advice on building my b18b

Drowzysleeper · Post by **Drowzysleeper** » Thu Nov 30, 2006 1:12 am

head work is where the ponies come from, but hp isnt anything if you cant put it to the ground.

jason_guy_yeah · Post by **jason_guy_yeah** » Thu Nov 30, 2006 1:42 am

hmmm...interesting:D

5thgen · Post by **5thgen** » Thu Nov 30, 2006 4:16 am

If you don't increase your redline from ~7000 rpm.....don't buy a gsr tranny, b16 tranny would be worse for that matter. Unless you run a tall (~25-26" tire).

HONRACR · Post by **HONRACR** » Mon Dec 18, 2006 5:35 am

This is something to ask yourself first. Are you wanting this car to be quick, responsive, and have a usable power band or are you wanting crazy power, more chances of going through parts because of normal ware/tear, and basically never getting the tires to hook up on the street? If you have a B18B that already has 10.5 JE pistons and Eagle Rods I think that is a fairly good start. But is the block sleeved? If not then you have no chances of running super high boost to make high HP #'s. You are also dealing with the B18B head or are you planning on doing the vtec conversion? If not you are dealing with a head that basically has the CFMs of a D Series. Of course you will have better chances to make adjustment with mechanical timing with the DOHC of the SOHC. If you do not have the turbo kit or custom setup you are planning on doing then the extra 3K is going to be getting used up quite fast. There are many ways of do different setups and planning on buying them new or used as well. You still have to concider what you will be using for tuning, how much tuning services will be unless you will be tuning, sticking to lower/mid range levels of boost to be able to use pump fuel all of the time, fuel system setup, suspension or the type of use the car will be used for, and other things along the way.
I would also recomend selling the LS Transmission. It has a very wide gear ratio. The transmission that you are going to want to get will depend on what results you are looking for. The OBD2 version of the USDM '99-'00 B16A Transmission has a very to if not better gear ratio to the OBD1 version of the JDM '96-'97 B18C ITR Transmission. The only difference is that the final drive of the ITR was lager. This made 4th and 5th gear in the ITR's transmission spin up quicker. But you will be using boost to help with that and you will always enjoy the little bit longer gearing in 4th and 5th for highway speeds.

Just a few tips I can post really quick. I'm pretty sure I could type on this topic for hours with info, options, and many different setup over and over again...

5thgen · Post by **5thgen** » Mon Dec 18, 2006 5:50 am

HONRACR;5704 wrote: I would also recomend selling the LS Transmission. It has a very wide gear ratio...

A ls tranny is geared for, guess what, a ls redline. Throw a b16 tranny in there with street tires (normal size) and you'll be shifting into 5th gear by the 1/8th mile, if its a decent setup.

stock sleeves can hold quite a bit of power.

HONRACR · Post by **HONRACR** » Mon Dec 18, 2006 6:10 am

5thgen;5708 wrote:A ls tranny is geared for, guess what, a ls redline. Throw a b16 tranny in there with street tires (normal size) and you'll be shifting into 5th gear by the 1/8th mile, if its a decent setup.

stock sleeves can hold quite a bit of power.

Honda transmissions are not particually setup due to the redline of the of the motors that are attached to them. The gearing is bases more on how Honda wants each car in their production line to perform. The S4C, S80, Y80, Y21, Y1 transmissions are all used on B16 platforms. On thing that is funny is that if what you say is true then why is it that the S4C is also the B16B and the S80 is the B18C ITR transmission? I'm not trying to put you out I'm just saying that the OEM redline has nothing to do with the reason of why Honda was using the transmissions of each production car.

I mean to be honest if this thread was about him using the H Series platform I would have honestly recomended him to use the D Series conversion setup for the D Series transmission. Cheaper, Forged Steel Shifter Forks, and Nice Gear Ratio 1-3 with use of custom Quafie/Hewitt 4-5 gears

The redline set by Honda on all of their production line model cars is to keep the motors reliable, Not allow the motor to rev much past OEM Spec usable power band, and a keep cost of potential reliability issues from happening to the motor in the future of it's use

HONRACR · Post by **HONRACR** » Mon Dec 18, 2006 6:13 am

I also forgot to add that yes the OEM stock sleeves can handle decent boost levels (in the area of 1 BAR). But with out knowing from the basis of the original post of how high he will be bosting this motor, setup of the forced induction system, and what other components of this entire project will be being use I must post my thoughts on options this person should be looking into.

5thgen · Post by **5thgen** » Mon Dec 18, 2006 6:27 am

ls motor/tranny ..... 6800 redline

gear max speed
1 33
2 57
3 85
4 112

gsr motor/tranny ..... 8000 rpm
1 38
2 65
3 90
4 118

b16 motor/tranny ..... 8000 rpm
1 38
2 58
3 84
4 111

all speeds/shift points are relatively close to each other, with the ls being as short as a b16 tranny based on mph/gear. I have a gsr tranny on my ls, and wouldn't hesitate on putting a ls tranny back in.

the OEM redline has nothing to do with the reason of why Honda was using the transmissions of each production car

then why wouldn't they just save costs and use the same b series tranny with every b series motor? The redline doesn't have anything to do with the tranny...yes that may be true. But the gearing of the tranny has everything to do with the redline.

I also forgot to add that yes the OEM stock sleeves can handle decent boost levels (in the area of 1 BAR)

On what turbo?....15g? sc61? Base it on power rather than a pressure level. A bone stock motor can handle more boost than that, let alone stock sleeves.

Digital Sol · Post by **Digital Sol** » Mon Dec 18, 2006 11:48 am

5thgen;5724 wrote:ls motor/tranny ..... 6800 redline

gear max speed
1 33
2 57
3 85
4 112

gsr motor/tranny ..... 8000 rpm
1 38
2 65
3 90
4 118

b16 motor/tranny ..... 8000 rpm
1 38
2 58
3 84
4 111

all speeds/shift points are relatively close to each other, with the ls being as short as a b16 tranny based on mph/gear. I have a gsr tranny on my ls, and wouldn't hesitate on putting a ls tranny back in.

then why wouldn't they just save costs and use the same b series tranny with every b series motor? The redline doesn't have anything to do with the tranny...yes that may be true. But the gearing of the tranny has everything to do with the redline.

On what turbo?....15g? sc61? Base it on power rather than a pressure level. A bone stock motor can handle more boost than that, let alone stock sleeves.

just curious if you have the specs/stats on the 98+ jdm itr trannys, thanks rick'

5thgen · Post by **5thgen** » Mon Dec 18, 2006 7:22 pm

Digital Sol;5770 wrote:just curious if you have the specs/stats on the 98+ jdm itr trannys, thanks rick'

8000 redline

1 36 3.23 : 1
2 55 2.105 : 1
3 79 1.458 : 1
4 111 1.034 : 1

final 4.785 : 1

8400 redline

1 37
2 57
3 83
4 116