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Best of the Current Lamborghini Model Lineup

One way to describe the current Lamborghini lineup of cars is to liken it to a balanced diet of awesomeness. For those with deep enough pockets, there’s something for everyone; road-going sports cars, track-oriented supercars, limited-edition halo cars, and of course, an SUV. This lineup, this diet, has everything that could possibly be good for the body and soul.

The core supercar range for Lamborghini is still comprised of the Huracán and Aventador models. Over the past few years, there seems to have been a mandate in place to focus on improving the driving enjoyment of their cars, with both cars being more fun to drive than ever before. The Aventador SVJ continues to thrill at the highest echelons of Nürburgring-dominating performance levels, while the Huracán EVO RWD (and new STO variant) offers the most puristic interpretation of the Lamborghini experience. As the halo car, the Lamborghini Sián – spearheading the company’s “Few-Off” initiative – sits atop the roster and showcases the pinnacle of Lamborghini’s tech and innovation.

The Urus continues to inject new energy to the brand, and is exactly what you expect from a Lamborghini SUV, or any Lamborghini car for that matter. Tremendous performance, class leading dynamics and a road presence unlike any other in its class. It is also quite practical, to boot. So successful has been the Urus’ inaugural appearance, that closest rival Ferrari is already planning a retort through the release of their own SUV sometime in 2022. Game on.

Here are the best brand new Lamborghini cars you can buy today.

Lamborghini Huracán Evo RWD / STO

Lamborghini Huracan STO

Base MSRP: $3,700,000 USD

Amongst this list of very special cars, the Sián is perhaps the most special. That’s because the Lamborghini Sián is the most notable example of an automobile which uses a supercapacitor – the ‘super’ added because, well, you need a really, really big capacitor to help power a car. In this configuration, the supercapacitor collects and stores energy (primarily from regenerative braking). In certain moments (such as a launch), the supercapacitor dumps all of its energy into an electric motor which immediately and briefly adds an extra 34 hp on top of what the Sián’s 785 hp 6.5L naturally-aspirated V12 engine produces. This means that up to 819 hp is sent to all 4 wheels, with the electric motor integrated into the transmission to reduce weight and improve responsiveness.

As long as the supercapacitor keeps getting recharged – which can be achieved with just seconds of hard braking – there will always be that extra bit of power boost at the car’s beckoning. Compared to an EV battery which takes much, much, longer to fully recharge, and weighs substantially more, you might be wondering why supercapacitors aren’t the dominating technology in electric or hybrid vehicles today. Well, there are a few very important reasons for this. For one, supercapacitors aren’t able to store energy for long periods of time like a battery, making them unviable to be the primary food source for an electric vehicle… at least for now.

Mecum auction reaches $36.8 Million in sales

The supercar and collector’s car market is still at a massive high at this moment, and that’s reflected in the latest auction results from Mecum when they held their annual auction event at the Kay Bailey Hutchison Convention Center Dallas, a total of 1,101 cars passed the auction block, and they managed to sell 86% of those to happy new owners, in total 946 cars changed hands during this four-day event, reaching $36.8 million.

Mecum Auctions is the world’s largest collector car auction company, as usual, the Dallas auction offered cars for just about any kind of customer, from classic muscle cars over custom-made cars right up to supercars, and this time the best-selling car at the auction was made in Italy, a Verde Scandal over Nero Cosmos 2019 Lamborghini Aventador SVJ with a mere 3,150 miles on the clock … selling for a massive $660,000, despite the fact she came on custom, non-standard, center-lock wheels.

The runner-up on the sales list went for a little over half as much, at $357,500, a 1970 Ford Mustang Boss 429 Fastback changed owners, finished in an amazing looking Grabber Green, this specific Boss had a Concours frame-off restoration by a nationally recognized Boss restoration facility, this amount makes it very clear once again these classic muscle cars are becoming very expensive to add to your garage.

This is also made clear by the third place on the top list for this auction, a 1968 Ford Mustang GT500CR 900C Fastback that changed hands for $335,500, a car from the Triple B Collection, finished in red over black with the traditional white stripes, this one being serial no. SCR-0100 only had 378 miles since completion, this classic shattered her estimate between $250,000 to $275,000.

