Unity Performance Humza's FL5 Build Thread

[jmheath357]

The Hybrid is really mild — you can run it with or without a downpipe and it'll still be restrained. The ARK resonated is near the top of what I'd consider daily-friendly for myself these days, since I'm not one for loud exhausts anymore. I did try the non-resonated version for a couple days too, and it's just not for me.

We're about to swap the ARK out for an HKS Legamax. We know it's quieter than the ARK, but I want to live with it like we do with all these systems now and see how it feels day to day. The Legamax will also be the setup I eventually pair it with a catted DP and FP, so I'm curious whether I'll still call it daily-friendly the way I did with the Hybrid on my FK8 with a catted DP and FP. I don't think I could run the ARK resonated with a catted DP and FP and keep it comfortably under 75db.

Awesome, that's great information. Looking forward to see how the HKS exhaust goes. Thanks for the reply!

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[zumbooruk]

First time I'm hearing about these. Have you seen anyone running them? Im holding off on rigid collars because they're such a pain to install, though they've shown to reduce nvh in my own vehicles.

apparently different technology used, and different effect

Spoon Motion Control Beams
Aisin friction plates + high-rebound springs
controls front/rear body-end twist during cornering
better turn-in and progressive rigidity with street comfort
primary wear mechanism: Seal aging + possible slow nitrogen loss
expected life: 10 years or 100K km

If the priority is progressive body control during aggressive canyon driving with minimal added harshness, the Spoon unit targets that torsion-control role more directly.

Mugen Performance Damper
Yamaha hydraulic damping for sub-1 mm movements
absorbs high-frequency chassis resonance and buzz
smoother, quieter cabin and more solid high-speed stability
primary wear mechanism: Friction-plate surface wear + spring fatigue
was not able to find expected life, but expect progressive loss of friction force

If the priority is refined daily comfort, reduced cabin buzz, and high-speed composure while retaining the stock adaptive damping character, the Mugen unit results in noticeable refinement.


below is a long and verbose GenAI comparison of the two (don't trust and verify):

The two products address a shared engineering problem that conventional suspension components leave partially unresolved. Modern unibody chassis such as the FL5 experience continuous low-amplitude elastic deformation under load transfer, road undulations, and aerodynamic forces. These movements, often less than one millimeter, excite high-frequency resonances that transmit as cabin vibration, steering-column feedback, and minor geometry changes at the contact patch. Rigid strut braces suppress the motion but introduce secondary harshness and increased noise. Both Spoon and Mugen solutions insert a controlled damping element into the load path so that large inputs are resisted while small inputs are absorbed.

Yamaha’s Performance Damper technology, which Mugen licenses and tunes for specific Honda platforms, relies on a sealed hydraulic unit optimized for micrometer-scale stroke. The damping force is generated by restricted oil flow under nitrogen pressure and is calibrated model-by-model. Owner reports on the FL5 consistently describe a reduction in the “buzzy” character of the chassis, improved audio clarity, and a more planted feel during high-speed lane changes and uneven surfaces. Installation is typically two to three hours and requires no permanent modification beyond the mounting points specified by Mugen.

Spoon’s Motion Control Beam employs a mechanical friction-plate and disc-spring arrangement originally developed by Aisin. The spring element generates a reactive force proportional to large torsional inputs at the body extremities, while the friction plates dissipate smaller oscillatory energy. The design therefore provides progressive resistance rather than constant hydraulic damping. Spoon’s FL5 version (50500-FLA-000) uses a more compact damper body than earlier Civic applications to preserve ground clearance and reduce mass. The intended result is sharper turn-in response and cleaner line-tracing without the secondary vibrations that pure structural braces can introduce.

Neither product replaces the primary suspension. Both act as secondary chassis elements that complement the FL5’s multi-link rear geometry and adaptive dampers. Compatibility with existing modifications such as the DSC controller is confirmed by dealer and owner installations. In high ambient temperatures the hydraulic Mugen unit benefits from the same thermal management practices already applied to the rest of the FL5 powertrain, while the purely mechanical Spoon unit has no fluid degradation concern.

