Hasport Torque Mounts for 92-00 Civic/94-01 Integra

Hasport Front Torque Mount - 1992-2001 Honda Civic / 1994-2001 Acura Integra (B/D Series)

Your EG, EK, or DC's got a stock front torque mount that's letting your engine pitch around like it's on a boat. You're on the throttle and the engine's rocking forward. You let off and it's lurching back. The result's wheel hop on launch, sloppy throttle response, and a clutch that feels like it's not even connected to the wheels. The stock rubber-and-fluid mount's fine for a bone-stock commuter. It's garbage the second you add boost, build an all-motor setup, or even upgrade to a heavier-duty clutch. Hasport's DC2TM front torque mount replaces that soft rubber with urethane. The engine stops pitching. The power goes where it's supposed to go. You're getting sharper throttle response, cleaner shifts, and better traction off the line. This is the mount that locks down your B series or D series engine and puts the power back in your hands instead of wasting it on engine movement.

Here's What the Front Torque Mount Actually Does

The front torque mount sits between the front of your engine block and the chassis subframe. It's not holding the weight of the engine. That's what the side mounts do. What the front torque mount does is resist the rotational torque the engine's trying to apply to the mounts when you're on the throttle or when you're lifting off. The stock fluid-damped mount's soft. The engine pitches noticeably under load. That motion shows up as delayed throttle response because the chassis is absorbing engine movement instead of transmitting power. You get wheel hop on launch because the engine's pitching forward and unloading the front tires. You get harder gear engagement under power because the drivetrain's moving out of alignment. Hasport's DC2TM swaps the soft rubber for urethane. Stiffer mount means less pitch under load. Less pitch means more of your engine's torque actually reaches the wheels instead of getting wasted moving the engine around. You'll feel it in three places. Throttle response is sharper. Shifts engage cleaner. Traction off the line is better. None of this is theoretical. It's why every B series and D series build Hasport ships actually finds a home in customers' cars.

Picking the Right Durometer - 62A, 70A, 88A, or 94A

The durometer number's Shore A hardness. Lower number means softer urethane and more compliance. Higher number means stiffer urethane and more vibration transferred into the cabin. Stiffer mounts lock down the engine better but they also send more engine vibration and noise through the chassis. Most people want 62A or 70A. Almost nobody actually needs 88A or 94A unless they're racing the car for a living. Here's how to pick. If you're building a daily-driven Civic or Integra and you're not sure, go 62A. It's the closest to stock feel with minimal vibration. If your build sees track time or you're running forced induction making serious power, go 70A. It's got moderate vibration at idle but it smooths out at cruise. It's popular for boosted street builds. The 88A and 94A options exist for dedicated track cars and drag cars that don't care about vibration anymore. 88A's for time attack cars and full-prep autocross builds. 94A's for drag cars running 8-second passes. Don't put 94A in a daily driver. The vibration's extreme.

Fitment - Direct Bolt-In for Integra, Minor Clearancing for Civic

Hasport designed the DC2TM as a direct-fit replacement for the 1994-2001 Acura Integra. On the Integra it bolts right into the factory torque mount location with no chassis modification. The Civic shares the same basic engine and chassis layout but there's slightly different clearance around the mount location. Hasport's own documentation says the Civic chassis "requires small modification to fit." In practice that means a small amount of grinding or clearancing on a chassis flange or mount tab so the billet bracket seats fully. It's a five-minute job with a die grinder or a flap wheel. It's not a fabrication project. Test-fit the mount before you start and address any interference once the engine's supported. The mount fits all B series engines (B16A, B17A, B18B, B18C Type R/GS-R/ITR, B20B, B20Z) and all D series engines (D15B, D16Y, D16Z, D16A6, VTEC and non-VTEC variants). The mount bolts to the chassis subframe and the engine block at the front torque mount location which is in the same physical spot across the entire B and D engine family. If you're running a K series swap in your EG, EK, or DC chassis, this isn't the right mount. K swaps use a different torque mount design specific to the K swap mount kit.

