SpeedFactory H22/H2B Forward Facing Turbo Manifold

SpeedFactory H22/H2B Forward Facing Turbo Manifold

This is SpeedFactory's Forward Facing Outlaw manifold, and it's built for one thing: extremely high powered, high-revving H-series race engines running large T4 turbochargers. SpeedFactory calls it their ultimate drag race manifold and they aren't hedging. If you're turbocharging an H22 for the strip or building an H2B swap that's going to see real boost, this is the tier of manifold that runs at the front of those classes.

What It Is and Why It Works

The merge collectors are the whole story. SpeedFactory builds them custom and ultra-long, which creates a turbulent-free area ahead of the turbine so exhaust gas arrives in even pulses at high velocity instead of colliding with itself on the way in. On a high-RPM race engine that's the difference between a turbo that spools cleanly and one that fights the pulses coming at it.

The 60mm wastegate flange is properly merged and truly divided, which matters more than it sounds. A divided flange keeps the wastegate seeing the right pressure signal and lets it flow a large volume of exhaust when it opens, so boost control stays precise at the top and you can actually put the power down instead of spiking through a gear.

Construction is 1.5 inch Schedule 40 polished stainless steel, TIG welded and back purged so the inside of the weld is as clean as the outside. Cylinder head and turbine inlet flanges are CNC machined from half-inch 1018 steel plate, and every mating surface is machined flat, because a warped flange on a manifold this size is how you end up chasing exhaust leaks all season.

Specs

Available Options

Two decisions to make. First, engine configuration: H-Series is for a native H-series application, H2B is for an H-series engine mated to a B-series transmission, which is the swap combination that puts an H22 in an EG, EK, or DC chassis. These are different part numbers, not just different labels, so pick the one that matches how your engine actually sits in the car. Second, wastegate flange: order the one that matches the gate you already own or plan to buy. TiAL and Turbosmart 60mm gates use different flange patterns and there's no adapting one to the other after the fact.

Fitment

Honda H-series engines, H22 and H23, plus H2B swap configurations. This is a race manifold rather than a bolt-in kit for a specific chassis, so it goes wherever the engine goes: turbo Preludes, H-swapped Accords, and H2B builds in EG, EK, and DC chassis. What determines fitment is the engine and transmission combination, not the model year on the title.

What to Know Before You Buy

Plan around the build time. SpeedFactory fabricates these to order and current lead times have run in the range of several weeks to two months depending on the queue. This isn't a part that ships tomorrow, so order it early in the build rather than when the car is on jack stands waiting. Contact us before ordering if you need a current estimate and we'll check where SpeedFactory's queue actually stands.

Do not heat wrap this manifold. SpeedFactory's coverage on turbo manifolds is limited to welding defects, and it's void on any manifold that's been heat wrapped or run with an improper downpipe or dumptube. Wrap traps heat against the stainless and cooks it from the outside in, which is how thin-wall race manifolds crack. If you need heat management in the bay, use a turbo blanket or a shield rather than wrapping the tubes.

Budget for what surrounds it. A manifold at this level assumes a T4 turbo, a 60mm external gate, and a downpipe and dumptube built to match. None of that comes in the box, and SpeedFactory specifically calls out improper downpipe and dumptube setups as something that will hurt you. Have the whole exhaust side planned before the manifold arrives.

Be clear about who this is for. This is Outlaw class hardware for a race car making serious power. If you're building a street H22 targeting reasonable numbers, a smaller top mount or ram horn manifold will spool better at the RPM you actually drive and cost meaningfully less. This manifold earns its money when the engine revs high, the turbo is large, and the car is going in a straight line very quickly.