Innovative Mounts B-Series Hydro Mount Kit 88-91 Civic/CRX

Innovative Mounts B-Series Hydro Mount Kit 88-91 Civic/CRX

Your EF left the factory with a D15 or D16 and a cable clutch, so the day you decide to run a B-series behind a hydraulic transmission, all three stock mount locations become the wrong shape at once. The Innovative Mounts B-Series Hydro Mount Kit (B49150) is the billet conversion kit that locates a B16A, B18C, or B20B in a 1988-1991 Civic or CRX running a hydro gearbox, and it is the part that decides whether your axles sit straight for the life of the swap or fight each other every mile.

What It Is and Why It Works

This is a full conversion mount kit for the ED, EE, and EF chassis, machined from billet aluminum and fitted with Innovative's polyurethane bushings. Innovative states the kit positions the engine with no axle bind, and that is the entire job. Get the B-series sitting where the intermediate shaft and both axles want it and you stop eating inner CV joints six months after the swap. Everything bolts on, the hardware comes in the box, and Innovative lists a lifetime warranty on the kit.

Now the part most listings get backwards. These mounts do not make your car quieter, and Innovative says so on their own product page. The kit removes the fluid-filled damping chambers Honda built into the OEM mounts, so you will hear and feel more engine through the chassis than you did on stock rubber. What you buy in exchange is a motor that stays put, less wheel hop off the line, and throttle response that arrives on time instead of a beat late.

Durometer is how you choose how much of that trade you want. The 60A bushing is the softest option Innovative offers on this kit and is rated up to roughly 250hp, which covers a healthy B16A or a near-stock B18C in a car you still drive to work. The 75A is rated 250 to 400hp and is clearly firmer at idle and in traffic. Higher durometer always means more noise and vibration into the cabin, never less. If someone tells you a harder bushing rides better than stock, they have not lived with one. An EF8 CRX Si or an ED9 Si hatch that spends real time at a track day is happier on 75A. A CRX HF or a DX hatch that still does the commute is a 60A car.

Specs

Available Options

Fitment

This is a swap part, not a replacement for a tired stock mount. Every 88-91 Civic and CRX sold here came with a D-series, so nothing on this list needs B49150 until a B-series goes in. The kit is written for left-hand-drive cars; Innovative points right-hand-drive chassis and stock B-series motors to a different part number instead.

What to Know Before You Buy

The one mistake that costs people real money on this page is hydro versus cable. B49150 is for a B-series transmission with a hydraulic clutch, the kind that came behind 94-01 Integra and 92-00 Civic B-series boxes. If the transmission you bought is a 90-93 Integra cable unit, this is the wrong kit and Innovative sells a separate cable version. Confirm which trans you actually have before you order, because once these are torqued down and show bolt impressions Innovative will not take them back.

The second thing nobody mentions in a product listing: an 88-91 Civic or CRX has a cable clutch pedal. Running a hydro transmission in an EF means adding a clutch master cylinder, a slave, a hydraulic line, and a pedal or firewall adapter to actuate it. None of that comes with the mounts. Budget for a cable-to-hydro conversion in the same order or the car will sit on jack stands waiting on parts. If you would rather keep the cable pedal, buy the cable-transmission mount kit and a cable B-series box instead.

While you are ordering, grab the B-series shift linkage for the EF at the same time. It is the part every builder forgets until the engine is in and the shifter reaches nothing, and it costs a weekend to discover. You will also want 90-93 Integra axles with the intermediate shaft, and it is worth checking your radiator plan now rather than after the header is in. Innovative also builds 85A, 95A, and solid billet versions of this kit for cars past 400hp; if you are boosting a B20B and expect to see those numbers, ask before defaulting to 75A. For everyone else running a naturally aspirated B16A or B18C in a street EF, 60A is the version we would put in our own car.