B18C1 Y80 Transmission Rebuild - Price Comparison

Price comparison
(All prices for B18C1 Y80 transmission and components)

Replacement transmissions:
DEALERSHIP, NEW:	$3,053.00
OEM AFTERMARKET, REBUILT:	$2,230.99
JUNKYARD:	$ 850.00
SYNCHROTECH, REBUILT (W/BRASS SYNCHROS):	$ 1,195.00
SYNCHROTECH, REBUILT (W/CARBON-COATED SYNCHROS):	$ 1,200.00
Transmission re-build items (for D.I.Y. install)
DEALERSHIP MASTER KIT:	$ 1,251.31
SYNCHROTECH MASTER KIT (W/BRASS SYNCHROS):	$ 750.00
SYNCHROTECH MASTER KIT (W/CARBON-COATED SYNCHROS):	$ 795.00
OEM AFTERMARKET BASIC KIT:	$ 684.99
SYNCHROTECH BASIC KIT (W/BRASS SYNCHROS):	$ 350.00
SYNCHROTECH BASIC KIT (W/CARBON-COATED SYNCHROS):	$ 395.00

B18c1 Y80 Transmission Rebuild Afterhours Automotive Honda Civic Eg Hatchback

Brass, Carbon-Coated and Full-Carbon Synchros

What do the racers prefer?

"I rev out to almost 11 grand in each gear," begins Tim Thomas, NYC-based Low Budget Racing's 9.6-second B-series Civic drag champ, "and it was just killing the stock synchros. They were failing every two or three passes." He continues, "I've gone over 20 passes on Synchrotech's carbon-fiber ones so far, and shifting at high rpm is way faster. If I blow a trans, I'll yank out the synchros and put them in the new trans-good as new!" Brian Kono, of Cypress, CA's After Hours Automotive, whose road-race EG recently won Honda Challenge's H2 class with the prototype full carbon-fiber synchros installed (and with Renan Bayar behind the wheel), concurs. "We log thousands of high-rpm, abusive shifts during each race weekend," he explains, "and the carbon synchros outperform OE in every way."

6 With a pair of snap-ring pliers in one hand and a thin pry bar in the other, compress the snap-ring while you gently (so as not to damage the housings) pry the two housings apart. You may need to work your way around the seal, prying from several points, until the two parts detach. Once they do, the compressed snap-ring will let go of the countershaft and the transmission housing will lift free from the clutch housing.
6 With a pair of snap-ring pliers in one hand and a thin pry bar in the other, compress t
6, cont.
7 Remove the oil gutter plate, ball-spring screw and shift rod, change holder assembly, change piece and interlock assembly, Fifth and Reverse shift piece, and reverse idler gear and holder remove the countershaft retaining nut and lift the main- and countershaft assemblies out together, along with the shift forks, as shown. Lay them somewhere out of the way for now-we'll get to them shortly.
7 Remove the oil gutter plate, ball-spring screw and shift rod, change holder assembly, c

7, cont.
7, cont.
7, cont.

8 ...remove the countershaft retaining nut...
9 ...and lift the main- and countershaft assemblies out together, along with the shift forks, as shown. Lay them somewhere out of the way for now--we'll get to them shortly.
9 ...and lift the main- and countershaft assemblies out together, along with the shift fo
10 With the shaft assemblies removed, the differential and final drive gear can be lifted out of the clutch housing to allow access to the first (directly underneath it) of three oil seals you are going to replace while you have the trans apart. The remaining two are underneath bearings, which will need to be removed.
10 With the shaft assemblies removed, the differential and final drive gear can be lifted

11 Remove the countershaft needle bearing's retaining plate (red arrow), then use a bearing removal slide hammer (available for rent at most auto parts stores) to remove it and the input shaft's ball bearing. There are also bearings atop the differential, and around the main- and countershafts inside the gear assemblies. Inspect that each is free-rolling and resistance-free. If any appear to be worn or damaged, replace them.
11 Remove the countershaft needle bearing's retaining plate (red arrow), then use a beari
11, cont.
11, cont.