When unleashed in the world in 2011, the Lamborghini Aventador was technically on top. And, of course, it looked like a million dollars. But since it is sideways driven by an avalanche of hyper hybrid cars - to a point where it felt, if not, it looks for a bit of grief by itself at the end of 2016a
So the gentle response to this Lamborghinis collapse of its V12-Kappers range is the car you see here: the refreshing and simple Aventador S.
Technical highlights
The great novelty of the S technique is its new electronic four-wheel steering system. But as you can see, there have been numerous design changes and a wonderful new treatment by the Radardeien rear that is a cheeky wink to Countach.
In her new Aventador S clothing also flows much cleaner through the air. Thanks to a new active electronic rear spoiler, Lamborghini claims the S develops 130 percent more downforce than before and is 50 percent more aerodynamically efficient overall.
> Click here to read our review of the Lamborghini Aventador SV
And the development of the car does not stop. The electronic shock absorber and suspension have been completely redesigned to react to the new 4WS system. There is a new Pirelli tire measurement, which was developed because the dynamics of a car with the rear wheel steering completely changed the demands on the rubber. And the dynamic driving program was rewritten to include a fourth adjustment called ego.
Forget the narcissistic connotations of the name (if you can), because in practice, the first adjustment, finally, allows the driver to change the parameters of the steering system, the transmission train and the suspension separated from each other, a small moment Of eureka for the Aventador is. No longer do you have to deal with the up-up changes that occur in Corsa mode, just because you want to experience maximum steering response and shock absorbers.
And the final key change is technically the assembly of a single ECU to control all the dynamic functions of the vehicle. Why and what are the benefits? Because, says Commander Lamborghini technique Maurizio Reggiani, has allowed its engineers to develop a harmony of response that simply can not be achieved if the separate ECU control separate dynamic functions. With a great brain to control the whole thing, S says Reggiani says, a consequence of the response to the driver's actions that we could never achieve, and you can feel that as soon as you approach by car at any speed, not only when It goes fast. "
Engine and 0-60mph time
The V12 engine in the S is also tickled, so it has a fulsigen 730bhp at 8400rpm - Designed with a 509lb unchanged ft of torque at 5500rpm, but the car does not weigh more than before - an increase of 40bhp: 1575kg dry. So while Statistical headlines that are not quite up there the hyper faster cars is 0 - 62 mph still close to 2.9sec, while 0-124mph (200kph) is animated in an appropriate way with only 8.8sec. The top speed of 217 mph also means that the S rarely feels for anything at any price, at the top end.
What’s it like to drive?
Reggiani has also died in the new clarity of the response to his entries. The movement is the first to be noticed on the S, the way it takes much less the way to handle the more direct way it makes the front feel and feel much more feels good, not through the rim.
Then you realize how much the throttle response cleaner is. Each millimeter of displacement on the pedal makes a difference starting from this moment, and you feel immediately more in control of the car as a result. You drive it and not the other way around. Lamborghini, it seems, has finally gotten what it's all about in this driving.
And the key word is 'detail'. The old car never lacked much to generate headlines, nor was it short on sheer brute force or sonic drama. Seen from the outside, it seemed to have everything.
But behind the wheel, it was a difficult car to drive in some ways, with the pedal brake responses that are not common to those of the throttle valve, which felt increasingly alien from the rear axle and a chassis configuration Which was nothing but its desired designed to deliver safe but endless amounts of understeer.
With the S, but all that has changed, and for the most part is the four-wheel steering system, which is responsible for the leap forward. How does it work? In simple words it spins the rear wheels in the opposite direction to the front up to a maximum of 3.0 degrees at low speeds, while at higher speeds it rotates in the same direction by up to 1.5 degrees. The "window" switching is between about 78 and 84 mph, depending on how much greed is recognized at the time, but in practice, the transition is perfect. All that is conscious behind the steering wheel, is a much sharper front-end bite perhaps with a touch of neutral oversteering that never develops into a complete oversteer-bubble - a big step in the right direction for the Aventador. And then at high speed feels pretty good both ends get less movement of the steering wheel, to bring it to power, plus a good feeling of control over the half of the accelerator curve.
And because the car is much better balanced with power over all speeds, this has the engineers allowing them to send more torque to the rear axle at any given time. This has the effect that the S feels like a rear-wheel drive most of the time, and take a very well equipped rear-wheel drive car.
I have a lot of laps in the circuit of Valencia Moto GP in all conditions: wet in the soak as it dries and then dries on the bones. I mean, if the S really hit me.
The engine is a rare sweetness thing and its longevity, says Lamborghini CEO Stefano Domenicali is still guaranteed for a long time. In the south it takes a bit more difficult in the central region and revolutions for a further 150 U / min before its limiter gets into 8500 rev / min. And it seems even more incredible in this installation if this is so would be possible. Thanks to the ease of new exhaust system for him.
The clutch of the gearbox connection paddleshift works as much as before, which means it is fine, but not great compared to the best of the best. And the carbon-ceramic brakes now offer so much more for the pedal that it gives you a lot more confidence that they actually lean on them. All represent small but significant improvements.
But the chassis, which was probably from the first day of Aventador-weakness, but it is something else. Apparently out of nowhere to have Reggiani and his team his great monster V12 transformed from a wild life not particularly well stocked on a real track weapon; One that behaves properly, is quite nice half a balanced curve has an impressive traction at the exit of the curves and you can drive - and enjoyed - right near the edge, without fear of it almost to death.
And it is the harmony of the response that Reggiani is talking about is in the middle of the car's attack. Everything on Aventador S is working well, and it feels at the feet neatly agile and much nicer.
Oh yes, and on the street there was also less nasty than before when the Strada mode with new set-ups of the dampers and benefiting from a good automatic mode shift within the transmission. In addition to a slightly more intuitive digital instrument screen that varies in design, while scrolling through the various programs of translation up.
Only a better supercar, full stop a much better supercar, to tell the truth.
Price and rivals
The Aventador costs £ 271,146 if you are in the market for the mid engine of a V12 supercar, then you will have to struggle to find something similar for that amount of money. The Pagani Huayra is perhaps the next, which produces a similar power for the Lamborghini, but costs more than £ 1 million.
Ferrari F12 should not be in the middle, and perhaps not the same presence as the Lamborghini, but should not be dismissed as just a GT car. The F12 engine revolution in such a spectacular way that we have stated, it has one of the best transmission train cars for sale. It has also been blessed with a capable and extremely agile chassis, which undoubtedly makes it a worthy competitor for Aventador p
