Diesel cars have been the object of a lot of modifications in recent times to match the increasingly restrictive emission regulations. In this specific case the particulate filter, added to the catalytic converter, has become a restriction to the engine performance.

Fitting a turbo downpipe without any filter let the exhaust gasses flow better, resulting in a higher turbo and engine efficiency.

Most of the cars gain from this modification, but it’s important to work on the ECU as well, to adjust the engine management and deactivate the particulate filter functions, that may provoke errors and malfunctions.

In many countries the removal of the DPF is illegal on open roads, so the Supersprint diesel downpipes must be considered for race use only.

When installing the Supersprint R&L catalytic system, please make sure that the new, oem additional heat shield already is also installed on the car (right side only).

This heat shield comes on all of the Aventador models, starting from 2014 an on.

On the previous models, this was not used.

Unfortunately, there is no informations available to us yet, on which VIN cars are not equipped with the shield, possibly having an insufficient protection against exhaust heat build-up.

Since we have learned that no official recall has been issued from the Factory yet, it is mandatory to check about this, with your own Lamborghini dealer, first.

The absence of this shield can cause some minor damage to the rubber lines, running in the upper area of the manifold/headers -to- catalytic conjunction (right side only).

Under extreme driving conditions, this type of damage can happen with the stock catalytic, as well as with the Supersprint catalytic in place, although the Supersprint HJS metallic cats provide for a much lower heat retention, in the critical area surrounding the exhaust system, within the engine bay.

Once the additional shield in installed, the proper protection against any potential damage is ensured.

Please see the photos, and double check with your own Lamborghini dealer, wether the recall has been issued in the meantime, and carried out already.

3 Types of downpipe for the 3.0 TDI V6 engine exist. To find out which one fit on your car follow the instructions:

The simplest method is contact the local Audi dealer and, using the VIN number of your car, ask what is the spare part number for the DPF (diesel particulate filter)

If it's 8K0 254 750 LX it means the correct Supersprint downpipe is the "long" one, cod. 767211.

If it's 8K0 254 750 SX or 8K0 254 751 EX the "short" one is correct, cod. 767231.

if it's 4G0 254 750 BX the most recent version is required, cod. 767251.

If the code doesn't match the ones above:

Look inside the engine bay, between the engine and the windscreen you can see the OEM downpipe with the DPF.

Look at the part that goes toward the bottom of the car (you may need a flashlight).

If you can see a flange, close to the DPF, it means you need the short downpipe, 767231.

If you can't see it because the pipe keep going down, you need the long version 767211.

To replace the long version a competent mechanic may need 15 hours.

To replace the short version just 3-4.

Usually the short version is fitted on cars manufactured after May 2008, while the long version is usually found on previous cars.

Stock DPF "short" version removed and as it looks on the car. Note the visible bolt (RED ARROW) that means the short version is fitted on the car.

Since 2012 a new type of DPF has been introduced. It's identical to the previous "short" version but it's fitted with a new flange design. In case the car is fitted with such components it's necessary to use the Supersprint downpipe cod. 767251. See the picture as reference:

The removal of the DPF needs an ECU reflash. The DPF functions must be deactivated and the engine management tuned to avoid smoke and an irregular power delivery. Supersprint doesn't provide a ECU reprogramming service but may be able to suggest a tuning company in your country.

The choice between removing the stock catalytic converter and fitting a metallic sports catalytic converter depends on the car's use and owner preferences. Removing the catalytic converter results in a very free-flowing exhaust system with low backpressure, which is beneficial if the electronic management can utilize this freedom. ECU reprogramming is advisable with this modification, allowing the deactivation of the second O2 sensor to avoid warning lights. However, the car will not pass emission tests, and an unpleasant odor may be noticeable. A metallic sports catalytic converter offers much higher gas flow than a stock ceramic one due to its lower cell density (100 or 200 cells per inch square compared to 400-800 of the stock unit). It retains some backpressure compared to the no-cat option, making ECU reprogramming unnecessary in most cases while still allowing a significant performance increase. There will be no issues with emission tests or unpleasant odors. However, on very recent cars (Euro 4 and 5), the emission range set by the manufacturer is so restrictive that even the HJS 1st grade cats used in the Supersprint exhaust system may not avoid the emissions control warning light.

Mechanically the difference consist in the presence of a straight through silencer, with a drilled pipe in a muffler packed with basalt and stainless steel wool.

Performance-wise the difference is very small, the “back-pressure” difference is low. It’s more about sound, weight and homologation.

The centre silenced exhaust, fitted with the homologated rear exhaust, results in noise levels very close to the standard system and retains acoustic comfort inside the cabin even when fitted with the full system (for example headers and sports cats).

In case of a “cat-back” system, the centre silenced exhaust may be too quiet and the sound be too similar to the OEM system.

Keep in mind that the homologation is valid only when specified in the component description.

The centre pipe is obviously considerably lighter than the centre exhaust.

Even if Supersprint has one of the widest range of exhaust systems, it may happen that a specific model, maybe not very popular or recently launched, has no match on our catalogue.

In this case we’re always ready to develop a new product. We suggest to ask us directly to evaluate the feasibility of a new project. To be always updated and in touch with the market is one of our strengths!

All the Supersprint systems are developed with performance in mind.

We test the cars, both stock and with the exhaust, on our MAHA 4x4 brake dyno, which guarantee the highest precision of the measurement.

It doesn’t simply measure the WHP (wheel horse power) and then adjust it with approximated factors, but it measures the power absorption, the ambient temperature, pressure and humidity, the air intake and engine oil temperatures and all the values transmitted through the car diagnostic port.

The runs are repeated till the values become consistent.

This allows our R&D staff to ensure the test runs are valid and the values of the car in the different configurations are comparable against each others.

We publish the results without any graphic editing, with all the values of the test associated, for maximum clarity and honesty.

Here is an example of as dyno chart (Mercedes SLS AMG):

Terms translation:

Norm-Leistung: crank horse power, corrected by ambient values

Motorleistung: crank horse power, not correctd (sum of power loss and wheel horse power)

Radleistung: wheel horse power

Schleppleistung: power loss by friction and rotational masses inertia (includes drivetrain, tyres, dyno rollers), measured during deceleration.

Max. Leistung bei: max power revs / relative speed

Drehmoment: torque

Max Drehmoment bei: max torque revs / relative speed

Max erreichte Drehzahl: rev limiter / relative speed

EWG correction factor, calculates the variation from measured and absolute power based on the ambient conditions. DIN factor is obsolete and less precise.

On the right side of the page are ambient conditions during the test.

Umgebungs-Temperatur: ambient temperature

Ansaugluft-Temperature: initial intake air temperature

Relative Luftfeuchte: humidity

Luftdruck: atmospheric pressure

Dampfdruck: relative pressure from the standard (1013,2 hPa)

Ol-Temperatur: engine oil temperature

In this charts you can various curves, trasmitted from the car by the OBD II diagnostic port: A/F Ratio (purple - Lambda (OBD) II), air intake temperature (light blue - T Anslaugluft °C), intake air mass (violet, V Luftmerge gm/s).

The correct way of operating depends on the car model.

If there’s enough space under the frame for a second muffler or for a secondary pipe the modification or replacement of the bumper is enough.

In the exhaust system description is specified if the bumper or diffuser must be trimmed, a job for a competent installer, or is necessary to buy the original spare bumper from a different model of the same car (for example the Audi S5 bumper on the A5).

If the necessary space is occupied by some components, like covers or blanks, these must to be removed or modified

Eventual mounting brackets are provided directly with the exhaust.