2022 Lamborghini Huracan Evo on 2040-cars

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Lamborghini Invencible and Autentica are brand's final NA V12 cars

A few months ago, we wrote that the final production units of the Lamborghini Aventador Ultimae represented the end of the reign of the naturally aspirated V12 in Sant'Agata Bolognese, and the last Aventador Ultimae meant the end of an NA V12 Aventador. Seems we were mistaken. Lamborghini now tells us these two one-offs are the proper and (maybe) final end of the NA V12. Created for a customer who worked with Lamborghini Centro Stile from inception, the duo are the Invencible (the Spanish spelling of "Invincible") coupe and Autentica roadster. They're not only farewells, they are greatest-hits compilations said to combine design features from the Reventon from 2008, the Sesto Elemento from 2010, the Veneno from 2013, and the 830-horsepower Essenza SCV12 track-only coupe from 2020. Lamborghini didn't mention the Sian FKP 37, but the headlights are a match, and the side vents are a mix between the Sian and the Sesto Elemento.   Both are based on the Aventador's carbon fiber tub, and both feature a 6.5-liter V12 making 769 horsepower and 531 pound-feet of torque. The Invencible wears carbon fiber panels in Rosso Efesto, which is Hephaestus Red, Hephaestus being the Greek god of things like fire and volcanoes. The paint's accented with carbon-look elements that glint with red flakes, brake calipers in Rosso Mars, and pure carbon. The hexagonal Tricolore on the door fits in with numerous other six-sided elements like the DRLs, three-part taillights, and exhaust. A tidy, angular swan-neck wing hovers over the rear fascia, its stanchions anchored beside the backlight.    Inside is a mix of Rosso Alala leather, Nero Cosmus Alcantara, and contrast stitching in Rosso Alala and Nero Ade. Rosso Efesto is used on the steering wheel and for the shift paddles. Designers removed the Aventador's infotainment screen, moving all readouts to the digital gauge display and leaving twin hexagonal vents to dominate the open space over a pocket trimmed in red. The Autentica roadster is painted in Grigio Titans with details in Giallo Auge (Yellow Peak) and Matte Black. Instead of the Invencible's rear wing, a pair of fins highlighted by a yellow line channel air over the rear spoiler. Inside, occupants sit on Nero Ade leather and Giallo Taurus stitching, and can ogle two-tone Nero Cosmus and Grigio Octans Alcantara. This is really it for the V12. We think.

Lamborghini Countach LPI 800-4 revealed, basically a retro Sian

Update: We've added some additional information from an interview with Lamborghini's Chief Technology Officer. Yes, the Lamborghini Countach really has returned, though only for a seriously limited run. Not only that, it's more of a retro Sian than its own unique model. But that also means it packs Lamborghini's most technologically advanced powertrain yet. According to Lamborghini's Chief Technology Officer Maurizio Reggiani, the car is meant as more of a "celebration" or tribute to the car that set the pattern for future Lamborghinis, rather than a revival or reintroduction of the model. Lamborghini really leaned into the retro cues on this new Countach, too. It's mainly based on the original prototype and production models. The prototype design cues come in with the louvred vents behind the side windows, the horizontal slit of a front grille and the way the rear window and engine cover blend together. Then there's a dash of the early production models with the enormous interpretation of the side NACA ducts. The wheels have a nod to later Countach models with circular openings between the spokes like past phone-dial wheels. And the rectangular headlights and trapezoidal wheel arches are just universal Countach touchstones. The car also features quad exhaust tips, which is unique among Aventador-derived Lamborghinis. The interior on the other hand is pretty much modern Lamborghini, though the seats get similar stitching to older models. Powering the Countach is the Sian's mild-hybrid 6.5-liter V12. It makes 803 horsepower in total, with most of it coming from the engine. In fact, 769 of those ponies come from the V12, while 34 come from the 48-volt electric motor. It gets its electrons from a lightweight and fast charging and discharging supercapacitor, though. The engine winds up to 8,700 rpm, and it's in the same longitudinal layout as Lamborghinis stretching back to, well, the original Countach. It's connected to a seven-speed automated manual transmission and powers all four wheels. Apparently, the powertrain was retuned for smoother shifting. But the company didn't sacrifice any performance, as Lamborghini claims a 0-62 mph time of 2.8 seconds and a top speed of 221 mph. It also features pushrod suspension with magnetorheological adjustable shocks, and carbon ceramic brakes with six-piston front calipers and four-piston rear calipers. Only 112 Countachs will be built. The number comes from the protoype's designation LP 112.

2015 Lamborghini Huracan LP 610-4 Review

For seven years, Lamborghini sold the Gallardo alongside the Audi R8. And despite sharing more with the Audi than most Italians would like to admit, the Gallardo was a true Lamborghini. Meanwhile the Audi R8 was every bit the stoic German. How did the Gallardo do it? Emotional distance. As cliche as it sounds, the Lamborghini felt more temperamental, although not always in a good way. That fiery disposition made it salacious at mere idle and a baying brute at the limit. The Gallardo's successor, the Huracan, incredibly is even closer to the R8 under the skin, but is galaxies apart from the Audi in terms of impression and intent. The R8 already has a reputation as an everyday supercar, faster than a speeding bullet, able to carry small groceries in a single trunk. With the Huracan, we wanted to find out if it offers the same benefits without dampening that scalding Italian attitude. That difference from old to new starts with subtlety: the Huracan's "dynamic wedge" shape doesn't boast; there isn't a single clingy component demanding your attention. The package fits together so well that you can't just look at one thing, you have to look at everything. There are details atop details, from the Y-shaped LED daytime lamps to the side glass that tucks into the body like an alien canopy. The designers worked to build in enough downforce that the Huracan wouldn't need active or moving aerodynamic devices. So whereas the Gallardo Superleggera looked good with a wing, putting such spoilage on a non-competition Huracan should incur one of those NHTSA-sized, $14,000-a-day fines. There are some hitches to just getting in and driving. There's no reflexive ease to the start and transmission procedures. We always need to remind ourselves of the steps to the dance and "Oh, that's right, pull this for Reverse." Lamborghini changed the shape of the Audi buttons lining the waterfall console, but it looks too close to the A4. The Italians also carried over that funky two-step process of pushing a button and turning a knob to control fan speed. The Huracan ditches Audi's stalks on the steering column by placing buttons on the wheel. The result is fiddly, but okay. It's a fine office, though. The cabin trim feels like eight different shades of Black Hole, and you sit so close to the ground that Lamborghini should offer a bucket-and-pulley system on the options list. The seats are firm and supportive where they need to be, and comfortable everywhere.