Lamborghini LP700-4 Aventador
02-27-11, 01:13 AM
#35
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Not really feeling this that much to be honest 
.
I had very high expectations for this, but not quite what I was expecting. The profile of the car looks great; it's the details of the car that really disappoint for me. Not a fan of the front headlights. I expected them to look much more aggressive. Also not a fan of how blocky the side character lines and intakes are. If they made the lines a bit smoother and cleaner it would have looked much better IMO. It seems like they didn't want to make this look too similar to the Reventon, is if they made the sides extra blocky just for the reason.
The biggest disappointment for me is the rear. That huge protruding rear bumper is just hideous. It almost single-handedly ruins the look of the car for me. It makes the car look like it has a longer rear overhang when it in fact doesn't at all. Also not a fan at all of the rear tail shape. A totally plain shape for the tails; neither sleek nor aggressive, just very plain and almost bland. It seems as there was a lot of Audi styling influence on the tails. From an angle, the tail lights actually have a sad look to them.
Will wait for more pictures of the interior, but overall not really feeling this. The Murcielago is a very sexy car, angular while still looking sexy and appealing. The Reventon is a radical, yet still appealing variation on the Murcielago design.
Now this, the Aventador, the design to me just looks overwrought. It doesn't invoke much passion in me. It looks distinct, that much is clear, but the feeling and style I get from the car is less passionate and more technical. It looks like it could transform into a robot any minute.
.I had very high expectations for this, but not quite what I was expecting. The profile of the car looks great; it's the details of the car that really disappoint for me. Not a fan of the front headlights. I expected them to look much more aggressive. Also not a fan of how blocky the side character lines and intakes are. If they made the lines a bit smoother and cleaner it would have looked much better IMO. It seems like they didn't want to make this look too similar to the Reventon, is if they made the sides extra blocky just for the reason.
The biggest disappointment for me is the rear. That huge protruding rear bumper is just hideous. It almost single-handedly ruins the look of the car for me. It makes the car look like it has a longer rear overhang when it in fact doesn't at all. Also not a fan at all of the rear tail shape. A totally plain shape for the tails; neither sleek nor aggressive, just very plain and almost bland. It seems as there was a lot of Audi styling influence on the tails. From an angle, the tail lights actually have a sad look to them.
Will wait for more pictures of the interior, but overall not really feeling this. The Murcielago is a very sexy car, angular while still looking sexy and appealing. The Reventon is a radical, yet still appealing variation on the Murcielago design.
Now this, the Aventador, the design to me just looks overwrought. It doesn't invoke much passion in me. It looks distinct, that much is clear, but the feeling and style I get from the car is less passionate and more technical. It looks like it could transform into a robot any minute.
02-28-11, 07:53 AM
#40
Speaks French in Russian
Long read, but lots of technical information here. Really cool and impressive engineering (especially IMO the transmission). 
http://www.carsales.com.au/news/2011...ventador-23811
....With 700 horsepower (522kW) and 690Nm of torque, the new motor is seriously oversquare, 6.5-litres, lighter than the old engine, revs hard to 8250rpm and is strong enough to throw the Aventador to 100km/h in just 2.9 seconds. Top speed, Lamborghini officially claims, is 350km/h, though engineers admit to seeing more than that in testing...
While Lamborghini has released details of the Aventador's driveline before, it has been reserved on the supercar's other details. We can now finally reveal that it combines three different carbon-fibre technologies to make its chassis.
It's perhaps the technical breakthrough with the widest-reaching future, given that Audi is keen to poach some of Lambo's carbon prowess, because it gives the Aventador a passenger cell weighing just 147.5kg, but with a torsional stiffness of 35,000Nm per degree -- more than double the Murcielago's number.
This torsional stiffness, coupled with race-inspired pushrod suspension setup and double, forged aluminum wishbones all round, give the Aventador the handling accuracy it needs to cope with the frightening speeds the engine can produce.
Aluminium subframes are bolted to it at both ends to give Lamborghini somewhere to attach the engine, gearbox and suspension parts. But even then, the body-in-white is only 229.5kg.
Somehow, though, by the time Lamborghini added everything else, the Aventador ended up at 1575kg -- or 10 more than the old Murcielago SV and only 90kg lighter than the Murcielago LP650-4. It's better than being heavier, but it's a far cry from the 200kg weight saving that was being talked about only half a year ago.