Installation - Loosen All Mounts First, Torque in Sequence

Here's Hasport's recommended install sequence and it's important. Support the engine. Loosen all the mounts. Install the new torque mount without fully torquing it. Then bring everything to spec in sequence so the mounts don't preload the engine into a position the chassis doesn't agree with. Preloading mounts is what causes premature bushing wear. Do it right the first time. If you're replacing all four mounts at once (and most B series and D series rebuilds eventually do), the front torque mount's the easiest one to start with because access is straightforward from underneath. Hasport's full mount kits include the front torque mount along with the rear, left, and right mounts in matched durometer. If you're already planning a full mount refresh, the kits are better value than buying mounts individually. If you only need the front torque mount because your rear and side mounts are still good, this individual mount makes sense as a targeted upgrade.

Pair This with Hasport's Rear Engine Mount

The front torque mount and the rear engine mount work as a system. The front mount controls engine pitch under torque. The rear mount controls engine pitch under braking and shifting. Doing one without the other leaves you with mismatched mount stiffness and an engine that still moves more than you want under one direction of load. We've seen it over and over. Customers run the front torque mount alone and they come back for the rear mount within a few months once they feel how much movement's still left in the system. Do both at the same time. You're getting the full benefit of locked-down engine mounts instead of half the solution.

What You Get

• Hasport DC2TM front torque mount (choose durometer: 62A, 70A, 88A, or 94A)
• 6061-T6 billet aluminum bracket (CNC-machined in-house at Hasport)
• Urethane bushing (Hasport's no-tear, vibration-minimizing formula)
• Direct replacement for stock front torque mount (engine to subframe)
• Lifetime warranty against defects in materials or workmanship
• Made by Hasport Performance

Durometer Options

• 62A (Street) - Daily driver, occasional spirited driving. Minimal vibration, closest to stock feel. Most customers' default choice.
• 70A (Race) - Street car with track days, autocross, canyon runs. Boosted street builds. Moderate vibration at idle, smooths out at cruise. Popular for turbocharged builds.
• 88A (Extreme Race) - Dedicated track car, weekend race car, time attack builds. Significant vibration, heavy idle, increased cabin noise.
• 94A (Most Extreme Race) - Drag car running 8-second passes, race-only chassis. Extreme vibration. Don't put this in a daily driver.

Fits These Cars

• 1992-1995 Honda Civic (EG chassis - B series or D series, requires minor clearancing)
• 1996-2000 Honda Civic (EK chassis - B series or D series, requires minor clearancing)
• 1994-2001 Acura Integra (DC2/DC4 chassis - B series or D series, direct bolt-in)

Engine Compatibility

• B Series: B16A, B17A, B18B, B18C (Type R, GS-R, ITR, Si), B20B, B20Z
• D Series: D15B, D16Y, D16Z, D16A6 (VTEC and non-VTEC variants)

Note: Direct bolt-in for 1994-2001 Integra (no modification required). Civic (EG/EK) requires minor clearancing (small amount of grinding on chassis flange or mount tab for billet bracket to seat fully - 5-minute job with die grinder). Front torque mount controls engine pitch under throttle (reduces wheel hop, improves throttle response, cleaner shifts). Pair with Hasport rear engine mount for complete engine control (front and rear mounts work as a system). Install with all mounts loose, torque in sequence to avoid preloading engine (preloading causes premature bushing wear). 62A recommended for daily drivers (minimal vibration), 70A for track/boosted street builds (moderate vibration), 88A/94A for race-only builds (significant/extreme vibration). Hasport full mount kits available (DCSTK for Integra/EG B series, ECMK for EK B series, EGMK for EG D series - better value than individual mounts if replacing all four). Does NOT fit K series swaps (K swaps use different torque mount design). 6061-T6 billet aluminum bracket CNC-machined in-house at Hasport. Urethane bushing with Hasport's no-tear formula. Lifetime warranty. Made by Hasport Performance. Part number DC2TM.