Intake & Exhaust

ATLP, XLR8, and RV6 J-pipes tested together. PLUS ATLP V2-R debut!

With all the different J-Pipes available on the market for Honda/Acura V6 cars, Heeltoe always tries to get enough information to not only make better parts but also to make your buying decision easier. Few if any others have done real, honest back to back these of popular Acura J-pipes. Heeltoe is in your corner with real test info!

NOTICE as of 2018: The ATLP V2-R j-pipe was replaced with the ATLP V3-R j-pipe. The primary tubes on the V3-R were made shorter, similar to the V2. Also improved design has made the part a better fit on the 7th Generation (2003-07) Accord V6 as the V2-R had subframe contact on that car.

The test car was a boosted TL-S with a Flashpro and a high boost pulley. It was an automatic as well. If gains and losses are viewed as percentages we feel the relative graph data above will be indicative of what we would see on an NA J-series.

AFR and IAT were both monitored closely for consistency. No pipes required retuning to get these numbers, and tuning would not have needed noticeable differences (we played with it…it would not have). But the tune in the car was optimized when we got to it having just been dialed in on the same dyno the day before.

All tests done on the same day, same car, same dyno, same procedure:
3 pulls to heat up engine, then rest for 5 minutes, then one pull to be the one to use for the test. In all cases the “1 pull” was about on average with the rest of the pre-runs. We feel this data is all repeatable and reliable when done under the same conditions.

Full disclosure, at the time of testing and posting, ATLP is produced by Heeltoe. If anyone wants to call Church Testing to validate the test, feel free. Again, the raw data is available for whoever wants it.

Our takeaways:

  • Pay attention to the scale on dyno graphs. We posted no power figures to force you to look at the scale. The first two graphs are the same, but the scales are different.
  • 3″ cat-back piping makes a difference, no matter what j-pipe you have. ATLP is currently the only one on the market offering bolt-on options for it!
  • The original ATLP V2 gives up power when you are driving slow, but makes more power than anything else when you are driving quicker than…well, slow.
  • The XLR8 V2 is really similar to the V2-R. Pipe lengths are almost the same But we didn’t test it with a 3″ mid pipe to see if that makes much of a difference on an XLR8. Wish I would have!
  • RV6 vs XLR8 are here and there and back and forth…but the ATLP performs best on anything above your automatic’s torque converter lockup point.
  • The original ATLP V2 with a Race Pipe and our 3″ sections make for the option to get the most power. The larger piping adds to the gains and helps to recover some lost bottom-range torque.

In other news, the ATLP options were easier to install. RV6 fit great but awkward to install with the long floppy pipes. XLR8 was off a bit. It took more forcing on the cats and didn’t line up as well as the others on the cat-back.

They all sounded about the same. The 3″ makes the car sound like a monster though.

ATLP V2 vs XLR8 V2 vs RV6 V3

XLR8 V2 vs ATLP V2-R

All ATLP Shootout

We spent a lot of money and time to develop an ATLP version of the XLR8 pipe with a 3″ collector. And to learn that we still like the ATLP V2 best. It allows you to swap a stock cat back in unlike all the others, fits great, sounds great, makes great power…and is the least costly.