LaFerrari vs Daytona SP3 Engine (GPF)

I'm interested in what kind of changes were made to exhaust system of F140 engine during model range:

LaFerrari > LaFerrari Aperta > Daytona SP3

I don't know how accurately the attached pictures display the exhausts, but assuming they are close enough to real ones. Concerning that Ferrari started adding GPF's in 2019, LaFerrari should not have GPF but Daytona SP3 probably has. The question is, how do you visually separate catalytic converter from GPF?


LaFerrari
Source: https://www.flickr.com/photos/116766973@N04/12419405995
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Daytona SP3 (Engine model by Amalgam)
Source: https://www.amalgamcollection.com/products/ferrari-daytona-sp3-engine-and-gearbox
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Here is additional picture from official site:

LaFerrari
Source: https://www.ferrari.com/en-EN/auto/laferrari
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I think the effect of GPF should be compared on torque figures instead of horsepower, as Daytona SP3 produces max power at higher rpm than LaFerrari.

LaF: 6262 cc, 800 cv / 9000 rpm (127.8 cv/l), 700 Nm @ 6750 rpm (111.8 Nm/l)
SP3: 6496 cc, 840 cv / 9250 rpm (129.3 cv/l), 697 Nm @ 7250 rpm (107.3 Nm/l)

That said, Ferrari gives horsepower figures nowadays with 10 cv accuracy and bhp figures are inherited from those. Considering that, I have presented above specific power/torque figures in a way too accurate format (even with decimal numbers). However, I made an exception this time, because the difference is actually closer to 2 cv/l than 1 cv/l.

 

So based on these original metric figures, SP3 specific horsepower is up by +1.2 % and specific torque down by -4.0 %.

 

Another view of SP3 exhausts system:

Daytona SP3 (Engine model by Amalgam)
Source: https://www.amalgamcollection.com/products/ferrari-daytona-sp3-engine-and-gearbox
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Porsche's GPF apparently adds 15 kg.
"to make it even cleaner, the new 992’s exhaust has a Gasoline Particulate Filter (GPF), which adds a hefty 15kg."
Source: https://www.autoexpress.co.uk/porsche/911/105705/new-porsche-911-2019-review

I find it difficult to believe that GPFs in SP3 would be much heavier. The worst case scenario based on horsepower difference would be:
840 cv / 450 cv * 15 kg = 28 kg

SP3 has TWC and GPF [1] in tandem next to engine block. TWC first reduces harmful gases and GPF then traps and removes solid particles.

TWC = Three-Way Catalyst / Catalytic converter
GPF = Gasoline Particulate Filter
cGPF = Catalyzed GPF


https://www.researchgate.net/publication/328747326/figure/fig8/AS:963454106091532@1606716767419/Light-duty-gasoline-system-architecture-with-GPF-Various-options-shown-broadly.png

Image source: https://www.researchgate.net/figure/Light-duty-gasoline-system-architecture-with-GPF-Various-options-shown-broadly_fig8_328747326

By studying above image I think we can conclude that:

- TWC can be reduced in size when adding a GPF next to it.
- By using cGPF the size of TWC can be further reduced (or even totally removed).


[1] Ferrari V12 exhaust has TWC + cGPF combination (at least since MY2023):

"The 2023 model year Ferrari 812 GTS, 812 Competizione, Ferrari Daytona SP3, Ferrari Monza SP1 and SP2 (Test group PFEXV06.5GDI) are equipped with an 12-cylinder engine with a gasoline direct injection (DFI) integrated with the ignition system. The emission control system (ECS) is made with two catalytic converters (TWC), two catalyzed gasoline particulate filters (CGPF) plus secondary air injection"
Source: https://dis.epa.gov/otaqpub/display_file.jsp?docid=55447&flag=1

 

FYI. Researchgate image in my previous post didn't get attached although it was still displaying OK in preview state. I suppose it was removed by auto copyright detection for that specific site. Anyway, follow the link then as it is essential image to check.

 

In Ferrari V12 line-up, the added GPF does not have big impact visually as it is combined with Catalytic converter and does not increase the size of housing much, as shown in the exhaust comparison in this thread's first post:

https://www.ferrarichat.com/forum/threads/812-sf-gts-with-gpf-fitted-exhaust-improvements.622298/

But GPF indeed adds weight. Catalytic converter internals typically consist of a steel mesh with ceramic coating while GPF consist of a more dense, a fully ceramic "brick sponge".

 

After studying this a bit more, I have to say that above sentence is incorrect.

Both Catalytic converter and GPF have ceramic honeycomb structure. Catalytic converter honeycomb surface is coated with precious metal (platinum, palladium or rhodium). GPF doesn't have this coating unless it is Catalyzed GPF.

I haven't been able to find a proper source which would clearly explain structural differences between the two devices. But there seems to be this kind of difference:
- Catalytic converter honeycomb structure contains pass through channels, i.e. no physical blockage.
- GPF has half of the honeycomb channels blocked on the entry side, and the other half blocked on the exit side. This means that entered exhaust gases have to flow through the honeycomb walls from one channel to adjacent 4 channels before exiting on the other side.

If you look closely the earlier posted ResearchGate image, you can actually see this difference. Obviously this would explain why GPF muffles the sound.

 

Good question. Those hoses lead to Differential pressure sensor which is used for monitoring the state of GPF (filter).

Found this page which explains it:
https://toyota-club.net/files/faq/19-09-10_faq_gpf_eng.htm

There is also a nice picture of GPF internal exhaust gas flow through the honeycomb walls that I explained in my previous post.

 

It is interesting to note how much more complicated route Ferrari has chosen with it's direct injection compared to Lamborghini, who still uses port injection in Revuelto and doesn't therefore need a GPF.

Direct injection provides higher compression ratio and better efficiency/power, but I'm not sure how beneficial this is when you need to add GPF as well.

Revuelto's specific torque is higher than in SP3. As mentioned before, it seems that GPF has reduced Ferrari's torque levels.

 

Yes. Partially.

For F167, the current Magna gearbox is most likely updated from 7-speed to 8-speed unit:

7DCL750
8DCL900

Torque allowance would increase from 750 Nm to 900 Nm. That is not really needed though as there is supposedly no hybrid assist. Rev tolerance is more important. This new gearbox would be then probably the same as in Roma, which is 6 kg lighter as well.

8-speed gearbox helps of course acceleration and economy, but given that Revuelto has already 8-speed unit, that is not really an advantage against Lambo.

It is interesting to note that 7DCL750 was used in LaFerrari as well, although combined torque exceeds the 750 Nm limit. But then again, the hybrid assist was feed from the other end of the gearbox and apparently not via the gears.

 

Ferrari has claimed that 8-speed unit in Roma is 6 kg lighter than its 7-speed predecessor. But figures from Magna (Getrag) specs don't quite match with this story:

7DCL750 750 Nm, 9,500 rpm, 128 - 133 kg
8DCL900 900 Nm, 10,000 rpm, 138.5 kg

Anyway, F167 is likely to require the newer 8-speed unit due to expected increase in revs.