LAMBORGHINI AVENTADOR LP750-4 SV FIRST DRIVE REVIEW
“Crazy acceleration.”
That’s what we were
promised by, of all things, a PowerPoint slide during the presentation of the
new 2016 Lamborghini
Aventador SV as we geared up for
some lap time at Spain’s Circuit de Barcelona-Catalunya. It’s not often we see
“crazy,” with all it implies, during a press presentation, especially by a
company hocking its own product, but there it was.
Lamborghini wasn’t
calling the whole car crazy, only the acceleration, but it might as well have
been. First off, the SV (which stands for “Superveloce,” or “superfast”) packs
the same tune for its V-12 as did the hyperexpensive,
only-three-were-sold-to-the-public Veneno.
It’s Lambo’s most powerful V-12, and it leverages optimized variable valve
timing, a new exhaust system, and a higher redline (now 8500 rpm, up from 8350)
to raise output to 740 horsepower at 8400 rpm. Torque remains at the same level
as in the non-SV Aventador: 509 lb-ft at 5500 rpm. But while the dorsal-finned
Veneno’s calling card was its crazy styling, the Superveloce is intended solely
to circle a racetrack as quickly as possible. Which it does, having just lapped the
Nürburgring in less than seven minutes. Only a “crazy” car can do
that.
Helping matters is the
claimed weight loss of 110 pounds. That comes courtesy of composite rear
fenders and rocker panels, as well as a manually adjustable carbon-fiber wing
and fixed C-pillar aero scoops in place of the electronically actuated wing and
scoops on the standard Aventador. There’s
also much less sound insulation and carpeting (leaving the sexy carbon-fiber
structure largely exposed), plus thinly padded fixed-back carbon-fiber racing
seats. Other consequential changes include the fitment of lightweight (and
gorgeous) new wheels, lateral strut-type magnetic shocks (a production-car
first, says Lamborghini), and variable-ratio steering that reduces lock-to-lock
motion, particularly with the drive systems in the most aggressive mode, Corsa.
During our laps on the
circuit, the first thing we noticed was the sound, carefully engineered to let
in the harmonics of the engine but not the less-desirable transmission chatter.
The result is a raw, wicked wail that easily drowned out the directions we were being given over an
in-car radio issued by Lamborghini.
Lamborghini test pilota Marco Passerini led us around the track, and
he wasn’t shy as a driver (or a person), quickly establishing a rapid pace
through Catalunya’s 16 corners. Thanks to the SV’s brilliant Haldex-based
all-wheel-drive system and bespoke Pirelli rubber—10 inches wide up front, 14
(!) out back—we didn’t feel the need to be shy, either. Grip is everywhere,
and, yes, acceleration is absolutely ballistic. Connecting the turns with full-throttle
bursts, we were pinned to the seats; by taking each gear all the way to
redline, we regularly saw speeds just below 170 mph at the end of the front
straight, usually lifting before the braking point lest we get too up close and
personal with Passerini’s (slightly) slower, regular-grade Aventador.
Such explosive
acceleration means that corners come up, ahem, super fast. More than once we
found ourselves charging into a corner so rapidly we felt sure we were toast,
but standing on the massive carbon-ceramic brakes yanked the car down reliably
so we could hit our turn-in marks and carve across the apex.
Some credit for the
stupefying abilities demonstrated by the car can be issued to the astounding
high-speed downforce—up by 170 percent, says Lamborghini—which helps keep those
fat Pirellis adhered to the pavement during such pucker-inducing braking. As if
to prove the point, we watched the rear of Passerini’s car dance around under
full brakes while the rear of our car stayed put.
It took a few corners,
however, to get used to the new variable-ratio steering. Between the right-now
braking, the proactive magnetic dampers keeping things flat, and the extremely quick steering in Corsa mode, turn-in is so
immediate that our first laps included making many minor midcorner corrections.
We also toggled between Sport and Corsa modes, finding Sport to be amazing in
its own right, but we liked the latter even more once we became acclimated to
the steering. Corsa also offers hyperspeed shift times and a more textured ride
quality than do the slightly softer Sport and softer-still Strada modes.
Back in the pits, we
exited the car with a sort of wonder and appreciation for the world—the
violence and rawness of the experience had us feeling like we’d had multiple
near-death experiences in the span of 10 minutes. Even after multiple sessions,
our internal dialogue remained the same: First: “I’m alive.” Second: “What an
awesome car.” Third: “My brain might explode, that was so incredible.”
by http://www.caranddriver.com
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