While Lamborghini is staying mute on the subject, our information is that it switched to plastic panels (even though they give them a fancier, technical name) for cost reasons, and they are considerably heavier than the Murcielago's carbon ones. Still, with a 47.5:52.5 front-to-rear weight distribution in the LP700-4, an Aventador SV is already an enticing prospect...
Lamborghini has built a new, 5400 square metre carbon production facility at Sant'Agata to build and bring together the three different carbon-fibre production methods that come together on the Aventador -- two of which have never been seen anywhere else before.
The first is RTM Lambo; an RTM (Resin Transfer Moulding) system developed by Lamborghini and the University of Washington, of which most of the tub is made. There are a lot of technical and production benefits to it, including high levels of automation, no hand lamination, no autoclave, lighter, carbon-fibre moulds rather than steel or aluminium ones, a 2.5 bar resin injection pressure (as opposed to the traditional 6) and far lower curing temperatures.
Lambo then uses epoxy foam shapes to build spaces inside the tub which also double as harmonic dampers. Then there's another carbon breakthrough, called Braiding, which weaves carbon strands into tubular shapes ideal for adding strength in the A-pillar and down in the sill. They are also easy to replace in collisions.
Lamborghini also uses the traditional, labour-intensive prepreg system for all the surfaces people see and touch, because it gives a better look and is easier to paint. It combines all three carbon systems and cures them together and still manages production tolerances of just 0.1mm.
Attached to this at both ends are pushrod suspension systems, which remotely relay the wheel forces to spring, and Ohlins damper units mounted directly to the chassis. Up front, this forged aluminum pushrod attaches to a unit directly in front of the windscreen, while the rear units sit almost horizontally and attach just behind the engine.
Lamborghini claims this is a far more accurate way to design suspension architecture and has been derived directly from motor racing: Formula One and Indycars all run either push or pull rod suspensions.
The new suspension layout allows for larger braking units: the Aventador uses massive 400mm x 38mm carbon-ceramic rotors clamped hard by six-piston monobloc calipers at the front. The brake diameter at the rear is still 380mm x 38mm, and uses a smaller four-piston caliper.
There are custom-designed Pirelli PZeros all round, too, with seemingly tiny 255/35 R19s up front (steered by a new electro-mechanical steering system) and monstrous 335/30 R20s at the back.
While the Aventador promises to be a more integrated car than its predecessor -- which was little more than a delivery system for its engine -- the LP700-4 discussions will be centred on its all-new motor.
A clean-sheet engine is a rare thing these days, and it's even more rare when you're talking about 500-800 cars a year.
Yet a clean sheet is exactly what Volkswagen Group boss, Dr Martin Winterkorn, gave Lamborghini's engineers, and they ran with it.
At 6498.5cc, it's roughly the same size as the old Murcielago engine, but that's where the resemblance ends. Its crankshaft is different, its cylinder heads are different, its bore and stroke is different and its bore centres are different. The only thing it retains is a 60-degree vee angle.
There's plenty of power, because that's Lamborghini's way. Four throttle bodies help it to 700 horses at 8250rpm and 690Nm of torque at 5500, yet it's a monstrous big thing and needs a big hole in the engine bay to carry it.
It's an enormously oversquare device (at 95mm x 76.4mm) mainly, as Technical Director Maurizio Reggiani admitted, to reduce piston speeds at its 8250rpm power peak to just 21 metres/second.
Still dry sumped, the engine has a silicon-alloy crankcase with seven bearings and a bedplate with eight integrated scavenge pumps to extract any last drop of unwanted oil.
The crank itself is a far lighter (24.6kg) and stiffer unit, forged and nitride hardened, and spins beneath a pair of 32-valve cylinder heads (21kg each) that contain variable valve timing and lift technology, plus in-cylinder ionization to precisely control each spark and prevent any pre-ignition. Lamborghini insisted on this last piece of technology because, at 11.8:1, its compression ratio is high, enough to warrant more precision in case of poor fuel.
At 235kg, it's 18kg lighter than the old engine, its sump sits 60mm lower in the chassis and it's even got the rear diff housing cast into the back end of the block. That still doesn't mean it's small, though, at 784mm long, 665mm high and 848mm wide, even with the three-to-one exhaust manifolds in place.
If Lamborghini has one issue to spin with the weight of its carbon supercar, there's another with the fuel-delivery system.
