aFe 56-10007D This naturally aspirated 2.0L Civic Stage-2 intake uses one oil-free synthetic filter, XLPE tube and open housing. It retains the original MAF, crankcase fitting and spring clamp while using the factory scoop.
Honda Civic 2016-2021 with the naturally aspirated L4-2.0L application. The exact current manufacturer pages extend through 2021; the shared older manual ends in 2020 and documents the throttle-body connection. Exact-part retailer engine detail identifies K20C2. Positive retailer Type R rows conflict with that engine/application: Honda identifies Type R as turbocharged K20C1 and aFe offers a distinct Type R-specific intake. The two original Type R rows are withheld as source conflicts, not asserted independently tested physical incompatibilities. Original EX 2016-2020, LX 2016-2021, LX-P 2016-2018 and Sport 2019-2021 ranges remain, qualified by the actual non-turbo 2.0L engine and body/inlet configuration. Later EX turbo variants are not approved by a shared trim name; their broader exact retailer range remains a qualified hold. No Si, turbo, Type R or later-generation scope is added.
| Years | Make | Model | Named trim; actual engine and hood requirements apply |
|---|---|---|---|
| 2016-2020 | Honda | Civic | EX |
| 2016-2021 | Honda | Civic | LX |
| 2016-2018 | Honda | Civic | LX-P |
| 2019-2021 | Honda | Civic | Sport |
Verify 56-10007D against the actual engine, sensor and vent connections, mounting locations and applicable emissions requirements before ordering.
| Brand | aFe POWER |
| Manufacturer Part Number | 56-10007D |
| Application | Honda Civic 2016-2021 with the naturally aspirated L4-2.0L application. The exact current manufacturer pages extend through 2021; the shared older manual ends in 2020 and documents the throttle-body connection. Exact-part retailer engine detail identifies K20C2. Positive retailer Type R rows conflict with that engine/application: Honda identifies Type R as turbocharged K20C1 and aFe offers a distinct Type R-specific intake. The two original Type R rows are withheld as source conflicts, not asserted independently tested physical incompatibilities. Original EX 2016-2020, LX 2016-2021, LX-P 2016-2018 and Sport 2019-2021 ranges remain, qualified by the actual non-turbo 2.0L engine and body/inlet configuration. Later EX turbo variants are not approved by a shared trim name; their broader exact retailer range remains a qualified hold. No Si, turbo, Type R or later-generation scope is added. |
| Selected filter | TF-9028D / Pro DRY S / inverted top / 3-1/2-inch flange |
| Tube / housing | 05-5610007B1 / 05-5610007B2 / XLPE |
| Included / reused hardware | ONE TF-9028D three-layer oil-free synthetic Pro DRY S inverted filter with a 3-1/2-inch flange is selected. Both the intake tube and open housing are XLPE, with an enlarged inlet using the original air scoop. The exact bill lists silicone reducer 05-01515, TWO #044 clamps, TWO M4 Torx screws with printed code 05-50491 and 34 inches of bulb trim 05-01507. The printed coupling dimensions are retained as document-specific information rather than used to authorize substitute couplings. Transfer BOTH original sleeved mounting grommets AND the original bottom pop grommet; reuse BOTH original housing screws. Retain the ORIGINAL MAF and harness and the ORIGINAL crankcase fitting with its ORIGINAL spring clamp. No extension harness, new sensor, new vent hose, purge jet or engine-cover hardware is listed. Filter-interface clamp use appears in the steps without a separate loose-hardware code. The radiator cover is removed and reinstalled with its original clips. |
| Flow qualification | The actual linked chart measures selected dry media at 250 CFM versus stock 220 CFM at 7 inches H2O, about 13.6% higher, rounded to 14%. The other media bar is a separate configuration. |
| Dyno qualification | The actual dry-media 2016 Civic chart at 4,821 rpm marks 99.83 minus 93.54 = 6.29 hp and 107.66 minus 101.87 = 5.79 lb-ft, differing from its generic 5 hp/6 lb-ft headline. Printed maxima are 121.28 versus 117.63 hp and 107.76 versus 105.67 lb-ft: +3.65 hp/+2.09 lb-ft peak-to-peak. Intake SAE is 1.04 versus baseline 1.02, with June 11 versus June 3, 2019 dates. Both identify OBD2 rpm; exhaust/ECU, gear, hood, tires and fan details are not specified. The marked-point comparison is not a guaranteed peak gain for every year or trim. |
