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.
The MPH would totally matter on the point in which this person will be reving the B18B too. You have listed the MPH verus two seperate RPM areas. When I had my JDM '96 spec ITR transmission go I replaced it with the USDM '00 Si transmission since the gear ratio would help the B18C spin up quicker. Also the had a wider final drive over the JDM ITR. This allowed for the setup to gain higher speeds in 4th and 5th gears.
Gearing has everything to do with performance of the motor and speeds in each gear. In IMSA Formula BMW we don't change gears because we are adjusting redline LOL... We change the gears for use of power, speeds on the entire track, and the ability to maximize everygear possible.
Power has nothing to do with the turbo in paticular. It is all about the amount of CFM's that each individual turbo component can perform. I mean the next thing you are going to tell me that a turbo is spoiled up by exhaust air flow and not exhaust pulses lol...