It claims a 20 per cent reduction in fuel consumption and emissions (taking it down to, ahem, just 398 grams of CO2/km on the combined cycle), yet all isn't quite what it appears. There's no direct fuel injection, even though the Gallardo uses it, so the Aventador has a multi-point system and the engine contributes only about a quarter of the fuel-economy improvement.
But this engine -- an unforgiving refinement of existing road and race principles -- wasn't developed in isolation. While once Lamborghini's engine development stood alone, it's now part of a powertrain department, so it was developed in concert with the new electronic architecture, the new Haldex IV centre diff, the diffs, the driveshafts and, last but definitely not least, the gearbox.
The old six-speeder was past its time and, in keeping with the "two generations" ethos, Lamborghini and Graziano developed the most radical, audacious gearbox in production today.
The seven-speed unit is called an ISR (Independent Shifting Rods) gearbox, and boasts the fastest gearshift in the production car world today. At 0.05 seconds in its Corsa mode, it can change gear faster than the Ferrari Scuderia or 599 GTO.
It's a two-shaft gearbox (again, designed from a clean sheet of paper) and it's been derived from ideas used in racing gearboxes developed by Australian, Peter Hollinger. It breaks up the traditional gear pairings so that, as one gear is disengaging, the next one can be engaged by a different shifting rod simultaneously.
What's more, an all-new computer system capable of half a billion calculations a second can control the movement of each of the shifting rods independently and minutely, so it can give an ultra-smooth shift when you're cruising and a fast, aggressive shift when you're attacking.
All of its hydraulic lines are cast directly into the alloy casing, so there are no external lines. Even more innovative is that all seven gears (plus reverse) use carbon-fibre synchromesh cones.
The whole unit is 120kg, which is 1kg lighter than the old gearbox, but with an extra gear, and there's far less rotational inertia, too.
"It's a completely new electrical system," Reggiani confirmed. "We don't have one for the engine, one for the box, one for the AWD. There's just one system and it's based on a master ECU and a slave ECU.
"There's more than half a billion operations per second -- that's how much information per second goes to the ECU -- and the engine ECU is normally the master, except in launches when the gearbox ECU is the master."
The same electrical system controls the centre differential, which usually sends 70 per cent of the drive to the rear end, but can switch that instantly to 100 per cent (or zero) if required. It could, theoretically, send 100 per cent drive to the front, but the front diff is too small to handle that much torque...
Covering all of this is a bodyshell built for both speed and drama. Unlike the Murcielago, when the Aventador needs more air at higher speed it doesn't create more drag by opening a set of batwings. Instead, the Aventador uses active aerodynamics to open movable ducts in the side flanks for the oil cooler, while the higher side openings are purely to feed air into the engine.
There's a flat undertray to help the downforce at high speed and the rear wing also moves automatically. Reggiani insists it has negative lift at all speeds. It has three settings, dropping down to five degrees at very high speed and lifting to 11 degrees to help handling.
Inside, the Reventon's dalliance with TFT (thin-film transistor) instrument-cluster screens has paid dividends, because the Aventador has three of them in the dash alone (plus another for the MMI screen, mounted high on the centre of the dash.
This has allowed Lamborghini to provide all manner of information and options, including switching the speedo to a lower priority on the Corsa (track driving) mode so the driver can have a more prominent tacho.
While Lamborghini has released details of the Aventador's driveline before, it has been reserved on the supercar's other details. We can now finally reveal that it combines three different carbon-fibre technologies to make its chassis.
It's perhaps the technical breakthrough with the widest-reaching future, given that Audi is keen to poach some of Lambo's carbon prowess, because it gives the Aventador a passenger cell weighing just 147.5kg, but with a torsional stiffness of 35,000Nm per degree -- more than double the Murcielago's number.
This torsional stiffness, coupled with race-inspired pushrod suspension setup and double, forged aluminum wishbones all round, give the Aventador the handling accuracy it needs to cope with the frightening speeds the engine can produce.
Aluminium subframes are bolted to it at both ends to give Lamborghini somewhere to attach the engine, gearbox and suspension parts. But even then, the body-in-white is only 229.5kg.
Somehow, though, by the time Lamborghini added everything else, the Aventador ended up at 1575kg -- or 10 more than the old Murcielago SV and only 90kg lighter than the Murcielago LP650-4. It's better than being heavier, but it's a far cry from the 200kg weight saving that was being talked about only half a year ago.
