Innovative Mounts H-Series Billet Kit EG Civic DC Integra

Innovative Mounts H-Series Billet Kit EG Civic DC Integra

An H22A in an EG Civic is still one of the best torque-per-dollar swaps in the Honda world, and it is also one of the swaps that most often stalls halfway because somebody bought mounts without understanding what else the job needs. The Innovative Mounts H-series billet mount kit, part B29550, is the CNC-machined aluminum mount set that anchors an H-series into a 92-95 Civic or a 94-01 Integra. It is a conversion kit for a swap, not a replacement set for a stock engine, and the old title on this page did not say any of that.

What It Is and Why It Works

This is the billet version of Innovative's H-series swap mount kit. The B prefix on the part number is what tells you that: B29550 is CNC-machined billet aluminum, while plain 29550 is the welded steel version of the same kit. Same fitment, same bushings, different housing material. Billet is stiffer and it looks the part in a bay you've spent money on; steel costs less and is arguably more forgiving of a hard hit.

The kit locates an H22A or H23 with its 94-and-up Prelude non-SH five speed into the EG, EH and EJ Civic chassis or the DC Integra chassis, and it works whether your car started as a manual or an automatic. That auto-to-manual capability is a real selling point, because a huge share of cheap donor EG and DC shells are automatics. It works with factory air conditioning and power steering brackets, and it positions the engine so the axles do not bind, which is the failure mode that plagues H-swaps done on generic mounts.

The bushings are Innovative's no-tear polyurethane and this SKU is the 75A, rated by Innovative for roughly 250 to 400 horsepower. Be honest with yourself about what that means to drive. A urethane mount is firmer than the fluid-filled rubber mount Honda used, and firmer means more engine noise and more vibration into the chassis, not less. That is the point. The engine stops rocking on its axis, wheel hop goes away, and the throttle feels directly connected. The cost is that you feel and hear the engine at idle and through the 1,200 to 3,000 rpm range in a way you did not before. Anybody claiming a poly mount is smoother than stock rubber has it backwards.

Specs

Fitment

The del Sol shares the EG platform and this kit is used on it, though Innovative's own listing names only the Civic and Integra chassis, so confirm before you order if that's your car. On the engine side, this kit is built around Prelude H-series specification. If you are swapping an F20B or an F22 out of an Accord, you will need to change the timing belt side post bracket to the H22A Prelude piece, and Accord transmissions often have the second bolt pattern present but not tapped, so plan on drilling and tapping those holes.

What to Know Before You Buy

Read this part before you click. Innovative calls this kit bolt-on, and the mounts themselves are, but installing them is not. The factory right-hand transmission bracket in the car is spot welded in and has to come out: you center punch the welds, drill them, chisel the bracket off and grind the remains flush. Then you drill two 3/8 inch holes in the frame rail for the new bracket. You will also need to put a relief dent in the frame rail where the Prelude transmission contacts it. If you do not own a drill, a die grinder and a center punch, this is a shop job.

Then there's the supporting parts list, and this is where H-swaps die. You need the 92-01 Prelude H-series timing belt post mount, Honda part 11910-P13-000. You need a rear T-bracket from either a 90-93 Accord DX or LX (the EX bracket will not work) or a 92-96 Prelude V6, or Innovative's own 59630 bracket. Axles are their own project: the common solution is a 90-93 Integra shaft and outer CV with a Prelude or Accord inner CV joint on the right side, because the Prelude inner has more plunge and keeps the axle from binding. Left side, a 1990 manual Accord intermediate shaft. The Civic and Integra power steering hoses will not fit the H-series pump, so those get made custom and the reservoir gets relocated. To keep A/C you need an H-series compressor and custom lines. You need an Accord or Prelude shifter box and cables. Exhaust is custom, no exception.

On durometer, 75A is the right call for a street-driven H22 EG. If the car is a weekend track or drag car making real power, 85A and 95A exist, and Innovative also offers a solid billet version with no bushings at all for cars where NVH is not a consideration. Do not buy solid billet for a car you drive to work.

A ride height note worth more than it sounds: if the car is slammed, the axles bind harder. Raising it even slightly during the swap makes the axle angles workable. And once these mounts are torqued down and show bolt impressions, Innovative will not take them back, so confirm your engine, transmission and chassis combination first.