Supersprint Full Exhaust Ferrari F12 Berlinetta 6.3L V12 (740 Hp) from 2012 to 2017 (with valve)

Includes

Front with metal catalytic converter Left Code: 393722

Front with metal catalytic converter Right Code: 393702

Central pipes kit "H-Pipe" Code: 393723 Alternative to 393713

Rear left with valve Code: 393734

Rear right with valve Code: 393704

FERRARI F12 BERLINETTA – MUSIC MAESTRO!

- The Supersprint technicians have worked on the exhaust system of the Ferrari F12 Berlinetta, creating from scratch both the catalytic converters, and related connections, and the terminals, in addition to the central part for which they propose two solutions: H and X Pipe, improving performance and sound.

- The new exhaust system also helps to significantly lower the engine's operating temperatures, to the advantage of performance and durability.

Mantua, 26 July 2023. The Ferrari F12 Berlinetta, presented at the 2012 Geneva Motor Show and which remained in production until 2017, represented the first model of the new generation of Prancing Horse berlinettas with a 12-cylinder engine.

Although it was a "classic" berlinetta, with a front-mounted V12 engine and rear-wheel drive, the Prancing Horse grand tourer had several aesthetic features, starting with the large rear hatch. In general, the body is sleek, with aerodynamic elements that hint at the car's true sporty nature. The front is impactful, with large air intakes and a long bonnet. The sides, furrowed by the recesses of the Aero Bridge, highlight a rearward-facing roof and an almost non-existent third rear volume, which ends with the truncated tail highlighted by an aerodynamic element. But above all, at the time of its presentation, the Prancing Horse defined it as the most powerful and high-performance Ferrari road car produced in series in Maranello.

In fact, the F12 Berlinetta is powered by a naturally aspirated V12 engine (F140 FC) with a 65° angle, 6,262 cc, an evolution of the one in the Ferrari 599, which delivers a maximum power of 740 HP at 8,250 rpm and a torque of 690 Nm at 6,000 rpm, largely already available from 2,500 rpm. In short, enough to satisfy a driving enthusiast. But you know, there are those who are never satisfied; therefore, the question that arises spontaneously is the following: is it possible to improve the already remarkable performance of such a racing car?

The answer is, of course, yes! Because it is well known that car manufacturers, in order to stay within the emissions parameters imposed at a general level for each brand, under penalty of very high fines, are forced to limit the performance of some cars in the range, therefore intervening above all on the highest performing supercars by "gagging" the exhaust system. Therefore, assuming that it is not "necessary" to go and get your hands on the internal parts of the engine to increase the performance of a road car, the first intervention is precisely to intervene on the exhaust system, then optimizing the changes by adapting the electronic management.

True to their motto “Yes, we can!”, and drawing on previous experience gained on this type of engine, the Supersprint engineers have made the necessary changes to “free up” the flows, gaining in performance but also in sound, now even more engaging, which has always been an inseparable combination for the technical enthusiasts of the Mantua-based company’s R&D.

“We chose to start after the manifold and develop the catalytic converter part and its inlet and outlet, connecting the gas expansion in such a way as to have maximum performance, the central pipes and the rear silencers. Leaving aside, instead, the rear connecting pipes, very shaped and with an ovoid section, still sufficient, because the passage area is rather limited so we would not have had much room for intervention”, explains Davide Branchini, Supersprint R&D and production manager.

The original catalytic converters, with an external diameter of 160 mm, in addition to the very thick internal honeycomb part that acted as a braking “cap”, had a very angled inlet and outlet cone shape, which in turn contributed to constraining and slowing the flow of exhaust gas. So the Supersprint technicians created catalytic converters with an external diameter reduced to 130 mm, inserting a 200-cell HJS internal filter capable of ensuring a good reduction in emissions but at the same time leaving greater freedom of passage to the flow of exhaust gas. In addition, cones were created that, both at the inlet and outlet, where it is curved, connect the body of the catalytic converter to the 70 mm pipes in a smoother way, distributing the gas flow with a more central and uniform trend over the entire diameter of the catalytic converter, in such a way as to obtain a smoother passage. The image below, which compares the original catalytic converter with the one made by Supersprint, eloquently highlights the differences.

For the central part, where the pipes of the two banks run parallel, two different configurations are available. In addition to the one that follows the original H-design, with a 90-degree horizontal compensation pipe, an “X pipe” solution has been created that in addition to the increase in performance allows for “tuning” the sound, which has always been one of the aspects dear to the Supersprint engineers.

In terms of performance, the connection between the two lines of pipes created with the “X pipe” represents an additional aid in speeding up the flow of exhaust gases because, like a sort of “Venturi Effect”, the depression that is created inside the X activates a sort of aid to the aspiration between the two flow lines, speeding up the whole.

As for the sound, however, while the H connection spreads a “discomposed” sound between the two banks, typically linked to American V8s, with the “X pipe” system created by Supersprint you get a more univocal sound, as if a maestro managed to make the twelve elements, i.e. cylinders, of the Ferrari V12 “orchestra” play in perfect harmony.

Finally, the rear silencers were worked on, made from scratch, always with the criterion of giving the flows the most direct exhaust possible. For the phase in which the valves controlled by the electronic control unit, which have not been intervened upon, are closed, a bypass has been created that facilitates the passage of the flow in a rather free manner inside a small silencer.

Once the rpm set for the opening of the valves has been exceeded, the flow of gas passes directly towards the terminal pipes that emerge, at a much more gradual angle than the original, from the silencer and are inserted into the double visible terminals fixed on the rear shield, so as not to tamper with the rear shield and to maintain the elegant view of the four exit terminals externally as in the original.