The complete top 10 collector car sales at the 2021 Dallas auction include:
1. 2019 Lamborghini Aventador SVJ (Lot S154) at $660,000
2. 1970 Ford Mustang Boss 429 Fastback (Lot S138) at $357,500
3. 1968 Ford Mustang GT500CR 900C Fastback (Lot S77.1) at $335,500
4. 1956 Chevrolet 210 Custom (Lot S133) at $253,000
5. 1957 Cadillac Eldorado Biarritz Convertible (F119.1) at $220,000
6. 2002 BMW Z8 Roadster (S95) at $211,750
7. 1966 RCR Ford GT40 Replica (Lot S126) at $203,500
8. 2014 Rolls-Royce Wraith (Lot S193) at $203,500
9. 1969 Chevrolet COPO Camaro (Lot S116) at $200,750
10. 1999 Shelby Series 1 Roadster (S130.1) at $189,750

One that didn’t make it onto this top ten list is a 427 ci, 1967 Ford Mustang Fastback, and while we aren’t allowed to call it after the famous car from the Nicolas Cage remake, one look at the photo and you immediately know what I’m talking about here. The hammer came down at $170,500 on this professional build that took three years to complete, originally a 351 Windsor engine but built to 427 CI by Performance Masters.

Next up is Las Vegas, where Mecum Auctions will be in early October with a 7,000-Mile Ford GT from 2006 as the highlight among 247 cars that will pass the auction block, if you’re in the market for an amazing collector’s item for your garage, make sure to check them out, and if you can’t make it to Vegas at that time, you might miss out on the chance of a lifetime.

Five Exotic Car Technologies You’ll See On ‘Regular’ Cars Within 5 Years

Supercars – and more recently, a new class of Hypercars – continue to showcase the very best and most advanced technologies currently available in production road cars. While that’s not going to change (it’s the natural order of things, really), we should be anticipating an influx of exotic and wild features on the common vehicles of tomorrow.

The top-down succession of technologies has been occurring since the dawn of automobiles; however, with the exponential rate at which technology is improving these days, it won’t be inconceivably long before your average commuter car will be boasting many of today’s supercar credentials.

The proliferation of EV technology adds yet another dimension to this communal melting pot of automotive prosperity, where we’re already seeing once unimaginable horsepower and torque figures become quite easily attainable – not to mention all the other groundbreaking advancements in aerodynamics, hybrid technologies, software, and more.

Here are Five Exotic Car Technologies You’ll See On ‘Regular’ Cars Within 5 Years.

Active Aerodynamics

Disclaimer: I am fully aware that advanced aerodynamic technologies (of which active aero is certainly a part of) will be overkill for the majority of production road cars, both now and in the future.

However, we can certainly expect it to start featuring more regularly on flagship performance models – particularly those from mainstream producers – within the next few years. In fact, it has been basically confirmed that the new 992-generation Porsche 911 GT3 RS will have at minimum, an actively-adjusted rear wing. Ok, so Porsche isn’t exactly your typical “mainstream” automaker, but there’s no reason we won’t see similar adaptations on next-gen versions of cars such as say, the Honda Civic Type R, Ford Mustang Shelby GT500 and Nissan GT-R.

By the way, active aerodynamics can (and should) involve a lot more than just a rear wing that changes its position at certain speeds. We’re talking more along the lines of the Lamborghini Aventador SVJ’s ALA 2.0 system, which controls actuators that open and close flaps on the front splitter, engine cover and rear wing. In conjunction with Lamborghini ‘Dinamica Veicolo Attiva’ 2.0, the SVJ’s computer processors are able to determine where downforce is needed in live time.

In the same way that some cars have torque vectoring, this essentially provides the Aventador SVJ with “aero” vectoring. That is, the ability to actively manage the car’s non-static aerodynamic features to improve cornering speeds and stability with minimal adjustments to steering and pedal inputs. For example, on your typical turn, having more grip (and hence, more downforce) on the inside wheels will improve turn in. Flaps on the front splitter and rear wing will be adjusted by the system to decrease relative downforce over the outside turning wheels, creating a grip bias towards the inside. Aided by other features such as rear-wheel steering, this can significantly improve the car’s general handling capabilities.


It’d be prudent to first speak about what supercapacitors basically are, before getting into the the nitty-gritty of how they fit into the general automotive landscape – so let’s do that. After all, the likelihood is that most people don’t know what they are, and the fact of the matter is that they’re not currently a hot topic in any of the broader conversations about EVs or hybrids. So that was your first clue: it’s some sort of electrical thing-a-ma-jig. Its present application is predominantly in that of hybrid technology, storing energy which can be converted into thrusting the car forward. If this sounds to you like what your typical EV battery does, you’re definitely on the right track. However, that’s where the similarities end.

