With the Accord type R only available in the UK and europe, aftermarket parts are few and far between, namely exhaust manifolds.

Due to the lack of support for the ATR, alot of people turn to the USA for h22a products which can be made to fit the A7, or custom made products/manifolds which cost well into the $1000 region. Both options involves the hassle of international shipping, duty and taxes.
Not the best option, but with no other choices available, it seems like the only one for some.

With the B series manifold under our belt, which proved to be a massive power gainer (14hp over factory), and the prelude h22a manifold a current product in our inventory, our sights turned to cater for the much awaited ATR h22a7.

The common consensus is that the ATR has a pretty good exhaust manifold from factory, and that it is hard to better it.

Upon closer inspection, the OEM manifold has deceptively large runners, they look larger than they are. coupled with mass produced stamped collectors, and a very restrictive 2-1 section, improvements can be made across the board.

with members eagerly awaiting development following on from our B series manifold, fast forward a few months, and a test mule was found in the name of Toyracer (Pete).

With a relatively stock car (mongoose 2-1, mongoose 2.25 decat, mongoose 2.25 cat back, oem intake with resonator removed) and a very healthily low 40,000miles, it was the perfect car to test on. The car also had an apexi NEO which was set to default 0 so that it didnt affect the testing.

Pete dropped the car off at Solid-Fab and left it there for a week and a half. At the end of it, 2 manifolds were born, A traditional 4-2-1 and a tri-Y 4-2-1.



With the manifolds ready, the only thing left to do was to dyno them to see if our products make or lose power, and if so, how much.

With the dyno testing taking place at IA motorsport, the same place we done the B series test, we knew that the test would be carried out fairly, also under the watchful eye of Pete himself.

The test was carried out in a 4 hour period, to minimize any variables that might affect the testing.
All runs were carried out in 4th gear, with 4-5 pulls carried out on each setup, and the highest power run being used for comparison.
The manifolds are being tested open header, to show what gains/losses the manifolds make. As different exhausts are known to lose different amounts of power.

First up was to get a baseline test to compare all other results to.
Pete's car churns out a healthy 206 fwhp
This is a graph with the car running the oem 4-2, mongoose 2-1, mongoose 2.25 decat and mongoose 2.25 cat back exhaust.


Next up is a test of just the OEM manifold + mongoose 2-1 itself.
As you can all see, pre-vtec, the car gains 6-10hp, and in vtec, the gains are marginal.



Now time to test the traditional 4-2-1 manifold from Solid-Fab.


A few runs later, the manifold makes peak power of 212hp, improvements across the board with 5hp being gained in up top and 2hp lower down.



Now time for the tri-Y. 15mins later and its fitted, ready to go.



5 runs later and this manifold makes 210hp, a consistent 3hp across the board over the stock/mongooose unit.
although it makes less peak power than the traditional 4-2-1, it makes more power lower down.


Heres a clearer graph of the 2 solid-fab headers together.



As you can all see, its tit for tat. a bit here, a bit there. nothing really in it.

heres a graph with all the dyno results.

Pete decided he wants the Tri-Y so we fitted the mongoose decat and catback back on, then done a few more power runs to see the difference just bolting on a tri-y makes in the real world.



An average of 4hp gained throughout the power band.
NOTE: by fitting the 2.25 decat and catback on, the midrange power dropped by about 2-3hp.

To finish the day off in a flurry, Import_Trung decided to do a bit of tuning on the Apexi Neo Pete had fitted to the car. As he believed the manifold would respond very well to tuning.

heres the outcome.



bare in mind, only mild changes was made to the fueling, vtec x-over was moved from 5800 to 5200. the tuning has completely transformed the car. Pete is very happy with what he started with and what he has left with.
all this done on a hack ECU, now imagine a full stand alone, but thats food for another topic thread

Due to the fact that we couldn't get our hands on an OEM 2-1 downpipe in time to test, owners with OEM downpipes who bolt on the Solid-Fab Tri-Y will see a bigger increase in power than pete did, as he had the mongoose 2-1downpipe.

Hope you all enjoyed the read, and that it gives you food for thought.
thanks for reading.

A quick thankyou goes out to Pete for lending us the car to make and test the manifolds on, Ian at IA motorsport for doing the dyno test on such a short notice, and Import_Trung for coming along, lending a hand, tuning the car and taking pics for this write up to be possible.

SOLID-FABRICATIONS.

 

Nice. I can imagine how frustrating it must be for you guys not to have options when it comes to mod your cars.

 

U would make a nice bit more power w/3" exhausts. Sorry abotu your limited choices

 

Naah dude, 3" exhaust will make you loose a lot of torque on bottom with 2.2L N/A.

Btw, is it just me or did your power jump 40whp when vttakkk kicked in...dang

 

Beautiful results.
What type of gas are you guys tuning it with?
And when are you gonna send me a header to test with the crappy gas here in California.