Long-term durability data remain limited because both products are relatively recent on the 11th-generation platform. Yamaha has produced more than three million Performance Dampers across automotive and motorcycle applications, providing a substantial reliability base. Aisin’s Motion Control Beam has been supplied to multiple Japanese aftermarket brands and has received domestic engineering awards for its dual-function (stiffness plus damping) design. For an owner focused on multi-decade retention of an FL5, either device represents a low-risk refinement rather than a high-stress performance modification.

Selection therefore reduces to the dominant driving envelope. Highway and mixed-street use with emphasis on cabin refinement favors the Yamaha-derived Mugen damper. Spirited road driving that prioritizes progressive chassis response favors the Aisin-derived Spoon beam. Both preserve the fundamental character of the FL5 while addressing residual body motion that stock components leave partially uncontrolled.

 

[Unity Performance]

apparently different technology used, and different effect

Spoon Motion Control Beams
Aisin friction plates + high-rebound springs
controls front/rear body-end twist during cornering
better turn-in and progressive rigidity with street comfort
primary wear mechanism: Seal aging + possible slow nitrogen loss
expected life: 10 years or 100K km

If the priority is progressive body control during aggressive canyon driving with minimal added harshness, the Spoon unit targets that torsion-control role more directly.

Mugen Performance Damper
Yamaha hydraulic damping for sub-1 mm movements
absorbs high-frequency chassis resonance and buzz
smoother, quieter cabin and more solid high-speed stability
primary wear mechanism: Friction-plate surface wear + spring fatigue
was not able to find expected life, but expect progressive loss of friction force

If the priority is refined daily comfort, reduced cabin buzz, and high-speed composure while retaining the stock adaptive damping character, the Mugen unit results in noticeable refinement.


below is a long and verbose GenAI comparison of the two (don't trust and verify):

The two products address a shared engineering problem that conventional suspension components leave partially unresolved. Modern unibody chassis such as the FL5 experience continuous low-amplitude elastic deformation under load transfer, road undulations, and aerodynamic forces. These movements, often less than one millimeter, excite high-frequency resonances that transmit as cabin vibration, steering-column feedback, and minor geometry changes at the contact patch. Rigid strut braces suppress the motion but introduce secondary harshness and increased noise. Both Spoon and Mugen solutions insert a controlled damping element into the load path so that large inputs are resisted while small inputs are absorbed.

Yamaha’s Performance Damper technology, which Mugen licenses and tunes for specific Honda platforms, relies on a sealed hydraulic unit optimized for micrometer-scale stroke. The damping force is generated by restricted oil flow under nitrogen pressure and is calibrated model-by-model. Owner reports on the FL5 consistently describe a reduction in the “buzzy” character of the chassis, improved audio clarity, and a more planted feel during high-speed lane changes and uneven surfaces. Installation is typically two to three hours and requires no permanent modification beyond the mounting points specified by Mugen.

Spoon’s Motion Control Beam employs a mechanical friction-plate and disc-spring arrangement originally developed by Aisin. The spring element generates a reactive force proportional to large torsional inputs at the body extremities, while the friction plates dissipate smaller oscillatory energy. The design therefore provides progressive resistance rather than constant hydraulic damping. Spoon’s FL5 version (50500-FLA-000) uses a more compact damper body than earlier Civic applications to preserve ground clearance and reduce mass. The intended result is sharper turn-in response and cleaner line-tracing without the secondary vibrations that pure structural braces can introduce.

Neither product replaces the primary suspension. Both act as secondary chassis elements that complement the FL5’s multi-link rear geometry and adaptive dampers. Compatibility with existing modifications such as the DSC controller is confirmed by dealer and owner installations. In high ambient temperatures the hydraulic Mugen unit benefits from the same thermal management practices already applied to the rest of the FL5 powertrain, while the purely mechanical Spoon unit has no fluid degradation concern.

