Category Archives: Tech

B series transmission guide

B-Series Transmission Guide

By: Chet Hewitt

B-series Transmissions

In response to recent questions about different transmissions I think its important to shed some light into the ones available for our b-series motors. There are many differences between B-series transmissions and I’ve never found an article describing the positives and negatives of each unit. Below, you’ll see transmission codes, the car it’s found in, and whether or not it has factory LSD. It’s important to realize that Honda didn’t make it easy for us to distinguish between transmissions. For example, almost all transmissions found in Integra’s are stamped S80. This includes the tall LS transmission and the ultra short JDM Type-R transmission. In some cases, the only way to determine which transmission you really have is to take it apart and count the number of teeth on the ring gear. Obviously, in most cases it’s not practical to take your transmission apart to determine which one you have. To be safe when acquiring a transmission, you should identify the seller; try to identify the car and or motor it came with.

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 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

Sources: Cory Thompson, www.bseries.net

Distributor Code list

Broj modela distributora Fabrički ugrađivan u model vozila:
TD01U Civic 88-91 (1.5L)
TD02U & TD18U Civic 88-91 Si (1.6L) & CRX 88-91 Si (1.6L)
TD22U Civic 88-91 JDM B16A (Japanese Spec.)
TD41U Civic 92-95 (1.5L)
TD42U Civic 92-95 Si (1.6L)
TD43U Civic ZC Engine (2nd GeTD80U Civic 96-98 (1.6L Non-VTEC)
TD63U & TD73U Civic 99-00 Si DOHC VTEC (1.6L)
TD31U & TD34U Accord 90-91
TD52U Accord 92-93
TD58U Accord 94-95 (2.2L)
TD76U Accord 96-97 (2.2L)
TD89U Accord & Prelude Type S DOHC VTEC H22A
TD77U Prelude 97-02 VTEC
TD59U Prelude 92-96 non-VTEC (2.2L)
TD60U Prelude 92-96 JDM VTEC (2.2L Internal Coil)
TD61U Prelude 92-96 VTEC (2.2L) & 92-96 non-VTEC (2.3L External Coil)
TD97U CRV 99 & up (2.0L)
Distributor Model Number Stock equpiment in:
TD03U Integra 88-89 (1st Gen. ZC) (1.6L)
TD23U & TD24U Integra 90-91 (1.8L)
TD44U & TD68U Integra GSR / 92-95 JDM B16A
TD55U Integra 92-93 (1.8L)
TD81U & TD84U Integra GSR 96-02 & JDM B18C
TD86U & TD87U Type R 96-02 & Civic SiR 99-02
TD85U Integra 96-98 (1.8L & CRV 96-98 (2.0L)

FreeValve sistem – Koenigsegg

🙂 N-fazni VTec

Koenigsegg-Freevalve-Engine-3-626x382

Christian von Koenigsegg je poznat po konstrukciji svjetskih super-automobila, ali je takođe veliko ime i u inovacijima pogonskih sklopova.

48309d67043ca211875c9e8a9b84f927

Osim što je osmislio hibridni pogonski sistem razvijen za Koenigsegg Regera-u koji omogućuje da radi bez mjenjača, on je također godinama radio na nečemu s potencijalom da bude mnogo više revolucionarno – motor bez bregaste osovine.

Koenigsegg-camless-engine-750x400

Izum nazvan „Freevalve“ to čini bez bregaste osovine i umjesto toga se oslanja na elektronski kontrolisane pneumatske aktuatore i opruge za pojedinačno otvaranje i zatvaranje svakog ventila.

Teoretski, to bi znatno povećalo snagu, okretni moment, i potrošnju goriva, što zvuči kao prilično dobar posao. Ali, koliko će biti potrebno da se izum bude spreman za proizvodnju,ostaje da se vidi.

D.B.

Amk Racing Team

Honda Civic Type R (EK9) B16B

 

IMG_8929

Pictures of the Old Civic Type R. This was a 1.6 VTEC and used the B16B Honda engine producing 185ps @ 8300rpm. Not ever offically imported into either Europe or USA, some JDM models are seen in the UK (occasionally). Check out the Best Motoring video, battles @ 10,000rpm

About

This is a copy (changed to reformat the code and make easier to use) of the page from http://www.geocities.com/nofearirc/ek9.html

Index

  • General stats
  • Performance figures
  • B16A – B16B differences (highlights)
  • B16A – B16B tech differences
  • Honda Gearbox Ratios
  • B Series Engine Specs
  • Cam Specs (B – Series)
  • Piston CR’s
  • Header results

General stats for EK9 Honda Civic Type-R

b16power

 

 Performance figures for JDM Honda Civic Type-R

Have you ever wondered how fast the Honda Civic Type-R is in a straightline ? In the May 1998 issue of UK’s Performance Car, a true JDM Honda Civic Type-R was tested in a special hot-hatches feature. The figures attained will send shivers down any of our competitor’s spines.
A listing of some of the critical standing acceleration numbers are as follow:

004-006

 

Top speed was not tested as all JDM Hondas are speed limited to around 180-190kph.

