Geneva 2011: Lamborghini Aventador Debuts!

A new flagship Lamborghini doesn't exactly come along every day. I was born in 1987, and in my lifetime there have been three.  To be fair, I caught the Elvis-style tail end of the Countach, all festooned with slats and spoilers and junk that basically did indecent things to Marcello Gandini's masterpiece no mortal should have done.  The Diablo was the poster child (literally, child's poster) of the '90's, and by the time my car addiction had really gotten into full swing (10+ years now) the Murcielago was on it's way in.

I frequently forget that the Murcielago is ancient in car terms, because it's so damn awesome.  But it's actually been around since 2001, back when you could still buy a car with pop-up headlights.  The biggest Lambo has evolved over it's lifetime (gaining around 100bhp between beginning and end), but the fact is that short of Morgans, there isn't really an older car still in production.  It's hard to argue with the engine sounds of the LP670-4 SV, but it's time for something new.

I have come for your first-born.

So it's time to meet the new boss, same as the old boss: the Aventador LP700-4.  Although it's similar in appearance to the Murcielago, it's a brand new car underneath.  Chassis, engine, transmission - the whole thing.  So let's start our deep dive.

The biggest advancement is the chassis.  Lamborghini constructs the Aventador's monocoque chassis out of carbon fibre, with the front and rear subframes (aluminum) attached to it.  The entire carbon-fibre uses new technology (co-designed with Boeing Aeromotive) and weighs 324lbs, or 505lbs with the front and rear subframes attached.  Lamborghini engineers say the Aventador is close to 100% stiffer than the outgoing Murcielago in torsional rigidity, even though the Aventador is about 200lbs lighter than the Murcielago (3,472 compared to 3,671).

This is the upcoming Aventador GT2-RS ClubSport Heritage SuperLeggara Valentino Balboni Edition.

A first for Lamborghini, the suspension is setup up racing-style with a pushrod arrangement, rather than vertical like normal.  The whole rolling chassis is a piece of art itself; maybe Lamborghini will sell you one like this called the ClubSport and charge twice as much?  Just kidding, that's Porsche.

Is that a Graziano ISR sequential gearbox, or are you just happy to see me?

The powertrain is all-new as well, which is significant because this is Lamborghini's first new V12 engine since... Actually, forever.  The Murcielago used a distant derivative of the original Lamborghini V12 seen in the 350 and 400GT back in the 60's, as well as the Miura.  The new engine is better in every way: more power, more torque, lower torque peak, lighter, mounted lower down and further forward, lower emissions, lower fuel consumption, etc.  What's new?  Everything.  Besides the cylinder count, there's very little in common with the old engine.

When you gaze into the abyss, the abyss has a 691-horsepower V12.

While the old V12 had a nearly square bore:stroke ratio (88x89mm) the new engine has a pretty short-stroke setup, a wide 95mm by 76.4mm.  This change gives the engine significantly more low-end torque and better low rpm-responses, while still allowing for higher peak engine speeds.  The 6.5L V12 now produces 691 horsepower and 509 lb-ft of torque, up from the LP670's 661 and 487.  The new engine's horsepower peak is at a stratospheric 8,250rpm, while peak torque occurs at 5,500rpm, 1,000rpm lower than the Murcielago SV's engine.  The new V12 has dry-sump lubrication to allow the engine to be mounted lower down in the chassis for better weight distribution.

Coming soon to a rap video near you.  With chrome wheels.

Mated exclusively to the V12 is the new 7-speed "ISR" (independent shift rod) single-clutch automated manual, supplied by transmission manufacturer Graziano.  There will be no manual option in the Aventador; shed a solitary tear.  The new ISR box is said to be half as heavy as the old Audi-sourced eGear automated box, too.  The new transmission sends power to all four wheels through the latest, greatest Haldex IV electronic AWD system with a 40:60 front-to-rear torque bias, a torque-apportioning rear differential, and launch control.

Lamborghini is leading the industry in safety-orange seating surfaces

Allow that to rattle around your head: 691 horsepower, automated manual box, four wheel drive with tons of grip, in a car that's lighter than a new V6 Accord.  Is it fast? Of course it's fast. Lamborghini has some alarming numbers for the new big bull: 0-60mph in 2.8 seconds (0-100km/h in 2.9), the quarter mile in less than 11 seconds, and a top speed ohhh, somewhere north of 217mph.  What can keep up with the Aventador front a stoplight Grand Prix?  Well, a Veyron Super Sport.  A 2012 Nissan GT-R with LC engaged.  Maybe the McLaren MP4-12C.  I would say a fighter jet leaving an aircraft carrier, but that's actually slower.  So yes, it's fast.

I Belieeeeve I can flyyyyyy

Style-wise, it's clearly recognizable as a Lamborghini, while still being noticeably more tautly styled than the somewhat chunky Murcielago.  The rear end strongly resembles the Estoque concept, and there's a lot of the Sesto Elemento concept as well as a fair amount of Reventon as well.  Dimension-wise, the new car is the same height as the outgoing car, but it's 6.7" longer (1.4" in wheelbase) and 1.1" narrower.  Gone, sadly, are the Murcielago's pop-up wing vents, which were probably the coolest party trick a car has possessed (besides Koenigsegg doors.)

What else is there to tell?  Well, the Aventador is going into production in October, and the pricetag is estimated to be around $370k before options.  That's a lot of money, but compared to the $375k Lexus LFA, the Japanese supercar looks boring and limp-wristed.  As it should.  A convertible version of the Aventador should drop a year after the hard-top comes out, which will surely be fantastic.  The Murcielago is dead - long live the Aventador!