First of all, capacitors are hardly a new technology – they’ve literally been around since electricity – nor are the proprietary to automobiles. In fact, most of the gadgets we use today have them; smart phones, computers, stereos, or just about anything you can think of that has a circuit board. That’s because of their very crucial ability to store and release energy at a rapid pace, without suffering from degradation like a typical battery.

The Lamborghini Sián is the most notable example of an automobile which uses a supercapacitor – the ‘super’ added because, well, you need a really, really big capacitor to help power a car. In this configuration, the supercapacitor collects and stores energy (primarily from regenerative braking). In certain moments (such as a launch), the supercapacitor dumps all of its energy into an electric motor which immediately and briefly adds an extra 34 hp on top of what the Sián’s 785 hp naturally-aspirated V12 engine produces.

As long as the supercapacitor keeps getting recharged – which can be achieved with just seconds of hard braking – there will always be that extra bit of power boost at the car’s beckoning. Compared to an EV battery which takes much, much, longer to fully recharge, and weighs substantially more, you might be wondering why supercapacitors aren’t the dominating technology in electric or hybrid vehicles today.

Well, there are a few very important reasons for this. By nature, supercapacitors aren’t able to store energy for long periods of time like a battery, making them unviable to be the primary food source for an electric vehicle. At least for now, simply replacing a battery with a (mega?) capacitor isn’t the solution; they’re not going to be powering cars on their own, any time soon. On that note, the ‘wee-little’ 34-hp-producing supercapacitor in the Sián probably isn’t cheap either. However, we should expect that to change as the technology gets refined, eventually becoming scalable at mainstream levels.

I’m no engineer, but I figure these same principles could be applied to fully-electric platforms, with some sort of battery-supercapacitor amalgam creating a “best of both worlds” scenario. This means we could see more supercapacitors on everyday cars sooner than later, with the shift to EVs already well underway. Then there’s the concept of solid-state batteries too… but we’ll leave that one for another story.

Magnetorheological Suspension System

Magne-what? Modern automobile suspension technologies have also been put through perpetual rethinks throughout the years, significantly evolving from more humble beginnings with leaf springs and the like. Although there is still work to be done to realize the full potential of magnetorheological suspension systems, they do presently represent the current peak of suspension technology as far as handling performance is concerned; i.e. they’re good for go-fast automobiles like supercars and hypercars.

In principle, MR suspensions work very much the same as hydraulic suspensions in that they are filled with a fluid which travels between different chambers in the piston. This allows “shock” energy to be converted into heat, essentially absorbing impacts from road contact to improve ride quality and performance. The difference with an MR suspension is that it also incorporates an electric circuit into its piston assembly.

This is where the technology is revolutionary: the electrical currents supplied to the suspension create magnetic fields inside the piston, which can instantaneously change the properties of the fluids inside, subsequently altering how the suspension responds and behaves. Adaptive suspension systems rely on this process in order to calibrate the characteristics of the suspension in any given moment. Computers help monitor factors such as steering angle, g-forces, pitch and various other factors and decide on how best to optimize the geometry based on the data. Advanced systems are able to do this in real time, making calculations and adjustments at a rate of thousands of times per second.

While MR suspension systems do still face challenges – such as the dampers not being serviceable, while being prone to problems such as hysteresis, leakage and sedimentation – the technology continues to be refined. It’s destined to become a more common feature on the cars of tomorrow as things continue to improve and scale. If you like the idea of active aero, then MR dampers are basically what that is, but for suspensions. Imagine driving a car equipped with both such systems!

AI & Cloud-based Driver Aids / Monitoring Tech

When we think of ‘connectivity’ these days, we often refer to social media, various smartphone apps, zoom meetings and some degree of cloud computing. All of the aforementioned typically exist within the ecosystem of mobile devices and personal computers, but connectivity is starting to apply very much to automobiles too. Features such as GPS navigation, in-car Wi-Fi – and more recently, self-driving capability – immediately come to mind, but with the direction the industry is going, we can expect so much more than just those things.

Connectivity as we know it, is now a big part of how we get from one place to another – physically, as well as virtually. And you only need an imagination (albeit one rooted in reality) to conjure up some of the fascinating tech we’re about to see integrated into the everyday automobile. Real-time warning systems that can detect intricate anomalies or hazards using artificial intelligence? That’s already being developed by Porsche in partnership with HERE Technologies and Vodafone, and will feature a system which identifies animate objects, monitors the behavior of other drivers and anticipates inclement road conditions. Trials are currently taking place in Aldenhoven, Germany – using a Porsche Taycan amongst other vehicles – where the system will be further optimized before its rolled out to more test sites.