Long-term durability data remain limited because both products are relatively recent on the 11th-generation platform. Yamaha has produced more than three million Performance Dampers across automotive and motorcycle applications, providing a substantial reliability base. Aisin’s Motion Control Beam has been supplied to multiple Japanese aftermarket brands and has received domestic engineering awards for its dual-function (stiffness plus damping) design. For an owner focused on multi-decade retention of an FL5, either device represents a low-risk refinement rather than a high-stress performance modification.

Selection therefore reduces to the dominant driving envelope. Highway and mixed-street use with emphasis on cabin refinement favors the Yamaha-derived Mugen damper. Spirited road driving that prioritizes progressive chassis response favors the Aisin-derived Spoon beam. Both preserve the fundamental character of the FL5 while addressing residual body motion that stock components leave partially uncontrolled.

My apologies, I forgot to thank you for this! Best bit of information I could get on both

I won eventually end up getting one of them, still haven’t decided which one.

 

[Unity Performance]

End of July I got word that our GReddy SP stock was ready, earlier than expected, I was thinking closer to mid-September.

Beyond wanting to get early content out on it, I was genuinely interested in this exhaust since it's similar to the ARK, just with an extra resonator in the middle. So we brought one in, installed it, and around the same time sold my HKS Legamax to a friend who desperately needed a quieter exhaust to go with his new TSP DP and RV6 FP, which he'd picked up from us a week prior. I'll grab another Legamax for myself later once GReddy testing wraps up, OR offer the same friend a straight trade if he’s interested in testing out both as well.

Anyways, I've been living with the GReddy SP for about 2 weeks now, following my ARK testing.

I rank exhausts as mild, medium, or loud. ARK Resonated falls into medium, GReddy SP is solidly mild. Up to 70mph, the ARK was daily driver friendly on the highway, and I can push the GReddy to 75mph before getting any real cabin intrusion. GReddy does give up some of the theatre you sometimes want in exchange for that. I could do a road trip with either, just a bit more comfortably with the GReddy. I'd be slightly wary adding a DP + FP with the ARK (that's just the old man in me), whereas I'm actually looking forward to testing the GReddy with a catted DP + FP soon.

Overall, both exhausts are great. If you don't mind something louder, go ARK. If you want something more understated, go GReddy. With this being exhaust #4 on the car, here’s my rankings from quietest to loudest so far:

Hybrid - closed valve
GReddy - Resonated (double)
MXP - closed valve
Hybrid - opened valve
ARK - Resonated (single)
MXP - opened valve
ARK - non-Resonated

Top: ARK. Bottom: GReddy SP

 

[jmheath357]

End of July I got word that our GReddy SP stock was ready, earlier than expected, I was thinking closer to mid-September.

Beyond wanting to get early content out on it, I was genuinely interested in this exhaust since it's similar to the ARK, just with an extra resonator in the middle. So we brought one in, installed it, and around the same time sold my HKS Legamax to a friend who desperately needed a quieter exhaust to go with his new TSP DP and RV6 FP, which he'd picked up from us a week prior. I'll grab another Legamax for myself later once GReddy testing wraps up, OR offer the same friend a straight trade if he’s interested in testing out both as well.

Anyways, I've been living with the GReddy SP for about 2 weeks now, following my ARK testing.

I rank exhausts as mild, medium, or loud. ARK Resonated falls into medium, GReddy SP is solidly mild. Up to 70mph, the ARK was daily driver friendly on the highway, and I can push the GReddy to 75mph before getting any real cabin intrusion. GReddy does give up some of the theatre you sometimes want in exchange for that. I could do a road trip with either, just a bit more comfortably with the GReddy. I'd be slightly wary adding a DP + FP with the ARK (that's just the old man in me), whereas I'm actually looking forward to testing the GReddy with a catted DP + FP soon.

Overall, both exhausts are great. If you don't mind something louder, go ARK. If you want something more understated, go GReddy. With this being exhaust #4 on the car, here’s my rankings from quietest to loudest so far:

Hybrid - closed valve
GReddy - Resonated (double)
MXP - closed valve
Hybrid - opened valve
ARK - Resonated (single)
MXP - opened valve
ARK - non-Resonated

Top: ARK. Bottom: GReddy SP

Dang, I wish I had a friend like you! lol. Really appreciate another great write up and love the ranking that includes the valve open and closed with the exhausts that have them. That should really help steer people in the right direction when trying to make a decision on an exhaust they want for their car. Thanks again!