The Civic Type-R bested the UK version of the Honda Integra Type-R which has a derated 190hp engine (and similar quad headlights front facial of the US version). The UK’s Integra Type-R obtained values of around 6.2seconds for the 0-60mph dash but a faster 17.1 seconds for the 0-100mph dash. However, the Integra Type-R was not fully run-in at the time of its test.

Highlights of B16B 98 Spec R compared to B16A

B16B98R

 

In order to increase the power output by 15 hp, and the max RPM by 200RPM, the engine goes through many upgrades. It should be noted that the B18C spec.R’s cylinder block is used for its endurance.

The translations for the numbered labels in the diagram are:

  1. Cylinder Head – Complete port & polish
  2. Exhaust Valve Spring – High-lift, dual-layered spring
  3. Sparkplug – High-heat-type #7 platinum plug
  4. Pistons – High-compression, low-friction, custom pistons
  5. Connecting Rod – High-output, high-durability, lightened, custom conrod
  6. Engine Stiffener – Aluminum die-cast, high-durability, one-piece type
  7. Crankshaft – Full-balancer, 8-weight, high-output, custom crankshaft
  8. Inlet Valves – Lightened inlet valves
  9. Inlet Valve Springs – High-lift, flat-surfaced, dual-layered spring
  10. Camshaft – Wide-angled, high-lift, high-durability camshaft
  11. Intake Manifold – High-RPM type.

Engine specifications between B16A and B16B:

 

 

The camshaft profiles (wild cam) change from B16A 160ps to 170ps and finally to B16B are:

IntakeCam

 

The cut-outs on the piston top to accomodate for valve lift are basically the same between all three piston. This couldmeant that B16B camshafts can be installed into both 160ps and 170ps B16A without the need to change to B16B pistons.

On B16B, the inlet ports are manually ported to increase air-flow. The exhaust ports are identical to B16A.
B16B intake valve seats are at a different angle to B16A, 45 degrees vs 60 degrees. The intake valves are also different, being lighter and having a thinner valve stem.

valves

004-005

porthead

 

 

 

On the left are the power curves for B16A 170ps versus B16B. Note the big gain in power after 6000rpm, the VTEC switch-over point between mild and wild cam profiles. The gain at extreme high rpms is readily apparent on the curves.

Various individual specifications for B16B can teach us about the feasibility of various modifications to B16A. For eg, the throttle bore diameter for B16B is identical to B16A at 60mm. This means that enlarged throttle bodies for B16A might not be an optimal mod or that a compromise in power delivery might result, eg loss of low-end power in return for gain in high-end power. Note that B16B has identical low and mid range power as B16A.

As with B18C Spec R, the wonder of B16B is the assurance of a 15 to 25ps gain in power on a B16A provided the tuning done by Honda can be completely replicated. Nevertheless even if only a portion can be duplicated, combining with properly designed aftermarket exhaust, headers, and intake could still potentially realize this 15ps gain. B16B engine parts are available from Honda and with care, most of them can be used on B16A for good power gains.
Honda Gearbox Ratios

The table below details the gearbox ratios that can be found in all of the different JDM (Japan Domestic Market) B series transmissions. It also details whether or not the transmission is available with an LSD (limited slip differential).

 

You can use any B-series transmission (cable or hydraulic) with any B-series block as long as you make sure that you use the correct clutch, flywheel, and intermediate shaft.

B Series Engine Specs

 

Cam Specs (B – Series)

Piston CRs’

B16B-PCTX_spec B16B-PCTX_profile

vs
B16A-PR3_spec
B16A-PR3_profile

 

Header results

 

Obtaining ECU Error Codes

To determine if your ECU has an error code:

  1. Locate the ECU under the carpet in the passenger foot well.
  2. Find the red LED in the center of the ECU.
  3. Turn the ignition to ON. The red LED should flash once when this happens to indicate that the ECU has power.
  4. If there are no further flashes then there are no error codes.
  5. If there are further flashes then there are one or more error codes.