“5G and data processing on the roadside help to transmit hazard warnings without delay and make road traffic even safer,” Michael Reinartz, Director of Innovation at Vodafone Germany, said in a statement. “We are currently trialing this under everyday conditions.”

Rimac is working on an “AI Driving Coach” program, which should be ready before the first examples of its Nevera hypercar roll off the production line. This system uses, as its name implies, an artificial intelligence which guides drivers while they’re on a race track. Using visual and audio aids, the AI will give drivers real-time tips on how to improve their lap times. An “augmented-reality” racing line will even be available for a select group of renown international race circuits. The same AI system is also capable of providing self-driving features. Awesome.

“What we are building is a system where AI plays a key role in teaching the driver how to perform on racetracks, at the maximum vehicle performance,” Sacha Vrazic, Director of Rimac’s autonomous driving department explains. “Not all of our customers are professional drivers, but we want them to really enjoy the car and have fun with it.”

Michelin has recently released a new range of Pilot Sport Cup 2 tires, which work with their proprietary ‘Track Connect’ app to deliver unparalleled access to essential data related to a car’s handling, grip and the suitability of its tires. This data is then translated into advice for the driver with regards to optimizing tire pressures, inflation, temperatures and much more. It also provides inputs on the driver’s style, performance and skill, whether pushing the limits on the racetrack or simply commuting around town.

Naturally, the newest and most advanced technologies will typically debut on more expensive cars, before proven dependability and the economies of scale bring them to the mainstream. Expect the aforementioned technologies, and many more, to start featuring on a growing number and variety of automobiles.

Synthetic Bio Fuels (Hydrogen)

Even with the likes of Porsche taking the reigns on this recently (with McLaren and Audi also continuing to play major roles), bio fuels – or ‘eFuels’, as they’re calling it in Stuttgart – won’t require much of a trial period on exotic cars before being rolled out to the rest of the crowd; should eFuels proliferate as a viable alternative to power the world’s vehicles, it will undoubtedly benefit all players within the entire automotive landscape.

Porsche said its first iteration of Esso Renewable Racing Fuel is a blend of advanced biofuels, formulated from food waste products by ExxonMobil’s in-house team of scientists and engineers. The automaker has already begun experimenting with eFuels in its GT Cup race cars; so if it’s ultimately good enough for that level of performance, the assumption is that it will definitely suffice for production road cars as well.

The big-wigs at Porsche are already suggesting that this latest version of eFuels may even allow internal combustion cars to achieve a smaller overall carbon footprint than an electric car, particularly when taking into consideration, the byproducts created from battery manufacturing. “This technology is particularly important because the combustion engine will continue to dominate the automotive world for many years to come,” said Porsche R&D Executive, Michael Steiner. “If you want to operate the existing fleet in a sustainable manner, eFuels are a fundamental component.”

“Porsche is committed to three powertrains: purely electric, plug-in-hybrids, and highly efficient gasoline engines. From Porsche’s point of view, eFuels open up an opportunity for our plug-in hybrid models as well as our icon, the 911—either with a combustion engine or as a very sporty hybrid. This means that we could continue to drive the 911 for many years to come, which will certainly make our customers and fans happy.”

Without diminishing the significance or role that EVs will play in the more distant future – we should still expect them to become the prevailing technology – perhaps an optimally balanced coalition of clean burning fuels and fully-electric solutions is not only better for business, but for the environment too. It looks as though Porsche is already creating a model for how this could work, and if the science behind eFuels checks out, then there’s no reason that it couldn’t become the conventional formula in the years to come.

Mansory Cabrera: Lamborghini Aventador SVJ Gets New Looks

Mansory recently got hold of a Lamborghini Aventador SVJ. The result is the Mansory Cabrera. Mansory is celebrating its 30th anniversary this year and the Cabrera is the first several special edition models.

Limited to just 3 copies, the Mansory Cabrera is built on the platform of the Lamborghini Aventador SVJ. The name derives from the Spanish Fighting Bull breed, the Cabrera. The name seems fitting, with the Mansory body kit creating a wild and aggressive new look!

The basis of the Mansory conversion is a complete replacement of the body kit with new carbon fibre panels. At the front, the deep front air intakes remain, the front splitter design now features air outlets at the side with smaller dive planes.

New LED daytime running lights are fitted below a set of redesigned headlights. The bonnet is redesigned with quick release clips. Fender vents finish it off. Towards the side, the door panels are redesigned and the side skirts get a more aggressive look.