 

[Cueyo]

End of July I got word that our GReddy SP stock was ready, earlier than expected, I was thinking closer to mid-September.

Beyond wanting to get early content out on it, I was genuinely interested in this exhaust since it's similar to the ARK, just with an extra resonator in the middle. So we brought one in, installed it, and around the same time sold my HKS Legamax to a friend who desperately needed a quieter exhaust to go with his new TSP DP and RV6 FP, which he'd picked up from us a week prior. I'll grab another Legamax for myself later once GReddy testing wraps up, OR offer the same friend a straight trade if he’s interested in testing out both as well.

Anyways, I've been living with the GReddy SP for about 2 weeks now, following my ARK testing.

I rank exhausts as mild, medium, or loud. ARK Resonated falls into medium, GReddy SP is solidly mild. Up to 70mph, the ARK was daily driver friendly on the highway, and I can push the GReddy to 75mph before getting any real cabin intrusion. GReddy does give up some of the theatre you sometimes want in exchange for that. I could do a road trip with either, just a bit more comfortably with the GReddy. I'd be slightly wary adding a DP + FP with the ARK (that's just the old man in me), whereas I'm actually looking forward to testing the GReddy with a catted DP + FP soon.

Overall, both exhausts are great. If you don't mind something louder, go ARK. If you want something more understated, go GReddy. With this being exhaust #4 on the car, here’s my rankings from quietest to loudest so far:

Hybrid - closed valve
GReddy - Resonated (double)
MXP - closed valve
Hybrid - opened valve
ARK - Resonated (single)
MXP - opened valve
ARK - non-Resonated

Top: ARK. Bottom: GReddy SP

Do you have a ranking on daily-ability yet? That greddy sp sounds like it's great, but I wanna know what exhaust maintain the OEM valve, isn't heavier, and has drama when you give it the beans. So something that actually uses the valve for what it's meant to do.

 

[Unity Performance]

Dang, I wish I had a friend like you! lol. Really appreciate another great write up and love the ranking that includes the valve open and closed with the exhausts that have them. That should really help steer people in the right direction when trying to make a decision on an exhaust they want for their car. Thanks again!

A lot can be tackled with a lift and some good friends supporting you

I thoroughly enjoy this process of unboxing, installing, and living with a new exhaust every so often.

Do you have a ranking on daily-ability yet? That greddy sp sounds like it's great, but I wanna know what exhaust maintain the OEM valve, isn't heavier, and has drama when you give it the beans. So something that actually uses the valve for what it's meant to do.

The ranking on the bottom of the post would be for daily-ability. From the ones I've tested, Hybrid Racing's exhaust, re-using the OEM valve could be what you're looking for.

I still have the Legamax, Revel, and Remark Q-spec on my list to try out eventually.

 

[Chilly613]

A lot can be tackled with a lift and some good friends supporting you

I thoroughly enjoy this process of unboxing, installing, and living with a new exhaust every so often.



The ranking on the bottom of the post would be for daily-ability. From the ones I've tested, Hybrid Racing's exhaust, re-using the OEM valve could be what you're looking for.

I still have the Legamax, Revel, and Remark Q-spec on my list to try out eventually.

Definitely looking forward to the Q-Spec, that one is high up on the list of exhausts I possibly want.

 

[Nikw91]

A lot can be tackled with a lift and some good friends supporting you

I thoroughly enjoy this process of unboxing, installing, and living with a new exhaust every so often.



The ranking on the bottom of the post would be for daily-ability. From the ones I've tested, Hybrid Racing's exhaust, re-using the OEM valve could be what you're looking for.

I still have the Legamax, Revel, and Remark Q-spec on my list to try out eventually.

I am running TSP DP and HKS Legamax and there is no drone and it sounds amazing. Definitely mild on your scale.

I hear the Remark Q-Spec sounds just like the Legamax plus you get to keep the exhaust valve!

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