Apexi RS Evolution Extreme Catback Exhaust - 2013 Scion FR-S Long-Term Road Test

2013 Scion FR-S Long Term Road Test

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2013 Scion FR-S: Apexi RS Evolution Extreme Catback Exhaust

August 15, 2012

FRS_Exh_27.jpg When Dan did his suspension walkaround of Project FR-S, our longterm 2013 Scion FR-S, a few things became apparent. One, the stock wheels and tires practically disappear in its ample wheelwells, and two, the exhaust followed a path more contorted than the screenplay of that John Carter movie.

In an experiment to determine whether relieving some of the latter flow bottleneck is worthwhile, we replaced the stock exhaust with an Apexi RS Evolution Extreme catback exhaust with the help of SR Motorcars in Gardena, CA.

FRS_Exh_09.jpgThe Apexi RS Evolution Extreme catback is mandrel-bent, TIG-welded 304 stainless (save for the titanium tips), and the pipe diameter is 2.36". That's 60mm if you live in a country that for some reason doesn't base its unit of distance on a cereal grain. The Apexi exhaust is fully polished and beautifully built.


Here's the stock exhaust if you're too lazy to click back to Dan's suspension walkaround.


And here's a sweet action shot of the stock exhaust being removed. My esteemed colleague Mark Takahashi snapped all the photos in this blog post, by the way, so send your adulation his way.


In the stock exhaust (foreground), note the two flattened sections and big resonator in the middle. The Apexi RS Evolution Extreme is resonatorless and has no such smashed sections.


No, Roseann Barr did not, in fact, step on the stock exhaust right there. The factory intentionally squashed this section to clear the rear subframe.


The muffler in the Apexi exhaust is of a tidier size than the stock one. According to my trusty bathroom scale, the Apexi exhaust in total weighs five pounds less than the stock exhaust,


Installation is easy peasy -- just four bolts and five hangers hold both the pipe and the muffler in the car. You could install the exhaust solo but Matt from SR Motorcars was nearby so I roped him into helping. He was a good sport about it.


Blued tips are titanium, which is why they're riveted onto the exhaust. It'd be nigh-impossible to weld titanium to stainless.


Weld penetration is mild. The hand-finishing of the internal surface is a nice touch.


Shiny muffler is shiny. Fitment of the Apexi exhaust was perfect. Unlike many aftermarket parts, this one fit correctly right out of the box, with no tweaking or adjustments necessary.


Stacks of dimes.


The Apexi exhaust does a much better job of filling out the cutouts in the rear "diffuser" (let's be honest, that thing is diffusing nothing at all) than the stock tips.

Sound-wise, there is no drone during cruise and a little more personality when you wood the throttle. It's definitely no buzz-bomb exhaust. From inside the cabin the difference compared to stock is more modest than from outside the car.

On the dyno the exhaust didn't show any power gains, which actually makes sense when you consider that most of the bottlenecks in the stock exhaust appear to be near the header. At this power level, the cork is simply further upstream. It's likely that the bigger-bore, free-er flowing Apexi catback will show its performance gains once the stock header is no longer the primary restriction.

Project cars are a ladder, one rung at a time.

--Jason Kavanagh, Engineering Editor


Apexi USA - http://apexi-usa.com/ - RS Evolution Extreme exhaust

SR Motorcars - http://srmotorcars.com/ - Dynojet chassis dyno testing

  • Full Review
  • Pricing & Specs
  • Road Tests (2)
  • Comparison
  • Long-Term

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