The rear changes are the most extreme. The rear spoiler is bigger, featuring a central aerodynamic panel. The exhausts have been re-routed to exit higher up with two additional tailpipes. The rear diffuser is deeper and the rear mesh is replaced with stealth-look mesh.

The new body kit adds 4 cm of width to the Aventador. The 6.5-litre V12 engine also receives a re-design. It now generates 810 hp and 780 Nm of torque. As a result, the Mansory Cabrera hits 100 km/h in 2.6 seconds with a top speed of 355 km/h.


Lamborghini SC18 – A One-Off Lambo

Bespoke Lamborghini SC18 Built by Squadra Corse

The Lamborghini SC18 is the latest iteration of what we hope becomes a perpetual lineage of limited-edition and one-off raging bulls. In a relatively short and recent time in Lamborghini’s storied history, we have been treated to the likes of the Veneno (20 were made), and the one-off Egoista and Aventador J.

Commissioned by a very fortunate client, the SC18 is designed to be a completely road-legal car that maximizes track-oriented performance. It therefore seems serendipitous that Squadra Corse – Lamborghini’s racing division – would be the creator-in-chief for this bespoke project.

The canvas on which the SC18 would be imagined is the Aventador SVJ, which most notably is the donor of a 6.5L naturally-aspirated V12 engine; good for over 759-horsepower @ 8,800 rpm and 531 lb-ft of torque @ 6,750 rpm. A single clutch transmission with semi-automatic gearbox delivers power to the SC18’s all-wheel-drive system.

While the chassis is also shared with the SVJ, most of the body elements that are visible have been replaced with pieces that are inspired by the marque’s GT race cars such as the Huracan GT3 and Huracan Super Trofeo EVO. As such, the extensive use of carbon fibre and ultra aggressive splitters, vents and diffusers adorn the car with its massive rear wing providing the final exclamation point. A staggered wheel setup is used for the SC18, with Pirelli-wrapped 20” and 21” center-locking wheels used in the front and rear respectively.

There are no official figures at this time for the SC18 as far as performance and pricing are concerned.  We expect that acceleration will be mostly similar, if not the same, as the ‘regular’ Aventador SVJ’s 0-62 mph time of 2.8 seconds, as well as its top speed of 217 mph. With lighter and more aggressive aero bits, we are guessing that the improvements will be most noticeable during the most demanding and g-force-inducing situations at the racetrack.

As for pricing, we don’t expect that type of information to be common knowledge given the nature of this project. With today’s production hypercars demanding 7-figure price tags, one can only begin to speculate what the client has shelled out for their Mona Lisa on wheels. Well, with its custom exhaust which offers a completely “unique” sound, I’m sure he or she is ultimately very happy with what they got.  

Lamborghini SC18 Alston is a ferocious first from Squadra Corse

Lamborghini has worked up a number of limited-editions and one-offs over the past decade, from the run-of-20 Veneno to the one-of-one Egoista and Aventador J. The standard production-car division worked up those previous efforts. Now, Lamborghini’s racing division, Squadra Corse, has dreamed up a one-off for the first time as a commission for a client. Called the SC18 Alston, the Aventador-based coupe starts at the marker laid down by the SVJ and takes a few barbarous steps beyond.

The point, apparently, was a road-going car with maximum track performance. Squadra Corse designers, working with the customer and Lamborghini Centro Stile, penned an aero package that borrows elements from Huracán race cars. The front hood air intakes were derived from the Huracán GT3 EVO, while the side and rear fenders, the fins and the scoops take inspiration from the Huracán Super Trofeo EVO. The three-stanchion wing hearkens to the Veneno, the rear taillight pattern and valance curve reference the Centenario, and the way the rear wing endplates rise from the fenders suggests the Bugatti Vision GT.

The power unit comes untouched from the Aventador SVJ, meaning a 6.5-liter V12 with 759 horsepower and 531 pound-feet of torque, shifting through the seven-speed ISR gearbox. An engine cover with 12 vents, also derived from the racing programs, keeps the fury cool, and a new exhaust design produces a new sound.

Lighter carbon fiber bodywork drenched in Grigio Daytona hides the internals and reduces weight. Screenprinted red accents on the body panels coordinate with accents on the center-lock wheels — 20 inches in front, 20 in back — and specially developed Pirelli P Zero tires. The cabin’s been dressed in Nero Ade Alcantara with red cross-stitching, and a pair of carbon fiber buckets.

There’s nothing not to like here, and we suspect this won’t be the last unique effort we see from the Squadra Corse brand.