Honda ECU error codes

1 Oxygen Sensor “A” (Primary) defective circuit or unplugged / defective sensor
2 Oxygen Sensor “B” defective circuit or unplugged / defective sensor
3 MAP Sensor (Manifold Absolute Pressure) defective circuit or unplugged / defective sensor
4 CKP Sensor (Crankshaft Position Sensor) defective circuit or unplugged / defective sensor
5 MAP Sensor (Manifold Absolute Pressure) mechanical problem / disconnected piping
6 ECT Sensor (Engine Coolant Temperature) defective circuit or unplugged / defective sensor
7 TP Sensor (Throttle Position) defective circuit or unplugged / defective sensor
8 TDC Sensor (Top Dead Center) defective circuit or unplugged / defective sensor
9 CYP Sensor (Cylinder) defective circuit or unplugged / defective sensor
10 IAT Sensor (Intake Air Temperature) defective circuit or unplugged / defective sensor
12 EGR Lift Sensor (Exhaust Gas Recirculation) defective circuit or unplugged / defective sensor
13 BARO Sensor (Atmospheric Pressure) defective circuit or unplugged / defective sensor
14 IAC Valve (Idle Air Control) defective circuit or unplugged / defective sensor
15 Ignition Output Signal missing or defective ignition output signal
16 Fuel Injector System defective circuit or unplugged / defective fuel injector
17 VSS (Vehicle Speed Sensor) defective circuit or unplugged / defective sensor
19 Automatic Transmission Lock Up Control Solenoid Valve defective circuit or unplugged / defective solenoid valve
20 Electrical Load Detector defective circuit or unplugged / defective sensor
21 VTEC Solenoid Valve defective circuit or unplugged / defective solenoid valve
22 VTEC Oil Pressure Switch defective circuit or unplugged / defective oil pressure switch
23 KS (Knock Sensor) defective circuit or unplugged / defective sensor
30 Automatic Transmission Signal: “A” / SEAF / SEFA / TMA or TMB defective circuit or unplugged / defective sensor
31 Automatic Transmission Signal “B” defective circuit or unplugged / defective sensor
41 Primary Oxygen Sensor – Heater circuit malfunction
43 Fuel Supply System defective or malfunctioning fuel supply system
45 System Too Lean or Too Rich malfunction in the fuel monitoring systems
48 LAF Sensor (Lean Air Fuel) defective circuit or unplugged / defective sensor
54 CKF Sensor (Crankshaft Speed Fluctuation) defective circuit or unplugged / defective sensor
58 TDC Sensor 2 (Top Dead Center) defective circuit or unplugged / defective sensor
61 Oxygen Sensor, Heated – Sensor 1 (Primary) high voltage, low voltage, or slow response
63 Oxygen Sensor, Heated – Sensor 2 (Secondary) high voltage, low voltage, or slow response
65 Oxygen Sensor Heater (Secondary) malfunctioning or defective oxygen sensor heater
67 Catalyst system Efficiency Below Threshold malfunctioning or defective catalyst system
70 Automatic Transmission malfunction with the automatic transmission controls
71 Cylinder 1 Misfire or a Random Misfire a condition is present that is creating a cylinder misfire
72 Cylinder 2 Misfire or a Random Misfire a condition is present that is creating a cylinder misfire
73 Cylinder 3 Misfire or a Random Misfire a condition is present that is creating a cylinder misfire
74 Cylinder 4 Misfire or a Random Misfire a condition is present that is creating a cylinder misfire
75 Cylinder 5 Misfire or a Random Misfire a condition is present that is creating a cylinder misfire
76 Cylinder 6 Misfire or a Random Misfire a condition is present that is creating a cylinder misfire
80 Exhaust Gas Recirculation insufficient flow detected
86 ECT Sensor (Engine Coolant Temperature) circuit range / performance problem
90 Evaporative Emission Control System leak detected in the fuel tank area
91 Fuel Tank Pressure Sensor low input
92 Evaporative Emission Control System insufficient purge flow

Honda B DOHC Piston Measurements

17

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OBD1 Senzori, Konektori i boje žica

By courtesy of clean_sol93 sa foruma http://teamsolcal.com/ jedan vrlo, vrlo koristan post:

Gray Plug Injector 1 Yellow/Black-Yellow
Injectors<br /> Gray Plug Injector 1<br /> Yellow/Black-Yellow

Injectors
Gray Plug Injector 1
Yellow/Black-YellowGray Plug Injector 2 Yellow/Black-Blue