| Recheck / torque | 100-200 miles / no numeric torque supplied |
| Emissions | The exact current manufacturer page and linked manual state that this intake is not currently CARB exempt and is unavailable for purchase in California or use on a vehicle registered with the California DMV. |
| Quantity | Manufacturer service part | Component |
|---|---|---|
| 1 | TF-9028D | Selected Pro DRY S filter only |
| 1 | 05-5610007B1 | XLPE intake tube |
| 1 | 05-5610007B2 | Open-element XLPE housing |
| 1 | 05-01515 | Silicone reducer; use exact supplied configuration |
| 2 | 03-50019 | #044 clamps |
| 2 | 05-50491 | M4 Torx MAF screws; printed bill code |
| 1 | 05-01507 | 34-inch bulb seal trim |
ONE TF-9028D three-layer oil-free synthetic Pro DRY S inverted filter with a 3-1/2-inch flange is selected. Both the intake tube and open housing are XLPE, with an enlarged inlet using the original air scoop. The exact bill lists silicone reducer 05-01515, TWO #044 clamps, TWO M4 Torx screws with printed code 05-50491 and 34 inches of bulb trim 05-01507. The printed coupling dimensions are retained as document-specific information rather than used to authorize substitute couplings. Transfer BOTH original sleeved mounting grommets AND the original bottom pop grommet; reuse BOTH original housing screws. Retain the ORIGINAL MAF and harness and the ORIGINAL crankcase fitting with its ORIGINAL spring clamp. No extension harness, new sensor, new vent hose, purge jet or engine-cover hardware is listed. Filter-interface clamp use appears in the steps without a separate loose-hardware code. The radiator cover is removed and reinstalled with its original clips.
aFe Power develops application-specific intake, filtration, exhaust, cooling, tuning, suspension, drivetrain, and truck-performance components supported by product testing and documented installation requirements.
Honda Civic 2016-2021 with the naturally aspirated L4-2.0L application. The exact current manufacturer pages extend through 2021; the shared older manual ends in 2020 and documents the throttle-body connection. Exact-part retailer engine detail identifies K20C2. Positive retailer Type R rows conflict with that engine/application: Honda identifies Type R as turbocharged K20C1 and aFe offers a distinct Type R-specific intake. The two original Type R rows are withheld as source conflicts, not asserted independently tested physical incompatibilities. Original EX 2016-2020, LX 2016-2021, LX-P 2016-2018 and Sport 2019-2021 ranges remain, qualified by the actual non-turbo 2.0L engine and body/inlet configuration. Later EX turbo variants are not approved by a shared trim name; their broader exact retailer range remains a qualified hold. No Si, turbo, Type R or later-generation scope is added.
Which filter, tube and hardware are supplied?ONE TF-9028D three-layer oil-free synthetic Pro DRY S inverted filter with a 3-1/2-inch flange is selected. Both the intake tube and open housing are XLPE, with an enlarged inlet using the original air scoop. The exact bill lists silicone reducer 05-01515, TWO #044 clamps, TWO M4 Torx screws with printed code 05-50491 and 34 inches of bulb trim 05-01507. The printed coupling dimensions are retained as document-specific information rather than used to authorize substitute couplings. Transfer BOTH original sleeved mounting grommets AND the original bottom pop grommet; reuse BOTH original housing screws. Retain the ORIGINAL MAF and harness and the ORIGINAL crankcase fitting with its ORIGINAL spring clamp. No extension harness, new sensor, new vent hose, purge jet or engine-cover hardware is listed. Filter-interface clamp use appears in the steps without a separate loose-hardware code. The radiator cover is removed and reinstalled with its original clips.
How many original mounting parts transfer?Transfer TWO sleeved grommets with metal inserts AND the original pop grommet, and reuse BOTH original housing screws. This is not the single-bolt sealed Civic intake procedure.
Does the crankcase line need a new hose or clamp?No. Retain the ORIGINAL crankcase fitting and ORIGINAL spring clamp, then reconnect them at the supplied reducer port. No new vent hose or mini clamp is listed.
Does the original MAF use an extension?Transfer the original MAF with the two supplied M4 screws and reconnect its original harness. No extension harness or new sensor is listed.
