Aftermarket B-Series Intake Manifold’s improve airflow and increase horsepower by as much as 8% to 25% depending on build or your modified aftermarket intake over stock manifolds on stock engines and even more on modified or turbocharged engines. There are a number of intake manifolds that significantly increase horsepower in ranges of 2700-9200 RPM’S the larger plenum’s and tapered runners and gutted out runners like a Skunk2 or a jdm styles are best with turbos or a custom aluminum boxed intake. They Increases Acceleration and Airflow. By Porting or Enlarging the intakes Air volume inside the intake you can increase the effects of wave scavenging at the Motors Maxximum  RPM range. Providing a hard overall increase in usable Power. Each runner port should also be matched to balance and not Restrict airflow between cylinders. Bigger bore throttle bodies are a must to add to a new manifold. In order to v-tec proper you must change and make a safe tune always remember to turn off ignition advance when tunning.

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B-SERIES INJECTORS

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B-SERIES INJECTORS

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There are many different types of b series transmissions, all of which have differences. Unfortunately it’s hard to distinguish between the different trannys unless you take it apart and count the number of teeth on the rings in the b series transmission. If you’re going to swap your transmission then make sure to determine the original car it was sitting in. The types vary by cable and hydro with the exception of the Y1 which has optional LSD. Read our guide for the b series transmission.

B-SERIES RATIO

I’m going to start off. You have three main (and the JDM ITR hybrid) transmissions to choose from.

Integra LS (b18b)
1st – 3.230
2nd – 1.900
3rd – 1.269
4th – 0.966
5th – 0.714
final – 4.266

Integra GSR (b18c1)
1st – 3.230
2nd – 1.900
3rd – 1.360
4th – 1.034
5th – 0.787
final – 4.400

Del Sol VTEC, 99-00 Civic Si, and other various JDM cars with b16’s (b16a3, b16a2, b16a, b16b, b18c5, b18c spec R) All hydro b16s came with these ratios
Also, USDM ITRs and pre 98 JDM ITRs
1st – 3.230
2nd – 2.105
3rd – 1.458
4th – 1.107
5th – 0.848
final – 4.400

JDM ITR, 98+
1st – 3.230
2nd – 2.105
3rd – 1.458
4th – 1.034
5th – 0.787
final – 4.785

Now that you know the ratios of the available transmissions, lets start off by examing the ratios. The Integra LS has tallest final drive of 4.266 along with gears that are furthest apart. This is due to the relatively flatter torque curve of the lower-revving b18b.

The GSR tranny like the LS tranny, uses the same mainshaft (1st and 2nd gears), However it uses a 4.4 final drive, with shorter, closer-ratio 3rd, 4th, and 5th gears. Although it utilizes the same final drive as the b16, it’s gears are spaced further apart due to the greater torque and less “peaky” characteristics.

Then there’s the B16/USDM ITR transmission. Aside from the ITR having a LSD, these transmissions are identical ratio wise. These use the 4.4 final drive ratio, along with a unique 2nd gear. Because of the peaky powerband of the b16, they have the shortest, and closest-ratio gears of all the b-series transmissions. Yes, with 205/50/15s the highway RPMs are near 4400 at 80mph, however do to the very short stroke of the B16, this is not a problem.

And last but certainly not least is the 98+ JDM ITR transmission. This transmission is honda’s hybrid transmission for their OEM FWD “track car.” It uses an exclusively higher final drive ratio of 4.785 along with B16 1st, 2nd, 3rd gears. It then uses GSR 4th and 5th. It is obvious that they used the 4.785 final drive because it yielded better acceleration, however this usually decreases the theoretical top speed (and increases cruising rpms) This is why I am sure that they decided to go with the GSR 4th and 5th. Why not b16 4th and gsr 5th? Because the 3rd -> 4th RPM drop on B16 trannys is already really good, so it would be better to make the gap further here than it would be between 4th and 5th. Plus most people would rather have a longer 4th gear to prevent having to shift into 5th.

Take note, Final drives effect the mph/kmph between the gears, where as 1-5 gear ratios effect the rpms between the gear. This means that the rpm drop from 2nd -> 3rd will always be the same from 8000rpm regardless of which final drive you use. This also means that installing a JDM ITR final drive, on your stock gsr transmission, you will NOT have a closer-ratio transmission than you did before.

For people that do lots of distance driving, you may consider getting an LS 5th gear. It will lower the cruising 5th gear RPMs as well as lower the engine noise. To do this you will need the mainshaft and countershaft 5th gear from an LS. As far as I know, cable 5th gears will not work.

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Now that I have covered the contents of the various honda b-series transmissions, I am now going to cover a few mathematical/physics formulas that I have found useful. Along with covering the common fallacies.

Gears do nothing but torque multiplication between the engine and the wheels. At any given time, you’re using two gears to drive the car, say you’re in 5th gear of 0.848 on a B16 transmission with a 4.400 axle ratio. Multipy that gear ratio by the axle ratio and you get the complete gear ratio of that gear.

0.848 * 4.400 = 3.7312

Now that is your actual gear ratio in 5th gear. That means that for every 3.7312 engine revolutions, your wheel makes one full rotation. Another thing that you may find interesting, I have been doing a lot of researching on BMW’s as I planned on purchasing an e36 a while back.. After looking at the ratios I noticed that the numbers were different. Some of them use a 1.0 5th gear ratio, along with a 3.73 axle ratio, now obviously 1 times 3.73 is well, 3.73. So that means that paticular BMW’s 5th gearing is nearly identical to honda’s b16 gearing. This results in confusion when discussing the axle ratio modification you’ve run. “You’re running what? A 4.785? Holy shit that’s crazy!!” But in reality a 4.785 compared to a gsr 0.747 5th gear is like a 3.76 axle ratio on a BMW. Not to mention that tire diameter also effects this.

A b series flywheel stock are a better with longevity and performance because they’re a harder metal allow. B series flywheel made of aluminum are better since they allow for higher rpm’s and the cooling effect on the clutch has noticable performance upgrades since naturally it will be maintaining a lower core temperature. Check out the full story on a performance b series flywheel.

B Series Flywheel