That is what we were promised by, of their things, a PowerPoint slide throughout presentation of the new 2016 Lamborghini Aventador SV as we geared up for a few patients lap time at Spain's Promenade de Barcelona-Catalunya. It's not often we come across "crazy, " with all it means, during a press presentation, especially alongside a company hocking its own product, yet unfortunately there it was.
Lamborghini wasn't bbb the whole car crazy, only the reinforcement, but it might as well have been. First off, one particular SV (which stands for "Superveloce, " or "superfast") packs the same moderate for its V-12 as did one particular hyperexpensive, only-three-were-sold-to-the-public Veneno. It's Lambo's most powerful V-12, and it leverages im variable valve timing, a new exhaust system, and a increasing redline (now 8500 rpm, away from 8350) to raise output within order to 740 horsepower at 8400 revoltion per minute. Torque remains at the same level what i mean the non-SV Aventador: 509 lb-ft at 5500 rpm. But while one particular dorsal-finned Veneno's calling card experienced been its crazy styling, the Superveloce is intended solely to circle the right racetrack as quickly as possible. Which it does, keeping just lapped the Nürburgring in under seven minutes. Only a "crazy" created for can do that.
Helping matters will probably be the claimed weight loss of 110 euros. That comes courtesy of composite backward fenders and rocker panels, and then a manually adjustable carbon-fiber wing and stuck C-pillar aero scoops in place of one particular electronically actuated wing and prérogatives on the standard Aventador. There's will much less sound insulation and carpet (leaving the sexy carbon-fiber elements largely exposed), plus thinly lined fixed-back carbon-fiber racing seats. Some consequential changes include the fitment coming from all lightweight (and gorgeous) new all the, lateral strut-type magnetic shocks (a production-car first, says Lamborghini), as well as variable-ratio steering that reduces lock-to-lock motion, particularly with the drive operating systems in the most aggressive mode, Corsa.
During our laps on the voyage, the first thing we noticed was the sound recording, carefully engineered to let in the harmonics of the engine but not the less-desirable transmission chatter. The result is a natural, wicked wail that easily drowned out the directions we were being chosen over an in-car radio revealed by Lamborghini.
Lamborghini test manovratore Marco Passerini led us close to the track, and he wasn't shy to get driver (or a person), effectively establishing a rapid pace through Catalunya's 16 corners. Thanks to the SV's a fantastic Haldex-based all-wheel-drive system and custom Pirelli rubber—10 inches wide up front, 13 (! ) out back—we did not feel the need to be shy, either. Grasp is everywhere, and, yes, reinforcement is absolutely ballistic. Connecting the adjusts with full-throttle bursts, we were fastened to the seats; by taking each objects all the way to redline, we regularly power speeds just below 170 mph in late the front straight, usually lifting long before the braking point lest we get as well up close and personal with Passerini's (slightly) slower, regular-grade Aventador.
Such intense acceleration means that corners come up, ahem, super fast. More than once we found on their own charging into a corner so quick we felt sure we were bread toasted, but standing on the massive carbon-ceramic tires yanked the car down reliably and we could hit our turn-in dirt and carve across the apex.
A quantity of credit for the stupefying abilities has proven by the car can be issued inside the astounding high-speed downforce—up by 165 percent, says Lamborghini—which helps keep the people fat Pirellis adhered to the cement during such pucker-inducing braking. As though to prove the point, we looked at the rear of Passerini's car move around under full brakes even though rear of our car stayed insert.
It took a few corners, however , to accomplish used to the new variable-ratio steering. Somewhere between the right-now braking, the proactive over unity magnetic dampers keeping things flat, with extremely quick steering in Corsa mode, turn-in is so immediate that only our first laps included making pretty minor midcorner corrections. We will toggled between Sport and Corsa modes, finding Sport to be powerful in its own right, but my spouse and i liked the latter even more once we grew into acclimated to the steering. Corsa offers hyperspeed shift times and a a great deal textured ride quality than the actual slightly softer Sport and softer-still Strada modes.
Back in the pits, my spouse and i exited the car with a sort of magic and appreciation for the world—the assault and rawness of the experience experienced us feeling like we'd experienced multiple near-death experiences in the cover of 10 minutes. Even after multiple consultations, our internal dialogue remained the particular: First: "I'm alive. " Step two: "What an awesome car. " Third and last: "My brain might explode, you did so incredible. "
As is one particular case with most sports cars, improve mass means better performance. Lower muscle mass fast also usually means more money, and in Lamborghini terms, the cost is precisely $88, 400 more than the non-SV model. Unique treatments will jack up the price extremely, and only 600 SVs will be constructed. According to several Lamborghini officials present—including CEO Stephan Winkelmann—a future Aventador SV roadster is "possible. " Wink. Nod. Grin. Got it. Map on a price point about $50K increasing, and about 100 pounds of bodyweight added back in. Might that make it reduced? It could. Would it still be crazy? You ar damn skippy.
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