2009 Gallardo Lp560-4 on 2040-cars

Auto blog

Lamborghini's Revuelto enjoys new high-tech build processes

Lamborghini exited the old age with a number of big bangs. The Aventador not only got an Ultimate special edition, but also a couple of one-offs with the Invencible and Autentica. The sold-out Huracan is rushing into the sunset in two directions, one on the road with the 60th Anniversary models, the other on the dirt with the sensational Sterrato. The brand with all the bull enters the new age with even more pop, attaching an electric motor to its hallmark V12, and remaking the Sant'Agata Bolognese factory that produces the hybrid V12 and the Revuelto two-door wrapped around it. In a video called "Building the Dream," various members of the Lamborghini family explain how the production process have improved so that everyone can ensure they're building a better car, better. A fair bit of the Manufattura Lamborghini story reminded us of Maserati's high-tec production overhaul at the Viale Ciro Menotti facility for the Nettuno V6 in the MC20. Computerized tools deliver repeatable build standards, the engine is built over a set of stations that include new seal testing and a final testing room, the transmission getting its own set of stations and build teams. There's also a sustainability story inside and outside, with new machines and software enabling more utilization of hides for interiors, CO2-neutral energy runs the plant, and not far away, there's a small forest with bee hives.   The most impressive bit might be the automaker saying the new setup increases the customization options. With Lamborghini building one-offs for clients, we didn't realize there was anything left to customize. The one line that stuck out to us was when Chief Manufacturing Officer Ranieri Niccoli said there's a new V12 assembly line "that in the future can accommodate different engines." That's called foreshadowing. While we wait to find out what that sentence could mean, grab some gelato and have a watch of the video above. Related Video This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings.

Lamborghini updated the Urus for 2021, now's your last chance to win it

Autoblog may receive a share from purchases made via links on this page. Pricing and availability are subject to change. No donation or payment is necessary to enter or win this sweepstakes. See official rules on Omaze. 641 horsepower. 0–60 in just over 3 seconds. A top speed of 190 miles per hour. All of those numbers sound impressive in a performance car, but in a five-seat SUV theyÂ’re bonkers. That kind of performance is what you get when youÂ’re behind the wheel of the 2021 Lamborghini Urus. Normally one of these super-SUVs will cost you right around a quarter of a million dollars, but for those of us who donÂ’t have that kind of cash, just head on over to Omaze, where theyÂ’re giving away a Urus, along with $20,000 in cash, with all taxes and delivery fees covered. Win a 2021 Lamborghini Urus and $20,000 - Enter at Omaze HereÂ’s what we said about the Urus when we first got behind the wheel: “With a full day of track, street and dirt driving ahead of us, our first impressions arrive hard and fast at the 2.54-mile Vallelunga circuit near Rome. It feels strange to sit behind the wheel of a Lamborghini with a turbocharged V8 and room for five, but the whip-like acceleration from a standstill leaves you neck-strained and satisfied. This thing is wickedly quick, with a claimed 0-to-62-mph time of 3.6 seconds. It might be quicker than that in the real world. That's speedier than a Gallardo, which isn't saddled with a 4,843-pound curb weight. Drop the car's numerical mass from your mind, and Urus also feels shockingly nimble in corners. Aided by active roll stabilization, an air suspension system that can lower the car up to 1.6 inches, active damping, torque vectoring, and sticky Pirelli Corsa rubber, the Urus manages to dance its way breezily through corners despite its relative heft. The standard 10-piston carbon ceramic brakes deliver phenomenal stopping power, though it sometimes felt like there was some additional brake assist that was boosting the slowdown efforts, making it difficult to finely modulate brake release during corner entry. “Dip the throttle and 641 horsepower and 627 pound-feet of torque gets laid down with a whole lot of help from the computers; there are some tight corners at Vallelunga that would have yielded understeer from a more analog vehicle, but the Urus's all-wheel drive, four-wheel steering and torque vectoring enable a point-and-shoot approach at the track.

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 Autodromo 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." 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.