While Lamborghini is staying mute on the subject, our information is that it switched to plastic panels (even though they give them a fancier, technical name) for cost reasons, and they are considerably heavier than the Murcielago's carbon ones. Still, with a 47.5:52.5 front-to-rear weight distribution in the LP700-4, an Aventador SV is already an enticing prospect...
Lamborghini has built a new, 5400 square metre carbon production facility at Sant'Agata to build and bring together the three different carbon-fibre production methods that come together on the Aventador -- two of which have never been seen anywhere else before.
The first is RTM Lambo; an RTM (Resin Transfer Moulding) system developed by Lamborghini and the University of Washington, of which most of the tub is made. There are a lot of technical and production benefits to it, including high levels of automation, no hand lamination, no autoclave, lighter, carbon-fibre moulds rather than steel or aluminium ones, a 2.5 bar resin injection pressure (as opposed to the traditional 6) and far lower curing temperatures.
Lambo then uses epoxy foam shapes to build spaces inside the tub which also double as harmonic dampers. Then there's another carbon breakthrough, called Braiding, which weaves carbon strands into tubular shapes ideal for adding strength in the A-pillar and down in the sill. They are also easy to replace in collisions.
Lamborghini also uses the traditional, labour-intensive prepreg system for all the surfaces people see and touch, because it gives a better look and is easier to paint. It combines all three carbon systems and cures them together and still manages production tolerances of just 0.1mm.
Attached to this at both ends are pushrod suspension systems, which remotely relay the wheel forces to spring, and Ohlins damper units mounted directly to the chassis. Up front, this forged aluminum pushrod attaches to a unit directly in front of the windscreen, while the rear units sit almost horizontally and attach just behind the engine.
Lamborghini claims this is a far more accurate way to design suspension architecture and has been derived directly from motor racing: Formula One and Indycars all run either push or pull rod suspensions.
The new suspension layout allows for larger braking units: the Aventador uses massive 400mm x 38mm carbon-ceramic rotors clamped hard by six-piston monobloc calipers at the front. The brake diameter at the rear is still 380mm x 38mm, and uses a smaller four-piston caliper.
There are custom-designed Pirelli PZeros all round, too, with seemingly tiny 255/35 R19s up front (steered by a new electro-mechanical steering system) and monstrous 335/30 R20s at the back.
While the Aventador promises to be a more integrated car than its predecessor -- which was little more than a delivery system for its engine -- the LP700-4 discussions will be centred on its all-new motor.
A clean-sheet engine is a rare thing these days, and it's even more rare when you're talking about 500-800 cars a year.
Yet a clean sheet is exactly what Volkswagen Group boss, Dr Martin Winterkorn, gave Lamborghini's engineers, and they ran with it.
At 6498.5cc, it's roughly the same size as the old Murcielago engine, but that's where the resemblance ends. Its crankshaft is different, its cylinder heads are different, its bore and stroke is different and its bore centres are different. The only thing it retains is a 60-degree vee angle.
There's plenty of power, because that's Lamborghini's way. Four throttle bodies help it to 700 horses at 8250rpm and 690Nm of torque at 5500, yet it's a monstrous big thing and needs a big hole in the engine bay to carry it.
It's an enormously oversquare device (at 95mm x 76.4mm) mainly, as Technical Director Maurizio Reggiani admitted, to reduce piston speeds at its 8250rpm power peak to just 21 metres/second.
Still dry sumped, the engine has a silicon-alloy crankcase with seven bearings and a bedplate with eight integrated scavenge pumps to extract any last drop of unwanted oil.
The crank itself is a far lighter (24.6kg) and stiffer unit, forged and nitride hardened, and spins beneath a pair of 32-valve cylinder heads (21kg each) that contain variable valve timing and lift technology, plus in-cylinder ionization to precisely control each spark and prevent any pre-ignition. Lamborghini insisted on this last piece of technology because, at 11.8:1, its compression ratio is high, enough to warrant more precision in case of poor fuel.
At 235kg, it's 18kg lighter than the old engine, its sump sits 60mm lower in the chassis and it's even got the rear diff housing cast into the back end of the block. That still doesn't mean it's small, though, at 784mm long, 665mm high and 848mm wide, even with the three-to-one exhaust manifolds in place.
If Lamborghini has one issue to spin with the weight of its carbon supercar, there's another with the fuel-delivery system.