Related Video:

Lamborghini Aventador SVJ First Drive Review | Worth its weight in carbon fiber

Relentless. If we were to define Lamborghini in 2018, this is the word we’d choose. Led by the indefatigable head of research and development, Maurizio Reggiani, the engineering team at Sant’Agata Bolognese are constantly iterating current models — futzing, enhancing, testing. Give them a problem and they’ll hammer away at it.

The Aventador has been one of those problems. The V12 flagship was released in 2011 and shone far more for its sharp-edged Lambo-tastic design than its sharp handling. If we were looking for a word to describe that first iteration, we’d say … wanting.

Which brings us to the Autódromo do Estoril in Portugal on a sunny day in September. We’re here to drive the new Aventador SVJ, first shown this year at Pebble Beach. It is the fourth major non-roadster model, following the SV and the S. Lamborghini promises that the SVJ is the ultimate Aventador. The fixed Aventador. Or mostly, says Reggiani.

“I’m not that arrogant to say that everything is perfect. There’s always something that could be better.” He shrugs, then smiles. “But our goal is to synchronize all the improvements and create something unique, something special.”

Lamborghini Aventador SVJ start buttonLamborghini Aventador SVJ V12 engine

The SVJ’s naturally breathing V12 makes 759 horsepower and 531 pound-feet of torque. Top speed is 217 mph, and 62 mph arrives in 2.8 seconds. The price, without taxes or extra bits of carbon fiber or seats in novel shades of purple, starts at $517,770.

Reggiani and friends have come to the conclusion that the obvious formula of shedding weight while adding power can only take you so far. (That’s what they did with the SV and it’s only middling.) Hence the SVJ gets every new trick that the company has engineered as of late, including aero vectoring, rear-wheel-steer and all-wheel-drive.

And it’s already netted results. The SVJ snatched the production-car ‘Ring record from the Porsche 911 GT2 RS with a time of 6:44.97.

The track surface at Estoril was resurfaced only weeks ago, and oils from the asphalt are weeping out onto the surface. This has caused great consternation among the Lamborghini camp, as grip is closer to driving on glass than nice stubbly tarmac. On my first set of laps, a pro driver suggests that I leave the car in sport mode, which sends more power to the rear wheels. “Easier to turn in,” he suggests, as the front wheels are having trouble gaining traction on the slick surface.

Sport is also the mode most tolerant of slip under Lambo’s algorithms, so the Aventador is moving around in a highly lively manner on Estoril’s long, progressive corners – despite its 3,910 pounds. Small corrections at the wheel keep things from getting too erratic. I relax into the lateral movements and let the car find its way. What’s this, an Aventador that’s light on its feet? Pretty fun, even if it doesn’t produce the best lap times.

The next laps call for race (Corsa) mode, which takes full advantage of the ALA aero vectoring system. ALA was first used last year on the Huracan Performante, and it transformed the smaller, lighter Lamborghini into a truly terrific supercar. In short, it is an active aero system that selectively channels air to a fixed rear wing. Wings produce drag, which is not advantageous on a straightaway. Lamborghini came up with a way to stall the wing using turbulent air, negating its downforce. Under braking, the downforce returns.

2019 Lamborghini Aventador SVJ ALA2019 Lamborghini Aventador SVJ engine cover
2019 Lamborghini Aventador SVJ ALA2019 Lamborghini Aventador SVJ air intake

Engineers even figured out a way to stall one half of the wing while cornering, giving the inside wheel more sticking power. This helps the car to turn with less steering angle. The SVJ has a second-generation ALA system that’s 20 percent more effective than the Performante’s.

Does it actually work? My first couple of turns in Corsa are disastrous, until I correct my line for the effects of the active aero. I’m briefly aware of all the components fighting furiously to keep me moving in my intended direction. Traction control, active aero, and the rear-wheel steer, in which the rear Pirelli P Zero Corsas shift in parallel or out of phase depending on stabilization or cornering needs.

Then I forget about it all. The SVJ’s electronic brain has it handled, synchronizing the systems quickly enough that they don’t feel one step behind the driver’s inputs. I’m getting the reactions I want. Understeer has always been a Lamborghini problem. I don’t know how many times I’ve overcooked a corner in a Lambo and forced myself to wait those wrenching milliseconds — or even seconds — to stay off the gas after the apex so the front tires could get back in shape and I could add power toward the exit.

The SVJ is still too heavy to throw yourself into corners with utter abandon; but even when you do come in too hot, you need only to back off throttle to tuck the nose back in. The front tires are more under your control, connected talkatively to the accelerator. A dab of gas or a light lift of the accelerator influences the behavior as you arc toward the apex. And you’re able to pick up the throttle again sooner.