Gray Plug Injector 2<br /> Yellow/Black-Blue
Gray Plug Injector 2
Yellow/Black-Blue
Gray Plug Injector 3 Yellow/Black-Red
Gray Plug Injector 3
Yellow/Black-Red
Gray Plug Injector 4 Yellow/Black-Brown
Gray Plug Injector 4
Yellow/Black-Brown
Intake Air Temperature (IAT Sensor) White Plug 2 Wires Green/White-Red/Yellow
Intake Air Temperature (IAT Sensor)
White Plug 2 Wires
Green/White-Red/Yellow
Location of IAT and Injectors
Location of IAT and Injectors
VTEC Solenoid Gray Plug 1 Wire Green/Yellow
VTEC Solenoid
Gray Plug 1 Wire
Green/Yellow
VTEC Oil Pressure Sensor Green Plug 2 Wires Black-Blue/Black
VTEC Oil Pressure Sensor
Green Plug 2 Wires
Black-Blue/Black
Location of VTEC Solenoid Pressure
Location of VTEC Solenoid Pressure
Vehicle Speed Sensor (VSS) Gray Plug 3 Wires Black-Yellow/Blue-Yellow/White
Vehicle Speed Sensor (VSS)
Gray Plug 3 Wires
Black-Yellow/Blue-Yellow/White
Location of VSS
Location of VSS
Throttle Position Sensor (TPS Sensor) Gray Plug 3 Wires Green/White-Red/Blue-Yellow/White
Throttle Position Sensor (TPS Sensor)
Gray Plug 3 Wires
Green/White-Red/Blue-Yellow/White
Location of TPS
Location of TPS
Thermostat Ground Loop Connector 4 Wires Brown/Black-Black/Red Black-Black
Thermostat Ground
Loop Connector 4 Wires
Brown/Black-Black/Red
Black-Black
Starter Female End 1 Wire Black/White
Starter
Female End 1 Wire
Black/White
Reverse Sensor Gray Plug 2 Wires Green/Black-Yellow
Reverse Sensor
Gray Plug 2 Wires
Green/Black-Yellow
Reverse Sensor Gray Plug 2 Wires Green/Black-Yellow
Reverse Sensor
Gray Plug 2 Wires
Green/Black-Yellow
Location of reverse sensor
Location of reverse sensor
Location of Map sensor
Location of Map sensor
Manifold Absolute Pressure (MAP Sensor) Gray Plug 3 Wires Yellow/Red-Green/White-White
Manifold Absolute Pressure (MAP Sensor)
Gray Plug 3 Wires
Yellow/Red-Green/White-White
Oil Pressure Switch Black Plug 1 Wire Yellow/Red
Oil Pressure Switch
Black Plug 1 Wire
Yellow/Red
Location of IACV
Location of IACV
Fan Switch (Engine Coolant Temperature Switch) Gray Plug 2 Wires Black-Green
Fan Switch (Engine Coolant Temperature Switch)
Gray Plug 2 Wires
Black-Green
Location of Fan switch (ECT)
Location of Fan switch (ECT)
Engine Coolant Temperature Sensor (ETC) Gray Plug 2 Wires Red/White-Green/White
Engine Coolant Temperature Sensor (ETC)
Gray Plug 2 Wires
Red/White-Green/White
Location of ECT sedning Unit
Location of ECT sedning Unit
Engine Coolant Sending Unit Black Plug 1 Wire Yellow/Green
Engine Coolant Sending Unit
Black Plug 1 Wire
Yellow/Green
Starter from Battery and Starter from Harness
Starter from Battery and Starter from Harness
Distributor Plugs Gray Plug Large: 7 Wires Yellow/Green-Blue/Green-Orange/Blue-Orange Blue/Yellow-White/Blue-White
Distributor Plugs
Gray Plug Large: 7 Wires
Yellow/Green-Blue/Green-Orange/Blue-Orange
Blue/Yellow-White/Blue-White
Gray Plug Small: 2 Wires Black/Yellow-Blue
Gray Plug Small: 2 Wires
Black/Yellow-Blue
Alternator Plug Green Plug 4 Wires White-Blue-Black/Yellow-White/Blue
Alternator Plug
Green Plug 4 Wires
White-Blue-Black/Yellow-White/Blue
Location of Alternator and Oil Pressure Switch plugs
Location of Alternator and Oil Pressure Switch plugs
Location of Oil pressure Switch
Location of Oil pressure Switch
Idle Air Control Valve (IACV) Gray Plug 2 Wires Blue/Yellow-Yellow/Black
Idle Air Control Valve (IACV)
Gray Plug 2 Wires
Blue/Yellow-Yellow/Black
Oxygen Sensor Gray Plug 4 Wires White-Green/White-Yellow/Black-Orange/Black
Oxygen Sensor
Gray Plug 4 Wires
White-Green/White-Yellow/Black-Orange/Black