2013 Scion FR-S
FA20 2.0L direct-injection flat-four
- Full exhaust system from the header back
- Includes over-pipe and secondary cat delete pipe
- Nonresonated mid-pipe
- More than 18 pounds lighter than the stock exhaust system
- Uses aircraft-quality 304 stainless steel 2.5-inch-diameter piping throughout
- 4.5-inch exhaust tips match the shape of rear bumper outlets
- Free up power, reduce weight, and make sexy noises with your Scion FR-S or Subaru BRZ.
Thanks to its near-30-year history in the exhaust development game, Milltek Sport has become a household name among go-fast enthusiasts in the UK who appreciate an exhaust system built from high-quality materials that bolts up with perfect fitment and delivers meaningful power gains along with an aggressive drone-free soundtrack. In fact, we were so impressed by Milltek's exhaust work that we had the company ship one across the Atlantic for Project RX-8 (along with one of Milltek's HJS motorsports catalytic converters, a product used on everything from WRC rally cars to DTM race cars).
So when American Milltek Sport distributor Mann Engineering told us it had just received a shipment of Scion FR-S/Subaru BRZ exhaust systems, we had to put one to the test. Built from 304 aircraft-grade stainless steel, this antimagnetic material is less susceptible to discoloration and has proved highly resistant to corrosion on our winter-driven RX-8.
It's important to emphasize that unlike lower-quality exhaust systems made of stainless steel, Milltek Sport systems use the same high-grade 304 piping from front to back, including the complete construction of the silencer. Mandrel bending also ensures better gas flow, while the 2.5-inch piping diameter throughout the system is designed to deliver meaningful power gains without the loss of midrange torque.
So rather than just shifting power up the rpm range, Milltek Sport has developed its full FR-S/BRZ exhaust system, which deletes the secondary catalytic converter and uses a nonresonated mid-pipe for a more aggressive exhaust note, to build power across the entire rev range. It's also worth noting that this system is more than 18 pounds lighter than the stock pieces it replaces, a surprisingly big weight savings on a car that has already been kept amazingly light from the factory.
To test this exhaust, we borrowed our racing buddy Vinh Pham's 2013 Scion FR-S. It's lowered and rolling on some orange Sparco wheels that match some GT3 RS-inspired graphics, but Vinh has otherwise left it stock. Once we kidnapped Vinh's Scion, we headed to Magnus Motorsports, where our old friend Marco Passante let us strap the FR-S to his Dynojet.
After grabbing some lunch to let the Scion's engine cool down (and so we could hear all about Marco's latest trip to Dubai, where he tuned the ECU on a few dozen GT-Rs), we wound the FR-S' FA20 engine all the way up to redline on its way to posting 165.73 whp at 6,900 rpm and 138.45 wtq at 4,700 rpm.
With the baseline test completed, we threw the FR-S up on some jackstands and removed the OE exhaust system from the header back. This is a relatively straightforward procedure, requiring nothing more than a few wrenches, though we did have to loosen an engine mount to gain the movement needed to remove the OE overpipe. Installing the Milltek Sport system was equally painless, since it comes complete with all the fasteners and gaskets needed, plus it includes some high-quality clamps that allow you to adjust the slip-fit tailpipes and muffler-to-mid-pipe connection for perfectly centered exhaust tips.
On the dyno, we saw solid power and torque gains across the entire rpm range. Just as advertised, the power and torque curves moved up, rather than just to the right, meaning the engine is truly breathing more freely (from reduced backpressure and improved gas flow as a result of the deleted secondary cat, increased tubing diameter, less restrictive bends, and freer-flowing muffler). Peak gains of almost 5 whp and 4 wtq are solid for an exhaust system on a naturally aspirated engine, but what really impressed us was the across-the-board nature of the gains and the sound quality it produces from the tailpipes.
According to our test mule owner, Vinh (who isn't just a fellow racer, he's also an Advanced Technology & Powertrain Engineer at Toyota), "I've been driving it for four days now, and what gets me excited is the power delivery. The throttle response has increased significantly throughout the entire rpm band, and my butt-dyno definitely feels more power in every gear. Downshifts are more precise now, too, so even a sloppy heel-toe downshift is still crisp and doesn't upset the car. It reminds me of the straight pipe on my IS300 race car! And the sound is incredible-precisely how a high-end sport-tuned exhaust should sound."
+ 4.58 whp
+ 4.15 lb-ft tq
Before 165.73 whp & 138.45 lb-ft wtq
After 170.31 whp & 142.60 lb-ft wtq
On the dyno, we saw solid power and torque gains across the entire rpm range.