I know the gsr is different then the type r but what else is the differences from the gsr/sib16/ls/type r.... etc..
let me know
thanks

 

Thats a very broad question and would take about 10 pages to cover everything. Here is a simple answer. Vtec, Non-Vtec, and the amount of air it displaces.... ie.. 1.6, 1.8. Beyond that I would really recommend the search function.

 

thanks o gees i ment to put whats the differnces in the transmissions not the motors.. sorry... i know the type r has very quick couple gears and so does the b16 trans.. but i heard there the same too but not sure
thanks b18cx
x

 

Here is more then you wanted
B16A (Cable), B16A2 (Hydro), B16A3(Hydro):
S4C, S80, Y80, Y21, Y1 (optional LSD)

As most of you know the B16A was featured in Japan between the years of 1989 through 2001. This engine has had several different transmissions mated to it causing some potential confusion.

First, it's important to realize that first generation B16A's came with cable transmissions. The Y1 came with optional factory LSD and should have LSD stamped on the transmission. Determining whether or not a transmission has LSD is very simple, just look into the differential and see if its opened or closed. For those not familiar with this, you'll either see a set of gears that form a closed cylinder, or you'll see an open differential with a bar splitting the middle.

Typically these transmissions have had weak synchro's in 2nd, 3rd, and 4th gears with 3rd gears crunching the most. Its also worth noting that all of the transmissions minus the Y1 have very weak open differentials making it essential that you upgrade if your putting a lot of power to the ground.

As far as gearing, these transmissions are all pretty short. Here is a listing of the gear ratios and final drive, courtesy of http://www.bseries.net.

1st: 3.230
2nd: 2.105
3rd: 1.458
4th: 1.107
5th: 0.848
Reverse: 3.000
Final Drive: 4.400

In conclusion, this transmission is good for all motor and should bring between 500-700 if its hydraulic while cable transmissions are worth between 400-600. Please be careful that the transmission you're buying doesn't have bad synchro's because a lot of them have been beaten on and this is the first problem you'll have. Plus, if you're making a lot of power, 170 to the wheels, be prepared to replace your differential because these can be broken with regularity.

B16B (Hydraulic):
S4C (LSD)

The transmission found in the Civic Type R is highly sought after and very rare. Its gear ratio's are identical to that of the B16A's but has a stronger limited slip and dual synchro's in 2nd, 3rd, and 4th gears. Expect to pay between 1000-1200 for a genuine CTR transmission because they're rare and well worth the price. Its also worth mentioning that these transmissions are Hydraulic type.

B17A1 (Cable):
YS1

This transmission is found on the rare "blacksheep" of b-series motors. The most important feature here is that its cable-type. This means you can bolt this into any 93 and older integra and 91 and older civic without having to change to hydraulic. The synchro's on this transmission are still considered weak, however the gearing is very good for all motor applications as its identical to the B16A transmissions. Finally, this transmission did not have factory LSD, so keep that in mind when someone is trying to tell you otherwise. Look to pay between 400-600 dollars for this transmission, although its going to be difficult to find and usually when you do, there is something wrong with it.

B18A1 (Cable):
YS1

Again, you'll see how Honda didn't help us out any with the stamping on this transmission. These transmissions however, are much different in there gearing. This transmission has a longer first and second gear with slightly longer 3rd and 4th gears. The final drive is still 4.40:1 making this a possibility for all motor applications, but not your best choice. You'll be able to find this transmission in 90-93 Integra's and they're all cable-type. The prices for these should range between 200-400 for clean, good working units. Paying anymore is pointless, as these transmissions are everywhere.

B18B1 (Hydro):
S80/Y80

This is probably the easiest b-series transmission to find because it's found in every non-VTEC 94-01 Integra. Most notably, this transmission is the longest of all b-series transmissions and has the weakest synchro's and weakest differential. The final drive is 4.266:1 and each of the gears is longer compared to its B16A counterparts. For boost, a lot of people like the gearing of this transmission, plus gas mileage is great and they're very cheap. Look to pay no more than 500 for a clean LS tranny because they're everywhere.

Here is a look at the Specs.

1st: 3.230
2nd: 1.90
3rd: 1.269
4th: 0.966
5th: 0.714
Reverse: 3.000
Final Drive: 4.266:1

B18C:
S80/Y80 (Optional LSD)

The transmission found in JDM GSR's is very popular and overall an excellent transmission. For all motor and boost applicatiosn this transmission has excellent gearing and a stronger differential compared to its B16A and B18B counterparts. The transmissions with LSD should have "LSD" stamped on the casing and to make sure, inspect the differential and use the parameters I described before to identify whether or not the transmission really has LSD. Look to pay between 700-1200 for this transmission depending on whether its LSD equipped. Also worth mentioning, these transmissions are all hydraulic.