It claims a 20 per cent reduction in fuel consumption and emissions (taking it down to, ahem, just 398 grams of CO2/km on the combined cycle), yet all isn't quite what it appears. There's no direct fuel injection, even though the Gallardo uses it, so the Aventador has a multi-point system and the engine contributes only about a quarter of the fuel-economy improvement.
But this engine -- an unforgiving refinement of existing road and race principles -- wasn't developed in isolation. While once Lamborghini's engine development stood alone, it's now part of a powertrain department, so it was developed in concert with the new electronic architecture, the new Haldex IV centre diff, the diffs, the driveshafts and, last but definitely not least, the gearbox.
The old six-speeder was past its time and, in keeping with the "two generations" ethos, Lamborghini and Graziano developed the most radical, audacious gearbox in production today.
The seven-speed unit is called an ISR (Independent Shifting Rods) gearbox, and boasts the fastest gearshift in the production car world today. At 0.05 seconds in its Corsa mode, it can change gear faster than the Ferrari Scuderia or 599 GTO.
It's a two-shaft gearbox (again, designed from a clean sheet of paper) and it's been derived from ideas used in racing gearboxes developed by Australian, Peter Hollinger. It breaks up the traditional gear pairings so that, as one gear is disengaging, the next one can be engaged by a different shifting rod simultaneously.
What's more, an all-new computer system capable of half a billion calculations a second can control the movement of each of the shifting rods independently and minutely, so it can give an ultra-smooth shift when you're cruising and a fast, aggressive shift when you're attacking.
All of its hydraulic lines are cast directly into the alloy casing, so there are no external lines. Even more innovative is that all seven gears (plus reverse) use carbon-fibre synchromesh cones.
The whole unit is 120kg, which is 1kg lighter than the old gearbox, but with an extra gear, and there's far less rotational inertia, too.
"It's a completely new electrical system," Reggiani confirmed. "We don't have one for the engine, one for the box, one for the AWD. There's just one system and it's based on a master ECU and a slave ECU.
"There's more than half a billion operations per second -- that's how much information per second goes to the ECU -- and the engine ECU is normally the master, except in launches when the gearbox ECU is the master."
The same electrical system controls the centre differential, which usually sends 70 per cent of the drive to the rear end, but can switch that instantly to 100 per cent (or zero) if required. It could, theoretically, send 100 per cent drive to the front, but the front diff is too small to handle that much torque...
Covering all of this is a bodyshell built for both speed and drama. Unlike the Murcielago, when the Aventador needs more air at higher speed it doesn't create more drag by opening a set of batwings. Instead, the Aventador uses active aerodynamics to open movable ducts in the side flanks for the oil cooler, while the higher side openings are purely to feed air into the engine.
There's a flat undertray to help the downforce at high speed and the rear wing also moves automatically. Reggiani insists it has negative lift at all speeds. It has three settings, dropping down to five degrees at very high speed and lifting to 11 degrees to help handling.
Inside, the Reventon's dalliance with TFT (thin-film transistor) instrument-cluster screens has paid dividends, because the Aventador has three of them in the dash alone (plus another for the MMI screen, mounted high on the centre of the dash.
This has allowed Lamborghini to provide all manner of information and options, including switching the speedo to a lower priority on the Corsa (track driving) mode so the driver can have a more prominent tacho.
Last edited by GFerg; 02-28-11 at 07:56 AM.
02-28-11, 12:22 PM
#45
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Innovative concept and phenomenal performance redefine the pinnacle of the super sports car segment
• Entirely new technology package, unique and powerful functional design language
• Innovative carbon-fiber monocoque
• New twelve-cylinder engine with 515 kW / 700 hp
• Super-fast shifting ISR (Independent Shifting Rods) transmission
• Pushrod suspension
• The very finest equipment and trim, extensive individualization
With the Aventador LP 700-4, Automobili Lamborghini is redefining the very pinnacle of the world super sports car market – brutal power, outstanding lightweight engineering and phenomenal handling precision are combined with peerless design and the very finest equipment to deliver an unparalleled driving experience. With the Aventador, Lamborghini is taking a big step into the future – and building on the glorious history of the brand with the next automotive legend. The first customers will take delivery of the new Lamborghini Aventador LP 700-4 in late summer 2011.