What is the tube and radiator-cover installation order?Insert the tube into the FILTER FIRST and then the coupling, align and secure all clamps, reconnect the MAF and reinstall the radiator cover with its original clips. Preserve the factory scoop routing.
How do the actual selected-media charts compare?The actual linked chart measures selected dry media at 250 CFM versus stock 220 CFM at 7 inches H2O, about 13.6% higher, rounded to 14%. The other media bar is a separate configuration. The actual dry-media 2016 Civic chart at 4,821 rpm marks 99.83 minus 93.54 = 6.29 hp and 107.66 minus 101.87 = 5.79 lb-ft, differing from its generic 5 hp/6 lb-ft headline. Printed maxima are 121.28 versus 117.63 hp and 107.76 versus 105.67 lb-ft: +3.65 hp/+2.09 lb-ft peak-to-peak. Intake SAE is 1.04 versus baseline 1.02, with June 11 versus June 3, 2019 dates. Both identify OBD2 rpm; exhaust/ECU, gear, hood, tires and fan details are not specified. The marked-point comparison is not a guaranteed peak gain for every year or trim.
What recheck and emissions limits apply?Recheck after 100-200 miles; no numeric torque is supplied. The exact current manufacturer page and linked manual state that this intake is not currently CARB exempt and is unavailable for purchase in California or use on a vehicle registered with the California DMV.
Verify aFe 56-10007D. Work on a cool engine and disconnect the negative battery terminal. Remove NINE original radiator-cover push clips and lift the cover. Unplug the MAF and open the original crankcase spring clamp; detach the crankcase fitting and SAVE its clamp. Remove TWO original scoop push clips and TWO original 10mm housing screws, loosen the throttle-body coupling clamp and lift out the original intake. Transfer BOTH original sleeved grommets with their metal inserts AND the original pop grommet. Lock the selected filter into the housing with its clamp left loose, then fit the 34-inch upper-edge bulb trim. Install the housing at the original locations using BOTH original screws and its pop-grommet mounting. Loosely fit the silicone reducer and both #044 clamps on the throttle body with its SMALL end facing the throttle body. Reconnect the ORIGINAL crankcase fitting into the coupling and secure it with the ORIGINAL spring clamp. Transfer the original MAF into the new tube with supplied M4 screws. Insert the tube into the FILTER FIRST, then the coupling, align and secure all clamps. Reconnect the MAF and reinstall the radiator cover with its original push clips, preserving the factory scoop routing and checking all connections and clearances. Reconnect the battery. Recheck bolts, clamps and connectors after 100-200 miles. No numeric torque is specified.
Honda Civic 2016-2021 with the naturally aspirated L4-2.0L application. The exact current manufacturer pages extend through 2021; the shared older manual ends in 2020 and documents the throttle-body connection. Exact-part retailer engine detail identifies K20C2. Positive retailer Type R rows conflict with that engine/application: Honda identifies Type R as turbocharged K20C1 and aFe offers a distinct Type R-specific intake. The two original Type R rows are withheld as source conflicts, not asserted independently tested physical incompatibilities. Original EX 2016-2020, LX 2016-2021, LX-P 2016-2018 and Sport 2019-2021 ranges remain, qualified by the actual non-turbo 2.0L engine and body/inlet configuration. Later EX turbo variants are not approved by a shared trim name; their broader exact retailer range remains a qualified hold. No Si, turbo, Type R or later-generation scope is added. The exact current manufacturer page and linked manual state that this intake is not currently CARB exempt and is unavailable for purchase in California or use on a vehicle registered with the California DMV. The actual dry-media 2016 Civic chart at 4,821 rpm marks 99.83 minus 93.54 = 6.29 hp and 107.66 minus 101.87 = 5.79 lb-ft, differing from its generic 5 hp/6 lb-ft headline. Printed maxima are 121.28 versus 117.63 hp and 107.76 versus 105.67 lb-ft: +3.65 hp/+2.09 lb-ft peak-to-peak. Intake SAE is 1.04 versus baseline 1.02, with June 11 versus June 3, 2019 dates. Both identify OBD2 rpm; exhaust/ECU, gear, hood, tires and fan details are not specified. The marked-point comparison is not a guaranteed peak gain for every year or trim.
California Proposition 65 warning: this product can expose you to chemicals known to the State of California to cause cancer and reproductive harm.
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