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Lamborghini's 830-hp V12 hypercar speaks out for the first time

Although the future of the brand includes electrification and hybrid technology, Lamborghini is still here in 2020 displaying the wonder of its brash V12 engine. Following the release of its first solo project called the SC18 Alston, Lamborghini Squadra Corse (LSC) is preparing to debut a limited-edition naturally aspirated track car with a hearty amount of power. A new teaser video gives fans a first listen as to what the car will sound like. LSC first teased this car in October, 2019, and it unveiled a surprising amount of the design (seen below). Sporting a shape that fits the bill of a rumored entry into the Le Mans Hypercar arena, the new Lambo has a carbon fiber monocoque with an aluminum front frame, an airscoop on the roof, a motorsport-focused hood with dual air intakes, and a massive fixed carbon fiber wing. It will be powered by an 830-horsepower version of the 6.5-liter V12 engine, it'll be stopped by big Brembo brakes, and it will have an "innovative self-locking type differential." Like the Alston, the Sian, and the V12 Vision GT that came before it, the upcoming hypercar wears the number 63. Additional style comes from White Peacock wheels wrapped in Pirelli color edition tires. As mentioned, the video below gives multiple views of the car and it appears the rear features a spine similar to that seen on the Sian, and it will wear tri-point graphics that seem to be inspired by the Sian's headlights. Get a glimpse of the internals in the new teaser video above, and listen to its exhaust, as it works the dyno. The car will debut "before the end of the year."  This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings.

2020 Lamborghini Urus Luggage Test | Loading the bull

A Lamborghini was recently at my house, which is sort of like the queen dropping in. And though I assiduously avoided carrying anything that could spill, splash, smudge or muss, one aspect of the 2020 Lamborghini Urus we wanted to check was just how much luggage it can carry considering the limitations imposed by the SUV's extremely sloped roofline. So I hopped onto the Lamborghini Store's website to order up just the right stuff, co-branded by Lamborghini and TecknoMonster — hmm, perhaps the carbon-fiber small trolley case for $4,904, or the carbon-fiber Bynomio big trolley case for $7,874, or the Bynomio Hold Maxi carbon-fiber suitcase for $17,388. Perhaps the whole set. Now you might be saying to yourself, "That's sure an expensive way to haul my clean underwear." But rest assured these suitcases emerge from the autoclave after a cutting-edge aerospace process that merges two different types of carbon fiber and ensures "top performance and excellent mechanical properties, requiring extreme accuracy in all manufacturing steps." Pity the fool who has a suitcase that's anything less. But tragically, there's at least a 20-day lead time in ordering, and the Urus was only here for the weekend. So I guess that fool is me, having to resort to the same old world-weary, beat-up suitcases I usually use, which share space in the garage with the lawn tractor and cat litter box. Six suitcases were at my disposal. Three would need to be checked at the airport, and one of those is particularly ungainly (29x19x11 inches, 26x17x10, 25x16x10). Three others would be small enough to carry on (24x14x10, 23x14x11, 22x14x9), if we were getting on airplanes anymore. Several of these bags have four wheels that jut out and were counted in the dimensions. It's a shame not to have Riswick's wife's fancy bag for such a fancy car. The Lamborghini Urus is pretty big. At 201 inches long and 79 inches wide, it is 2 inches longer than a Ford Explorer, and the same width. It's 4 inches shorter than the big Mercedes-Benz GLS, but 2 inches wider. Plus, those are vehicles with third-row seating; the Urus has two rows and seats five. (Four if you get the backseat buckets and console.) Yet its cargo hold is 21.75 cubic feet, which is only about 3 cubic feet bigger than the others' space behind the third row. It's also much less than various five-seat, midsize SUVs. We're told it is wide enough to fit a couple bags of golf clubs, which looks feasible.

Anything but subtle | 2017 Lamborghini Aventador S First Drive

It's just past dawn and I'm running on a thin supply of caffeine and adrenaline, but the 2017 Lamborghini Aventador S I'm chasing around Circuit Ricardo Tormo just made me crack a grin: faint blue flames are simmering deep within the leader's three exhaust pipes, pulsing almost imperceptibly as it whips around the track. Few things about the Lamborghini Aventador LP700-4 (including its alphanumeric name) were subtle, but the boys in Sant'Agata Bolognese have gone full-bore at refining the famously unwieldy flagship enough to make it drive as capably as it looks. This updated version has been rechristened with an S at the end of its name, and yes, in the twisted microcosm of earthbound fighter jets, flames coming out of hindquarters qualify as subtle. Of course the Aventador S produces more power – to the tune of 729 horsepower, a 38-hp climb from before, with torque only increasing by one, to 509 pound-feet – and the extra grunt affects neither its 0-to-62-mph time of 2.9 seconds nor its terminal velocity of 217 mph. But version 2.0's most notable improvements apply to the big Lamborghini's chassis, which now uses a four-wheel-steering system to countersteer the rear wheels below around 75 mph, and turn them in phase with the fronts for stability at higher speeds. The system responds in 5 milliseconds, and has the virtual effect of shortening the wheelbase by up to 20 inches or lengthening it by 27 inches. In case you're keeping tabs, the extra 13 pounds of the steering hardware are offset by a new titanium exhaust system, essentially rendering the curb weight unchanged. If you've ever tried to toss a boomerang through a maze, you've got a basic idea of what it took to carry an original Aventador through a high-speed corner. The act required some patience to allow the front wheels to dig in and take hold, and even more resolve to wait for the perfect moment to squeeze the right pedal and power out of the apex. Accelerate too early, and you'd suffer terminal understeer until you allowed the weight to shift, likely triggering traction control as you goosed the throttle on the way out. At the Spanish track, the new Aventador manages something the first one couldn't: though it still retains some understeer, it also dances and turns more willingly, snaking its way through each corner with a gratifying combination of weight transfer and grip. Oh happy, fire-breathing day.