Fresh of the assembly line, Ryan’s 2009 Acura TL fitted with a full header back ATLP Exhaust System. Limited quantities will be available to order online (FWD/Base Application). SH-AWD version in the works (we are seeking a SH-AWD TL near Orange County, CA).

Exhaust clips will be up next, although it’s going to be a quest to capture the true detail of this deep, throaty exhaust note on video.

Without further ado…

Pricing for the Cat-Back Exhaust starts at $1295 for the Base/FWD application.

To reserve yours, please e-mail us at hello@acuratlparts.com.

Dyno/R&D details to come.

The J-series engine incorporated into the KB1 employs a very similar layout as the J-series engine native to the TL/TL-S, as well as the Accord V6 lineup. Having transverse engine layout is inherent with most Acura/Honda V6’s. Honda resorts to a primary catalyst for each side of the exhaust manifold, which is cast into the head itself. Essentially it’s an extremely compact 3-1 merge that takes place before it even exits through the head into the primary catalysts. Primarily tuned for optimal efficiency in emissions, as well as manufacturing ease, it leaves much to be desired on a performance level.

There are three components of these engines that are typically turned to for performance gains. The primary catalysts (or pre-cats), J-Pipe, and the Cat-back exhaust system. The pre-cats are fairly short in length and compact in shape thus much diversion from the factory design besides incorporating a higher flowing catalyst is fairly limited. Following the pre-cats the J-Pipe merges the two pulses from the separate banks together. Manipulating the factory J-Pipe in this case allows us more flexibility in adjusting the powerband to produce the desired increase in power and torque.

Factory Exhaust Setup

It’s easy to see the multiple restrictions the KB1 exhaust system inhibits over the 3G TL-S. This is in part due the choice of going with a semi-true dual setup for the RL. This produces a series of restrictions right from the beginning of the exhaust gas flow. The initial merge from bank 2 into the y-merge of the factory J-Pipe compromises performance greatly as friction to velocity ratio is much more critical in these sections of the exhaust system than it is further back towards the mufflers (Pinpoint A).

The factory setup involves many unnecessary power robbing components such as the merge into a single catalyst (3rd catalyst) to retain the manufacturing ease of using the same 3rd cat that can be found on all their transverse V6 power plants (Pinpoint B). Coming out of the 3rd catalyst it splits back to a true-dual setup. This again results in an unnecessary friction component as well as another source that will create internal turbulence (Pinpoint C).  At last but not least, the factory design incorporates yet another hiccup designed to reduce exterior exhaust note which is the addition of 2 resonators per exhaust stream and a reduction of ID tubing size at the exit of those resonators (Pinpoint D).

ATLP J-Pipe & Mid-Section 1

Our first plan was to make a part that replaces only the J-Pipe itself with the remainder of the exhaust system stock, but there is much left to be desired with only a J-Pipe replacement on a factory system that has this much restriction. A slightly more out-of-the box thinking landed us with the final decision to proceed with a J-Pipe & mid-section that allowed us to result in the most measurable power gains, enclosed an option to upgrade to hi-flow catalyst of the factory bottleneck, and also produce a more prominent exhaust note over the tinny, near non-existent note.

As proven by numerous dyno results and tests we have done to document various merge locations, we’ve shown that moving the merge further downstream up to a certain distance, consistently produced a higher torque and horsepower output throughout the whole powerband. In order to accommodate the J-Pipe to work with the factory cat-back exhaust system, while maintaining most useable power we designed a J-Pipe that extends back to the axle back mufflers flanges. This in term allows us to utilize a properly placed x-over merge to keep the velocities efficient throughout the entire length, which also means there will be a consistent power gain, not just found at wide-open throttle (WOT) that other parts claim.

The prototype design and R&D will be document here for clients to follow along. The first picture of many to come is only a non-functional mock up piece of the work in progress and is merely to show a rough idea of where this will be going. The final production piece will encompass mandrel bends, full 439 stainless steel construction, and will be a complete bolt-on replacement. Of course this will allow the KB1 to retain is factory look and drive-ability.

Nevertheless, we’ll be bringing back full blast a new V2 ATLP Quad Exhaust, and V2 ATLP Roof Spoilers. E-mail us for deposits because as always, first come first serve on these babies.

Pre-Production Teaser. Will have new pictures mounted on a car coming soon!

Sorry, it's a teaser.

ATLP has got you covered! The ATLP J-Pipe V2 provides more ground clearance, more equal length, and just more bang-for-the-buck. With the new design, we’ve brought it back to factory clearance, and even below the frame of the car! If your worried about hitting above your frame, than you got bigger problems than J-Pipe clearance. =)

The primary pipes are longer than stock, flow more volume than stock, and now are equal length (less than an inch in variation). We did all this without compromissing flow capacity and still retain the Ultra-Smooth merge that brings the two primaries together without causing any turbulence. (See inside of Ultra-Smooth Merge).