The technology package of the Lamborghini Aventador LP 700-4 is utterly unique. It is based on an innovative monocoque made from carbon-fiber that combines exceptional lightweight engineering with the highest levels of stiffness and safety. The new twelve-cylinder with 6.5 liters’ displacement and 515 kW / 700 hp brings together the ultimate in high-revving pleasure with astonishing low-end torque. Thanks to a dry weight of only 1,575 kilograms (3,472 lb), which is extremely low for this class of vehicle, the weight-to-power ratio stands at only 2.25 kilograms per hp (4.96 lb/hp). Even the fantastic 0-100 km/h (0-62 mph) acceleration figure of just 2.9 seconds and the top speed of 350 km/h (217 mph) do not fully describe the Aventador’s extreme performance. And yet, fuel consumption and CO2 emissions are down by around 20 percent compared with its predecessor, despite the considerable increase in power (+8%).
The ISR transmission is unique among road-going vehicles, guaranteeing the fastest shifting time (only 50 milliseconds) and a highly emotional shift feel, while the lightweight chassis with pushrod suspension delivers absolute handling precision and competition-level performance. The expressively-designed interior offers hi-tech features ranging from the TFT cockpit display with Drive Select Mode system. The Aventador will be built to the very highest quality standards in an all-new production facility in Sant’Agata Bolognese.
“With the Aventador LP 700-4, the future of the super sports car is now part of the present. Its exceptional package of innovative technologies is unique, its performance simply overwhelming,” says Stephan Winkelmann, President and CEO of Automobili Lamborghini. “The Aventador is a jump of two generations in terms of design and technology, it’s the result of an entirely new project, but at the same time it’s a direct and consistent continuation of Lamborghini’s brand values. It is extreme in its design and its performance, uncompromising in its standards and technology, and unmistakably Italian in its style and perfection. Overall, the dynamics and technical excellence of the Aventador LP 700-4 makes it unrivalled in the worldwide super sports car arena.”
Aventador: the name of one of the most courageous of all bulls
According to its tradition, Lamborghini’s new flagship bears the name of a bull – naturally, a particularly courageous specimen from the world of the Spanish Corrida. Aventador was the name of a bull that entered into battle in October 1993 at the Saragossa Arena, earning the “Trofeo de la Peña La Madroñera” for its outstanding courage.
A sculpture of extreme dynamics
For Lamborghini, design is always the beauty of aggressive power, the elegance of breathtaking dynamics. From the very first glance, the new Aventador is unmistakably a Lamborghini, clothed in the brand’s characteristic and distinctive design language – with its extremely powerful proportions, its exact lines and precise surfaces, and with taut muscularity in every one of its details. The designers in the Centro Stile Lamborghini have carefully developed this design language to give the Aventador a significant new edge. It is an avantgarde work of art, an incredibly dynamic sculpture, from the sharply honed front end through the extremely low roofline to the distinctive rear diffuser. Every line has a clear function, every form is dictated by its need for speed, yet the overall look is nothing less than spectacular and breathtaking.
The doors open upward – of course
Truly impressive proportions come from an overall length of 4,78 meters (188.19 in.) matched with an impressive width of 2,26 meters (88.98 in.) including the exterior mirrors, and further accentuated by an extremely low height of just 1.136 mm (44.72 in.). It goes without saying that both doors of the carbon-fiber monocoque open upward – a feature that was first introduced in the now legendary Countach and then used for subsequent V12 models such as Diablo and Murciélago. However, the Aventador also evokes its immediate predecessor the Murciélago – electronically managed air intakes open depending on the outdoor temperature and the need for cooling air,ensuring maximum aerodynamic efficiency. And for those whishing to flaunt the heart of their Lamborghini, the optional transparent engine bonnet exhibits the twelve-cylinder engine like a technical work of art in a display case.
Exclusive and high-tech interior
The Aventador’s spacious interior combines the fine exclusivity of premium materials and perfect Italian craftsmanship with state-of-the-art technology and generous equipment. The red switch cover on the broad center tunnel encloses the start button used to awaken the twelve-cylinder. The interior is dominated by a next-generation dashboard – as in a modern airplane, the instruments are presented on a TFT-LCD screen using innovative display concepts. A second screen is dedicated to the standard-fit multimedia and navigation system.
Carbon-fiber monocoque
The new Lamborghini flagship has a full monocoque. The entire occupant cell, with tub and roof, is one single physical component. This ensures extreme rigidity and thus outstanding driving precision, as well as an extremely high level of passive safety for the driver and his passenger. The entire monocoque weighs only 147.5 kilograms (325.18 lb).
