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Lego Lamborghini Sian is a life-size, 400,000-piece masterpiece

Three years ago, Lego took its model-building abilities to a new level with a life-size Bugatti Chiron model made entirely of Technic building pieces. Now the company has built another life-size supercar, this time, the Lamborghini Sian. This one went together faster and with fewer pieces, though the end result is just as impressive (and oddly, heavier). The total number of pieces used in this model was more than 400,000. And at the approximate price of 10 cents per piece, replicating the model would require around $40,000. Of course, you would need to obtain the 20 unique pieces designed specifically for this build. The other 134 piece designs are normal production Technic components. Alternatively, you could pick up the 1:8-scale kit Lego sells. It took a team of 15 people 8,660 hours to design and build the Lamborghini model. Of those, 3,290 were spent on the actual assembly. The final product weighs in at a whopping 4,850 pounds, or close to 1,000 pounds more than the real car. Lego also brought the model to Lamborghini to have the company give it a coat of paint. It's almost more impressive than the real thing. Almost. Related Video: This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. LEGO Speed Champion Build: 1968 Ford Mustang Fastback

Lamborghini Urus S Road Test: The less-than-raging bull

It’s no secret that the Lamborghini Urus is its brandÂ’s most successful model ever if weÂ’re going by sheer sales volume. The SUVÂ’s been finding homes at a rate unlike any Lamborghini before it, which is something anyone couldÂ’ve seen coming when it launched here about seven-odd years ago – thanks for kickstarting the trend, Porsche. Now, the launch of the Urus S and Urus Performante (the latter weÂ’ve already reviewed) are finally giving original Urus owners an option to upgrade to. Its “S” nomenclature might sound like itÂ’s a new trim level, but youÂ’re better off thinking of it as representing the mid-cycle refresh of the Urus, as there is no simple “Urus” anymore. Your options are now either the S or the Performante. The SE plug-in hybrid will join the party eventually, but thatÂ’s not until the 2025 model year. The list of “whatÂ’s new” is a short one, but the changes are some your neighbors might notice. For example, the S gets a new front end thatÂ’s less busy and simpler in nature with horizontal slats across the bumper/grille being the dominating pattern. ItÂ’s arguably a touch less obnoxious looking, though itÂ’s the opposite around back. The new rear diffuser has more strakes, features a honeycomb garnish, and the rear bumper has some extra-spicy-looking vents that are integrated into the rear wheel surrounds. ItÂ’s an aggressive look and serves to visually widen the carÂ’s stance. Nothing much changes along its sides, but a subtle “S” logo makes its way to the rocker panels to designate this Urus as the updated one. Designers didnÂ’t take any chances, though would-be buyers can with a massively expanded selection of colors, wheels, style packages and material customization options. This extended level of choices carries into the interior, where Lamborghini touts a similar degree of individualization expansion. Beyond the aesthetics, the Urus S enjoys the PerformanteÂ’s revised 4.0-liter twin-turbo . Output stands at 657 horsepower and 627 pound-feet of torque, amounting to a 16-pony increase over the previous Urus and a one-tenth reduction in the 0-62 mph time that now stands at 3.5 seconds. Its eight-speed automatic transmission carries over, so yes, this powertrain is still the same as seen in various Porsche/Audi/Bentleys. Of course, that doesnÂ’t mean that it didnÂ’t go to Lamborghini finishing school.

Lamborghini unveils customer-commissioned one-off SC20 barchetta

Lamborghini unveiled the mysterious roof-less supercar it has been testing on and off the track for the past few months. Called SC20, it's a one-of-a-kind model positioned at the intersection of road cars and track cars. Developed by Squadra Corse, the firm's in-house racing division, the SC20 was built at the request of a customer who eagerly participated in nearly every step of the design process. Lamborghini explained the project's goal was to transfer some of the lessons it learned on the track (notably those related to aerodynamic technology) to a street-legal car that falls in line with its current design language without copying an existing model. Mitja Borkert, the head of the company's design department, cited the Diablo VT Roadster, the Aventador J, the Veneno Roadster, and the Concept S as sources of inspiration. Up front, the SC20 is less angular than the Aventador S, though it's still immediately recognizable as a member of the Lamborghini family, and its vents are modeled after the Huracan Evo GT3's. Out back, the rear lights are reminiscent of the ones fitted to the Sian, but the fascia wears a markedly more aggressive design that incorporates a sizable wing with three positions called low, medium and high load, respectively, a deep diffuser and vents that let hot air escape the engine bay. Viewed from the side, the SC20 is characterized by the complete lack of a windshield, a layout which provides an unobstructed view of the Alcantara upholstery on the dashboard and of the carbon fiber panel that covers the digital instrument cluster. All told, the SC20 is much closer to a barchetta than to a conventional convertible. Bare carbon fiber on the dashboard, the firewall, the door panels and the center console hints at the SC20's lightweight construction. Lamborghini used the composite material to make the seat shells, too, and it machined the door handles out of solid aluminum. The center console houses a slanted touchscreen which displays the infotainment software that the Italian company developed in-house and released on the Huracan Evo. Although the Aventador's replacement will go hybrid, the SC20 eschews electrification. It's powered by a naturally-aspirated 6.5-liter V12 which produces 770 horsepower at 8,500 rpm and 531 pound-feet of torque at 6,750 rpm. It spins the four wheels via an Independent Shifting Rod (ISR) seven-speed automatic transmission linked to a pair of shift paddles and a central electronic differential.