Pair. 28x24x18. Weight: 2400g (OEM: 5200g). 4pods. Bolt on for EK9, DC2(98 Spec) and DB8(98 Spec). To install onto DC2 (96 Spec) and DB8 (96 Spec), need to change the brake rotors. For B16A, B16B, B18C and L15A engine.
A 4-cylinder engine has a fatal secondary vibration whose crankshaft generates two vertical vibration by one rotation. This mainly becomes the serious obstacle of inertia, such as a piston, raising rotation of engine owing to. Although the crank cap corresponded to high rotation and the high output with the ladder beam over No.2, No.3, and No.4, by spoon, B18C investigated high rotation and the high output further, and was taken as the design which unified the whole block lower part. For K20A.
2 pieces-beam welded, Aluminum sprayed over the surface, Hole diameter=0.46mm. The standard has been better than purified and its durability is well guaranteed.
Parts number:
12251-AP1-G01 for AP1/2 with F20C, F22C engine
12251-16B-G01 for EG6, EK4, EK9,DC2 TypeR'96Spec, DC2 TypeR'98Spec, DB8 TypeR'96Spec, DB8 TypeR'98Spec with B16A, B16B, B18C engine
12251-DC5-G01 for EP3, DC5 with K20A engine
12251-FD2-G01 for FD2, CL7 EuroR with K20A engine
Model : DC2/ DB8 (B18C engine), DC5/ EP3 (K20A engine)
Delivery time by Air : 10-15 days
Category : Intakes
Please choose it for DC2/ DB8 or DC5/ EP3.
Parts number:
17220-DCA-010 for DC2 TypeR'96, DC2 TypeR'98, DB8 TypeR'96, DB8 TypeR'98 (B18C engine)
17220-DC5-010 for EP3,DC5 (K20A engine)
Please choose the model. Shown photo is an image.
Parts number:
19500-DC2-000 for DC2, DB8
19500-DC5-000 for DC5, EP3
19500-EK9-000 for EK4, EK9
19500-FD2-000 for FD2
This product has been developed in response to considerable demand for a balance between peak power and torque. In its development, we at Spoon have implemented all possible combination's of pipe diameter, assembly rotation, and other similar factors in exhaustive engine-bench, flow-bench, and actual-driving tests. Accordingly, power and torque were successfully balanced, and by both including a bulge in the assembly-collector section and using slightly uneven lengths for pipes, it was possible to achieve our ultimate target or reduced weight. Furthermore, with any reduction in low speed torque, the discharge of gas was carried out forcibly from the exhaust port in the high speed range, and the results of this showed that it has also been possible to achieve increased replenishment efficiency for the combustion chambers. In other words, we have been successful in the development of an exhaust manifold with a real increase power. It can equip with the OEM exhaust pipe.
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