It isn’t always pretty — often enough those front tires are squawking as they slide on the new track surface. But the car never just gives up on you like the Aventador of old.

You might ask yourself why you’d choose the SVJ over the Performante. Perhaps it’s important that you own the flagship. Perhaps spending more than a half million dollars is a badge of honor. Or maybe you just prefer the alien spaceship look of the thing.

Lamborghini Aventador SVJ smoke

For us, the reason would be the sound of the V12. The SVJ gets an all-new compact exhaust system. Like many components it is lighter than the outgoing piping, but most importantly Lamborghini’s engineers retuned the harmonics.

The afternoon before the drive, I was taking a run in the nearby woods, wearing headphones. Through the sound of the music I kept hearing a zooming sound, like jet fighters out on a strafing run. I took out the ear buds and — yes! — it was the sound of SVJs streaking around the track, miles away, filtering through the woods.

That sound is a GT3 race car married to a Learjet crossed with a Valkyrie warrior screaming at her husband. At full flog it’s loud enough to make you wince and eradicate all conversation. It is the sound of a non-turbo V12 doing exactly what it’s made for.

That sound is getting more and more rare from new cars, and perhaps we may never hear it again. Even for that reason alone, this vastly improved, mostly fixed Aventador is worth its weight in carbon fiber.

Related Video:

Lamborghini Aventador SVJ is a V12-powered carbon fiber flagship

Lamborghini officially pulled the covers off a special version of the brand’s Aventador flagship this evening, and it wears a cryptic SVJ 63 designation. The name comes from the year 1963, which is when Lamborghini was founded. Only 63 will be built, and with the amount of carbon fiber and extroverted graphics covering them, they’ll definitely stand out from the crowd.

Power for the Aventador SVJ comes from a V12 engine producing 770 hp at 8,500 rpm and 530 pound-feet of torque at 6,750 rpm. That’s enough power to push the Aventador Superveloce Jota from 0 to 62 miles per hour in just 2.8 seconds and a top speed of over 217 mph. But its true claim to fame is its performance on the track. The SVJ currently holds the production vehicle lap record at the Nürburgring, lapping the famous circuit in 6:44.97.

Aerodinamica Lamborghini Attiva 2.0 debuts on the Aventador SVJ. Similar to the system in the Huracan Performante, electronic actuators open or close flaps in the front splitter and on the engine cover. Combined with Lamborghini Dinamica Veicolo Attiva 2.0, the SVJ’s electronic brain can adjust been zero and maximum downforce in less than 500 milliseconds. Air over the car’s rear wing can be split left and right, allowing for downforce to be applied only on the wheel that needs it.

Total production of the Aventador SVJ — including the even more exclusive 63 — will be limited to 900 units. Deliveries are slated to begin in the first part of 2019 at a starting price of $517,770.00.

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New Lamborghini Aventador SVJ previewed in dealer’s Instagram post

The new Lamborghini Aventador SVJ will officially be revealed Thursday evening at the Pebble Beach Concours d’Elegance, but the limited-edition supercar has already been shown in an Instagram post.

British Lamborghini dealer HR Owen has been posting teaser materials of the SVJ, or Superveloce Jota, on Instagram, and showed the full frontal image of the SVJ today. In the photo, the SVJ’s distinctive front vents can be seen, as well as the shape of the new rear wing. For future supercar spotters, the front bumper vents, reminiscent of nostrils, will be a good way to tell the SVJ from lesser Aventadors. There’s also a new front splitter and a re-engineered dual-pipe exhaust system with aerodynamic benefits.

The SVJ has already claimed fame with its record-breaking Nürburgring Nordschleife lap of 6 minutes and 44.97 seconds in the hands of test driver Marco Mapelli. This made the SVJ the fastest production car on the track, and the lap time is 15 seconds faster than a regular Aventador SV. Reports say the SV’s 739 horsepower will be bested by 20 in the SVJ, for a total of 759 horsepower; some reports claim an even bigger jump to 780. All in all, the SVJ is likely to be produced in extremely limited numbers.

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Watch the Lamboghini Aventador SVJ break the Nurburgring lap record

The revolution will be televised. Lamborghini has posted the video of the Aventador SVJ breaking the Nürburgring lap record. With factory-backed race driver Marco Mapelli behind the wheel and a host of Pirelli engineers in support, the kaleidoscope-colored coupe posted a time of 6:44.97. Apparently the only difference between the production-spec SVJ and the record-setter is the tires: The retail SVJ will come with Pirelli P Zero Corsa rubber, the lap-flyer got shod with what we expect to be optional P Zero Trofeo R hoops. That’s a little more than two seconds faster than the 6:47.3 set by the Porsche 911 GT2 RS — that car having taken the lap record from the Lamborghini Huracán Performante.