Flex sections are still dual-layered, boost-proof up to 450whp. See Dan…K’s Supercharged TL. ATLP J-Pipe gains 20whp/15wtq.

Here is a raw mock fitment mock up of the J-Pipe V2. The V2 will require a minor (extremely easy and minor) trim on the factory plastic under tray.

We are also gathering interest for a Hi-Flow Pre-catalyst, that will come with a 3-Year ATLP warranty. So far we are working on the R&D and should have more details and dyno-runs soon.

The roof spoiler will entertain a duck-billed look, very similar to the JDM-classic Spoon style roof spoilers. Although, not exactly alike, this version is designed around the TL’s body and lines. They will be available in a composite fiberglass, although I highly doubt this part will endure much stress that anything more than regular fiberglass is needed.

Finish will be available in Primer and Carbon Fiber. Limited batch of 150 units.

Optional pre-painted option may be available for the first batch, depending on what the frequency of colors are.

But there haven’t been any decent pictures on a decent TL. So we took our time yesterday, and spent most of the day recording around the Base Exhaust TL, and also comparing it to the discontinued ATLP Quads. Hopefully Tim will have the video’s edited and uploaded.

Here is a side profile shot of how the ATLP looks on the A-spec kit. IMO, if you own a TL, you must get the A-Spec kit…it just doesn’t do the car justice without it.

Video’s, and more picture will be up soon!

I just wanted to showcase some of the things I’ve been e-mailed.

Like for example BearCat, who turned the j-pipe into a stealth pipe by coating it flat/satin black.

Instructions on how he did it, incase you want the same results.

- Cleaned with Brake Parts Cleaner.
- Scuffed with a ScotchBrite Pad (green).
- Cleaned again with Brake Parts Cleaner.
- Taped off flex pipe & mating surfaces.
- Primed with VHT Header Primer (gray).
- Painted with VHT Header Paint (flat black).

On the other hand, there are also those who choose to make their bling, even more blingy. Jp takes the cake.

On the other hand, things really have been progressing nicely at ATLP. We’ve got some great results on the 2G Dual Sport exhausts systems, about 10whp/11tq!

The dyno also shows a very smooth and linear increase starting almost at the very beginning of the engines power curve.

Lastly, things are moving along slowly but shurely with the Base 3G TL oval tips that we are designing. Here is a final 3D rendering of the tips, although it will look a bit different in person. This should be the final version that will work with the base bumper for those who have, and also for those that don’t have the A-Spec rear underspoiler.

Anyway, thanks for all the support from those concerned, and also the patience as this thing is obviously not an overnight product.

After months, we finally decided to get one designed for the 2nd Gen TL, but didn’t have any high expectations on it’s performance nor exhaust note…but little did we know that the 2nd Gen can pur just as good, if not better than the 3G TL!

These will be available soon.

I always wanted to emphasize on the tastefully designed rear of this generations TL, by not taking away too much from it. (i.e., oversized tips, shiny face, altezza lights?)

We incorporated many other features to keep the rear end interesting, but still have a pleasing-to-the-eye visual experience. You may notice that the mufflers are slightly angled, the face satin brush-finished, and the dual 3.5″ tips aren’t obtrusive by any means.

But don’t let the size fool you. The ATLP exhaust emits a distinct throaty , european tone that makes little girls cry, and some boys, too.

Here are some of the pictures. We are currently waiting for the prototyper to confirm that it’s a faulty cat (slight rasp), so we can make conclude it’s not the exhaust. Once confirmed, by tonight, we will schedule a dyno tunining session for this following week. After the dyno day, if all is well, and everyone is happy, production begins immediately. Might be something to look forward to for Christmas.

Must be 18+ past this point.

XXX

2nd Gen ATLP Exhaust

Pricing will be $950.00 for the first 15 people.

MSRP is at $995.00.

Pre-orders will open up this weekend for the first batch.

Dyno results will be available by next week.

New sound clips will also be available next week.

We finally got a chance to get together with K&N and Luke @ Import Tuner so we can do a power pages on the plethora of aftermarket parts for the RDX. No really, there isn’t much available for this poor rocket ship of a car. All we have is the intakes, which there are currently 3.

• CP-E
• Weapon R
• K&N (Soon)

Besides that, they have a Hondata Reflash which we also did the dyno tuning with. The gains for both intake and reflash were about 35whp, if I recall correctly. The reflash wasn’t done the same day, so before and after numbers weren’t that accurate.

And then there is the ATLP Exhaust, which is about the last of the aftermarket parts on the market for the RDX. With the stock ECU the gains were around 17whp/12wtq, while with the reflash the gains were at about 10whp/10wtq. Don’t let the peak numbers of the post-reflash fool you. The entire curve attained much more area under the powerband. This should help those with a lead foot stay in boost and get up there as quick as possible.

ATLP RDX Cat-Back Exhaust

On a final note, this system will be a limited run! Make sure you reserve yours before their gone forever!