Ok, so for who those do not know, and for those who do; i am from time to time on this portion of honda tech. As well as i will try to consistently keep up with this portion of honda-tech after this is posted.

This is my suggestion thread for B SERIES transmissions. which type of gears to use, which combos can be mix matched, and which synchros to use along with selector poles and what not.

Generally, if you know your **** about transmissions, or you have been in the game for a while, you know the general sought after transmissions. For those who DONT know, there is the LS transmission, the B16 out of the 99 civic si and other years, the gsr out of the gsr integra, the itr(integra type r), and the ctr(civic type r). What i will be covering is strictly from the factory, no aftermarket companies with different ratios, or straight cut gears, dog boxes, none of that ****(hehe Mfactory). Now this does not mean that i will not give advise to use other parts such as synchros, bearings, and lsd's(Mfactory, quaife, wavetrack etc).


lets talk about the ls transmission, it comes in most of the integras out there and you can beat the **** out of it. not a bad transmission. except for the longer gears. theres not really too much that you can do with this specific transmission. that is without going aftermarket. its different from the rest of the other transmissions SPECIFICALLY because of its shifter poles. every other transmission except this one shares the same width shifter poles. this is the black sheep of the bunch. this transmission came in cable or hydro form. also came with 64 tooth count ring gear)


up next is the b16 transmission. this is a good transmission for an all motor car, or a turbo car....ON THE TRACK. this transmission is most deffinately not sought after for a daily driving condition. this is however, the most common transmission i have seen on most of the H2B swaps(h22 with b series transmission) recently. this transmission is one of the bunch that has the same shifting poles as the other transmissions. except the ls. this unit came stock with a differential(66 tooth count ring gear) but also had the option of lsd.


the gsr transmission was the step under the type r, the ctr and the lower version of the b16. its gearing gave a more realistic use as a daily driven transmission. both low end and some top end reving as well. same setup as the b16. came with a stock 66 tooth ring gear and non lsd from the factor, but also had the option of lsd


now the ctr and the itr are basically the transmissions you can run on the track(auto x, drag, etc) and still daily at the same time. both are good for short ratio gearing. as well as they came stock with lsd units. both share the same internals as the b16 and the gsr transmissions. but the gearing is different.



now that you get the general idea of what each transmission is, now you can move on to understanding why specific gears can only be placed with certain gears. from my understanding, the ls transmission can not really be paired up with any special gearing(meaning gsr 3rd with ls 4th etc) because the sliding hub assemblies are not the same size. nor are the shifting forks. thats why everyone wants the b16's and the gsr's and so on and so fourth. most of the gears from these transmissions are interchangeable but not all of them. for instance, you can match a b16 3rd with a gsr 4th because they share the same size synchro which in turn would mean they share the same sliding hub assembly. another ool trick is you can use the gsr 2nd on an ls for 2nd gear. sape part number, same helical style as the ls 2nd gear. it just has a 3 piece synchro(the gsr) unlike the ls's 1 piece unit.


some people ask if the lsd's are the same and which transmission you can install it into. ALL B SERIES LSD(96+) UNITS CAN BE USED IN ANY B SERIES TRANSMISSION. with the acception the correct ring gear is used. you cannot use a 66 tooth count ring gear with an ls countershaft. which is another thing id like to add. it is preferred to have a matching ring gear and countershaft when doing any type of gear swapping, for the ease of you know the fd is correct and no parts were paired up. that way no consusion is encountered when reassembling the transmisison. the only difference or issue with the pre 96 transmissions is the cable lsd's had a 14 bolt lsd that is useless unless you match the countershaft to it.


when considering building a transmission, take into account what you are trying to build and what you are going to use it for. daily driving, track, auto x, or a combo of both such as a track and daily driven transmission. that is what almost every driver out there i have encountered has been trying to achieve. i personally have my own setup but most people preferr the ls 5th gear swap as the first approach to doing any work to their transmission. with the exception of new hardware etc. the ls 5th gear is such an easy swap that it could be done in under an hour and a half if you know your **** and can remember how to take apart a transmission, see this link for a tutorial on how to tear a trans down: https://honda-tech.com/forums/showth...ission+rebuild


when considering synchros, ask yourself again what you are trying to do with your transmission and estimate how hard you beat on it when ever you do decide to let loose. there are oem brass, and carbon synchros that can be had for a decent price. also a few companies on this specific site advertise here and also help out on this specific portion of honda-tech. Mfactor, synchro-tech, a few quaife guys as well as golden eagle in other areas. the help is there if you just ask.


i will write more later on. brain is tired, need sleep.

 

ok so back to the topic of which transmission to use. i SUGGEST, for a turbo car or a big hp car, to use gsr 1-4, with ls 5th. or a normal ls with upgraded hardware(lsd synchros bearings etc) is ok as well. the gsr 2nd gear option is also considerable as well. if your an all motor type, use the straight gsr with a b16 3rd and maybe an itr 4th. track only, id suggest b16 with a type r 5th, if your all motor though.

 

You are making some grossly generic statements without taking much into consideration. So you should be careful of this.

Also, Type R's use combinations of B16 or GSR gearing. So not sure why you are saying use a Type R 5th or 4th, as Type R's have two different 4th and 5th gear ratios which includes both B16 and GSR ratios. So you saying "maybe an itr 4th" or "with a type r 5th" has the potential to mean two different ratios.

 

well thank you for this tid bit of info, like i said this is my suggestion thread, and i am also open to accept new pieces of info that i have not yet discovered. thank you for your input.

and on the term of compatibility/interchangeability is what i was referring to.

 

I have a felling you made this thread cuzz of me. Thanks
I did the ls 5th gear in under 1 hr. It was a walk in the park. Now installing the lsd is a tad more harder because i dont have the correct feller gauges. I had a 80mm shim that i used an it gave me a clearance of .016 wich is way to lose. Gotta measure out the clearance and order the correct shim.

 

well dont forget that the clearance will grow once the transmision is turned upside down to let the c clip lock onto the bearing as well.

 

Interesting thread.

Very ostentatious though...

 

Wrut?

You don't set preload on differential bearings by measuring the distance between the top of the diff's ring gear to the bottom of the countershaft's 1st gear.

 

well forgive me for coming off as sounding as if i was stating that. i was not. at all.

 

in what way?

 

What were you implying then? Because the other guy was talking about shimming a differential to set the correct preload on the bearings. And you answered that with saying that the bearing-to-case clearance he was inferring would grow once the countershaft was in place. And it won't. It's a separate entity.

 

i have no clue, i lost you long ago.

 

What's the purpose of this thread again? To present the same info that's been well known for years?

Are transmissions really your "specialty"?