Here is a look at the specs:

1st: 3.230
2nd: 1.900
3rd: 1.360
4th: 1.034
5th: 0.787
Reverse: 3.000
Final Drive: 4.400

B18C1:
Y80

This transmission is found in all USDM GSR's. Although LSD was not offered these transmissions are still highly sought after because of their stronger differentials and optimal gearing. For those not interested in ultra-short gearing this transmission provides the perfect balance between acceleration and top end. Look to pay around 700-1000 for these transmissions.

The specs are the same as above:

1st: 3.230
2nd: 1.900
3rd: 1.360
4th: 1.034
5th: 0.787
Reverse: 3.000
Final Drive: 4.400

B18C5:
S80 (Helical LSD)

This transmission is one of the best B-series transmissions Honda has offered in its vehicles. Every gear has dual synchro's and the gearing is perfect for all motor applications. Plus, LSD is standard and will be stamped on the housing. Look to spend between 1200-1400 for these transmissions because of their quality, LSD, age and gear ratio's. Finally, if there is some question about whether or not you're S80 has 4.4 final drive or 4.7 final drive you can check the transmission housing. The code "4jhd" means 4.4 final drive was offered as original equipment, while "ne3" signifies 4.78 final drive.

The specs are below:

1st: 3.230
2nd: 2.105
3rd: 1.458
4th: 1.107
5th: 0.848
Reverse: 3.000
Final Drive: 4.400

B18C (JDM Type R):
S80 (Helical LSD)

JDM Type R transmissions are the best for all motor applications where acceleration is emphasized most. All 98 and up JDM Type R transmissions came with 4.785 final drive with the same 1st, 2nd, 3rd gears as the USDM Type R. To make highway driving more tolerable, the 4th and 5th gears are the same as GSR transmissions. Look to spend between 1400-1600 for these transmissions because of their final drive and rarity.

Here is a look at the specs:

1st: 3.230
2nd: 2.105
3rd: 1.458
4th: 1.034
5th: 0.787
Reverse: 3.000
Final Drive: 4.785

 

ENGINE = engine code
HP = factory horsepower rating
SIZE = engine size in c.c. cubic centimeters
BOR = standard engine bore in inches
STRK = engine stroke in inches
ROD = engine rod length center to center in inches
C-H = compression height of piston in inches
PIN = wrist pin outside diameter in millimeters
H-D = cylinder head volume in c.c. cubic centimeters
BEW = connecting rod big end width in inches
BEB = connecting rod big end housing bore diameter
D = double overhead cam
S = single overhead cam
N = non v-tec
V = v-tec 1 millimeter = .03937 inches
DECK= deck height in inches
R/S= rod to stroke ratio
VA= valve angles in degrees
VS= valve sizes intake/exhaust diameter in millimeters

ENGINE HP SIZE DECK BORE STRK ROD C-H PIN H-D BEW BEB R/S VA VS D-S V-N MODEL

B18C1 170 1797 8.347 3.189 3.433 5.429 1.181 21 41.6 .858 48 1.58 26 33/28 D-V 94-97 GSR
B18C5 195 8.347 3.189 3.433 5.429 1.195 21 42.7 .858 48 1.58 27 33/28 97-98 TYPE-R
B18A1 130 1834 8.347 3.189 3.504 5.394 1.181 21 48 .935 48 1.54 25 31/28 D-N 90-93 INTEGRA
B18B1 140 AS ABOVE 94-97
B17A1 160 1678 7.998 3.189 3.205 5.208 1.181 21 42.7 .935 48 1.62 27 33/28 D-V 92-93 INTEGRA
B16A3 160 1595 7.998 3.189 3.047 5.290 1.181 21 42.7 .935 48 1.74 27 33/28 D-V 93-97 DEL-SOL
B16A1-A2 AS ABOVE J.D.M
H22A1 190 2200 8.655 3.425 3.571 5.630 1.222 22 53.8 .935 51 1.58 29 35/30 D-V 92-97 PRELUDE
H23A1 160 2300 8.655 3.425 3.740 5.571 1.203 22 50 .935 51 1.49 25 34/29 D-N 92-96 PRELUDE
H23A4 195 AS ABOVE 97-98
D16Y8 127 1590 8.347 2.953 3.543 5.394 1.154 19 32.8 .892 48 1.52 30/26 S-V 96-99 CIVIC
D16Y7 106 1590 8.347 2.953 3.543 5.394 1.181 19 34.6 .892 48 1.52 30/26 S-N 96-99 VARIOUS
D16Z6 125 AS ABOVE 30/26 S-V 92-95 CIVIC
B20B4 1973 8.347 3.307 3.504 5.394 1.181 21 45 .935 48 1.54 25 31/28 S-N 97-UP CRV
D16A6 8.347 2.953 3.543 5.394 1.161 38