Hasport L15B Turbo Engine Swap Mounts for Civic/Integra

Hasport L15B Turbo Swap Mount Kit (EGLT2) - 92-95 Civic, 93-97 Del Sol & 94-01 Integra

Here's the problem the K-swap world doesn't like to talk about: Honda hasn't built a naturally aspirated K-series worth swapping in over a decade. The good ones, the K20A2, the K20Z1, the K24A2, are twenty-plus years old now, and every year the clean ones get harder to find and more expensive. The later NA K-series engines aren't good swap candidates. There's no new supply coming. That's the reality anyone shopping for a swap motor has run into lately.

The L15B is the answer nobody expected. It's a modern turbocharged engine making around 200 horsepower stock, it's in an enormous number of cars on the road right now, and it makes something Honda builds have historically lacked: real torque, low in the rev range, where you actually drive. This Hasport EGLT2 mount kit is what puts one in your EG, Del Sol, or DC Integra.

Why The L15B Makes Sense Now

Three things line up here that haven't lined up for a Honda swap in a long time.

Supply, and this is the big one. The kit isn't limited to the Si engine. It covers L15B turbo variants broadly, which means your donor pool includes the entire 10th gen Civic lineup and beyond, not just the Si. Honda built these by the hundreds of thousands in cars new enough that wrecked donors keep hitting the market. That's the exact opposite of the K-series situation, where you're bidding against everyone else for a shrinking pool of tired twenty-year-old motors.

Torque. Honda builds have always been about revs, and the tradeoff has always been that they feel gutless below 5,000 rpm. A turbo 1.5 flips that. You get meaningful torque down low in a chassis that weighs almost nothing, and that combination is a genuinely different driving experience than anything a naturally aspirated Honda gives you.

Headroom. Two hundred horsepower stock is the starting point, not the ceiling. These respond to tuning and boost the way turbo engines do, which is a very different curve than chasing the last few horsepower out of an NA K-series.

The L15B swap is still early. There isn't a decade of forum threads and bolt-on parts behind it the way there is with K-swaps. But that's what makes it interesting, and the fundamentals are all there.

Dual-Height Design, Your Call On Placement

One of the smarter features on this kit. The EGLT2 gives you two mounting heights, so you decide where the engine sits.

Mount it higher and you gain ground clearance, which matters on a street car that has to deal with driveways and speed bumps, or anything sitting low on coilovers.

Tuck it lower and you gain hood clearance and a cleaner-looking bay, which is what you want if you're chasing a tidy engine bay or working around intake and charge piping routing.

Most swaps don't give you that choice. Being able to make it after you've seen how everything else lays out is genuinely useful.

Pick Your Durometer Honestly

Three bushing options, and the right one depends on how you actually use the car rather than what sounds most serious.

62A (street) is where most people should land. It locates the engine properly while still absorbing enough vibration that the car stays pleasant to drive. If this is a street car, start here.

70A (track) is the middle ground for a car that sees weekend track days and daily duty. Sharper drivetrain response, more vibration through the chassis, still livable.

88A (race) locks everything down for maximum response. It's the right answer for a dedicated race car and the wrong answer for anything you drive to work.

Worth remembering that an EG or a Del Sol is a light car with minimal sound deadening. Vibration comes through more than it would in something heavier, and everyone wants the stiffest option until Monday morning.

Expect Some Bay Modification

Being straight about this, because it's a swap and not a bolt-on. Fitting an L15B into a chassis Honda never designed for it takes minor engine bay modifications. The mounts handle the hard part, locating the engine correctly so your axles, shifter, and everything downstream line up, but plan on some work to make everything clear.

That's normal for any swap this new. The L15B doesn't have the fifteen years of documentation a K-swap has, so go in expecting to problem-solve rather than follow a step-by-step. If you're comfortable with that, you're on the ground floor of something that's going to get much bigger.

Why Hasport Mounts

Mounts are the reference points for the entire drivetrain, and if they're wrong, everything downstream is wrong with them. Hasport machines these from billet aluminum in the USA and has built their reputation in the Honda world on mount kits that just fit, which matters enormously when you're the one figuring out a swap that doesn't have a well-worn path yet. You want the mount geometry to be the one thing you're not questioning.

Fitment

Chassis:

• 1992-1995 Honda Civic (EG)
• 1993-1997 Honda Del Sol, all trims
• 1994-2001 Acura Integra (DC)

Engine: L15B turbo, including the L15B7 from the 2017-2021 Civic Si and other L15B turbo variants. Confirm your specific engine before ordering.

Who Should Build This Swap

This is for the builder who's looked at K-series prices lately and started thinking differently, and for anyone who wants a light Honda chassis with actual torque in it. You're early on this one, which means fewer parts on the shelf and more problems to solve yourself, but it also means building something almost nobody else has. Pick your durometer, plan for some bay work, and put a modern turbo motor in a car that weighs nothing.

Part number: EGLT2. Fits chassis: 1992-1995 Honda Civic (EG), 1993-1997 Del Sol, 1994-2001 Acura Integra (DC). Fits engine: L15B turbo variants, including the L15B7 from the 2017-2021 Civic Si. Includes: three engine mounts. Durometer options: 62A street, 70A track, 88A race. Design: dual-height for ground clearance or hood clearance. Construction: billet aluminum, made in the USA.