550whp, maybe more.
by the by, I have a tall deck block with a 95mm crank setup and longer rods and pistons for an even better r/s ratio.</TD></TR></TABLE>
ah, i've heard about these tall deck dart blocks. I didn't even know that they existed until a few days ago. Sounds crazy.
Honda-Tech Member
Joined: Dec 2003
Posts: 7,383
Likes: 1
From: Charleston, SC
Re: (Bense)