Since Lamborghini hasn’t revealed the Aventador SVJ, and won’t until Monterey Car Week in August, we still don’t have details on the special-edition car’s specs. It is clear, however, that the SVJ is lighter and gets more grunt from its 6.5-liter V12 than the 3,836-pound, 740-horsepower Aventador S. We can look forward to a long list of carbon fiber and whiz-bang materials applications, plus info on the carmaker’s tweaked ALA 2.0 active aerodynamics system ported over from the Huracán.

For now, though, the unofficial teasers and the official teasers have been proved. We have high-definition video of what the SVJ is capable of on the German track in the right professional hands, and VBOX telemetry information to go with it. Enjoy.

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Lamborghini Aventador SVJ sets Nurburgring lap record

It seems everyone is out to claim a lap record at the Nürburgring. Having a car sit at the top of the Green Hell’s lap board is huge point of pride for people. Just scroll through past Autoblog posts about the track. You’ll find Porsche, Lamborghini and Nio all claiming lap records in different categories. The Dodge Viper used to hold the crown before falling to faster and more modern cars. There’s speculation as to what might break the record in the future. Today, Lamborghini announced that the new Aventador SVJ has broken the production car record with a lap time of 6:44.97 minutes.

That’s a hair faster than the Nio EP9 lap time from last year. The Nio knocked off the then-new Lamborghini Huracan Performante, so we’re sure Nio is eager to get back out and have another go. While the times from Lamborghini and Nio might be impressive, they’re way off the actual lap record. Just a couple of weeks ago, Porsche announced that its 919 Hybrid Evo — an unrestricted version of its Le Mans prototype race car — set a record of 5:19.546. That’s nearly a minute and a half faster than road-legal cars.

The Aventador SVJ was piloted by Marco Mapelli, a factory-backed race car driver. The car was fitted with cameras and VBOX telemetry equipment to measure and verify the lap time. The Aventador SVJ’s record was teased earlier this month with a new video, though a video of the full record-setting lap has yet to be released. Expect something soon, as well as outside verification so we don’t get the whole “Lamborghini cheated” back and forth that went on after the Hurcan set its record.

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Lamborghini Aventador SVJ teased at Nürburgring

We’ve been seeing prototypes and hearing reports about a hopped-up version of the Lamborghini Aventador, but only now have we seen something official from the company. It’s officially called the Lamborghini Aventador SVJ, and the company teased it in the above trailer of the car at the Nürburgring. It gives us our best look yet, and some tidbits about what we’ll hear next about the car.

Let’s first address the looks. The front fascia has been revised with a much deeper chin and a big wing splitting the main air intakes in the front. The side skirts are wider with end caps at the forward sections behind the front wheels. Those wheels have motorsport-style single center nuts. In one of the trailer’s clips, we can see they’re wrapped in Pirelli P Zero Trofeo R tires. It also has the outrageous rear wing we’ve seen in spy shots, and the exhaust also sits high up like on the Huracán Performante. Finally, while not necessarily part of the looks, we get a look at the instrument cluster that reveals this Aventador has a redline of roughly 9,000 rpm.

The other part of the trailer to address is the location. The whole trailer takes place at the Nürburgring, and there’s usually only one reason to make a big deal about that: lap times. Lamborghini already proved it can make some wickedly fast track cars with the Huracán Performante, a car that laps the infamous track faster than any other Lamborghini (so far) and faster than even the Porsche 918 Spyder. We expect the Performante’s left-right split active aerodynamic system will appear on this car. Add to it much more power from the V12, and we have a potential ‘Ring monster. Rumors even suggest the Aventador SVJ will have a lap time of around 6 minutes, 45 seconds, faster than the 911 GT2 RS.

The SVJ will probably be much lighter than other Aventadors, too. The Twitter post that features the trailer says something slightly ambiguous about having “the best weight to power ratio.” We assume that means the best of any Lamborghini.

Since this is a teaser, we’re expecting to see a more full-fledged video in the near future, hopefully with at least lap time, if no other specifications. Also, the fact that Lamborghini is showing this much of the car now is a sign that a full reveal can’t be far away. The Paris Auto Show would be a natural location since it’s early this fall. Stay tuned for more in the near future.

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