Hey guys, I am getting ready to put a new motor in my 95 integra ls. I have a built '00 b20 block and '99 JDM GSR head. I want it to be more of a daily driver than a track car so I am not going balls out on it. What kind of tranny should I get?? Thanks for your help!

 

personally i would go with A type R tranny would work best with that set-up.

 

ITR tranny will give the best acceleration everytime, due to the short final drive.
But, I would stay away from the ITR tranny if you'll be using it as a daily driver...
IMO the GSR tranny is the best for DD. It has a short enough final drive for good acceleration, while the longer gears of the GSR tranny will help gas mileage and driveability.
You will already have more Torque available than an ITR so the GSR tranny should complement the motor nicely.
Good luck!

 

sounds good. thanks for your input!

 

another question for you, do i need a exhaust for a GSR or LS?

 

Swap the itr 5th with a gsr 5th gear for highway use, problem solved!!honestly there hasn't been a noticeable difference in my gas mileage at all I would go with a gsr tranny on this motor if he were going with a turbo! But because of the added weight of the ls/b20 crank and rods along with a gsr flywheel, the gsr tranny tends to feel more like an ls tranny that boggs down until about 4000rpm until you hit the TRQ curve and vtec.

The amount of TRQ doesn't really change all that much when you do an LS/vtec! The TRQ curve is the real change that happens! Because of the larger displacement of the LS/b20 crank The TRQ comes on strong at 5200rpm and pulls longer with a vtec head. As opposed to a type R or a Gsr where the tRQ curve comes on later strong at about 6000rpm.

Even if you don't get a ITR tranny at least get a lighter flywheel, about 9lb so you can reach that trq curve faster.

 

thanks primetime!

 

The best avalible option for acceleration and highway driving would be an LS transmission with a modified final drive. By scaling it to the same top gear ratio as the GSR you're left with something that hits 35mph at 8k rpm in first and 160 at 8k in 5th. Though I find it utterly pointless, just stick with a GSR transmission.

The major gains for the a VTEC conversion utilizing an LS crank come from the extra compression, not the displacement. Though the extra displacement does net higher gains, the "miracle" worker is just the taller stroke pushing the pistons closer to deck height.

 

if you use stock ls pistons in an ls/vtec your not getting that much more of a C/R over a Stock LS set-up! you will get a slight bump in the C/R because of the GSR head but not much more. If you use gsr pistons in this setup you will get a bump in the C/R but again not alot.
JDM ITR pistons are best for this set-up if you want big dent in the C/R, 11.5:1 with an OEM headgasket, higher if you use a 2 layer HG with the set up!

About the tranny now, a GSR tranny is fine, BUT you still have to offset the extra weight of the LS crank and rods. A lighter flywheel is the cheapest route but a Type R tranny i feel is a better way due to the closer gear ratios, final drive, LSD couple that with a lighter flywheel if a person chooses to get the any LS/vtec running the way people intended. I understand especially now how important Gas mileage is, and that is the reason why you switch to a gsr or even an LS fifth gear.

Not trying to start an arguement!! This is just coming from driving an LS/vtec for the past 3 years on a daily basis and figuring these things out by driving other peoples lsvtecs and seeing the same issues. For me spending the $900 on a ITR tranny with a gsr 5TH (which will also be used on my stroked GSR block) was a very good investment.

 

Over the stock LS setup it's a gain of around .6-.7, only .2 compared to a GS-R, so I was wrong. [:thinking: I could have sworn it was more, o well]


Primetime, you've done you're homework on this, the one thing I think we all forgot to ask though:

What do you mean by "built"? What have you done to the bottom end or the head, ETC.