The monocoque, together with the front and rear Aluminium frames, features an impressive combination of extreme torsional stiffness of 35,000 Newton meters per degree and weighs only 229.5 kilograms (505.9 lb).
Maximum revs, amazing sound
For the Aventador LP 700-4, the engineers in Lamborghini’s R&D Department have developed a completely new high-performance power unit – an extremely powerful and high-revving, but very compact power unit. At 235 kilograms (518 lb), it is also extremely lightweight. A V12 with 515 kW (700 hp) at 8,250 rpm sets a whole new benchmark, even in the world of super sports cars. The maximum torque output is 690 Newton meters (509 lb-ft) at 5,500 rpm. The extremely well-rounded torque curve, the bull-like pulling power in every situation, the spontaneous responsiveness and, last but not least, the finely modulated but always highly emotional acoustics are what make this engine a stunning power plant of the very highest order.
Innovative transmission for maximum performance
Engineers at Lamborghini have created the perfect mate for the new twelve-cylinder engine with the highly innovative ISR (Independent Shifting Rods) transmission. The development objective was clearly formulated – to build not only the fastest robotized gearbox, but also to create the world’s most emotional gear shift. Compared with a dual-clutch transmission, not only is the ISR gearbox much lighter, it also has smaller dimensions than a conventional manual unit – both key elements in the field of lightweight engineering for super sports cars.
Refined and safe with all-wheel drive
This kind of extreme power must be delivered reliably to the road. The driver of the Aventador LP 700-4 can depend fully on its permanent all-wheel drive – indicated by the 4 in the model designation. In the driveline, an electronically controlled Haldex coupling distributes the forces between front and rear. In a matter of milliseconds, this coupling adapts the force distribution to match the dynamic situation. A self-blocking rear differential together with a front differential electronically controlled by ESP make for even more dynamic handling. The Drive Select Mode System enables the driver to choose vehicle characteristics (engine, transmission, differential, steering and dynamic control) from three settings – Strada (road), Sport and Corsa (track) – to suit his individual preferences.
Pushrod suspension
Lamborghini has equipped its new V12 super sports car with an innovative and highly sophisticated suspension concept. The pushrod spring and damper concept was inspired by Formula 1 and tuned perfectly to meet the needs of a high-performance road-going vehicle. Together with aluminum double wishbone suspension and a carbon-fiber ceramic brake system, this lightweight chassis represents a further aspect of the new flagship’s unique technology concept.
Extensive assistance and safety systems
In the hands of its driver, the Lamborghini Aventador LP 700-4 is a high-precision machine – spontaneous, direct and always reliable. The driver is also assisted by the latest electronic systems such as the incredibly sporty, adjustable ESP system. When it comes to passive safety, front, head-thorax and knee airbags play their part alongside the extremely stiff carbon-fiber cell.
A rich and wide-ranging individualization program
A Lamborghini should always fit perfectly with the style and preferences of its owner. To this end, the range of individualization options is virtually inexhaustible. There is a selection of 13 production paint colors to choose from, three of which are highly sophisticated matt tones. A choice of two-tone interiors are offered with the “Sportivo” and “Elegante” versions, while a premium audio system and reversing camera are among the many technology options. And of course, the “Ad Personam” individualization program knows no limits when it comes to colors and materials.
The price of the Lamborghini Aventador and market delivery
UK: GBP 201.900,00 (suggested retail price taxes excluded)
Europe: € 255.000 (suggested retail price taxes excluded)
USA: 379.700 USD (suggested retail price – GGT included)
China: RMB 6.270.000,00 (suggested retail price taxes included)
Japan: YEN 39.690.000,00 (suggested retail price taxes included)
The first customers will take delivery of the new Lamborghini Aventador LP 700-4 in late summer 2011.
• Entirely new technology package, unique and powerful functional design language
• Innovative carbon-fiber monocoque
• New twelve-cylinder engine with 515 kW / 700 hp
• Super-fast shifting ISR (Independent Shifting Rods) transmission
• Pushrod suspension
• The very finest equipment and trim, extensive individualization
With the Aventador LP 700-4, Automobili Lamborghini is redefining the very pinnacle of the world super sports car market – brutal power, outstanding lightweight engineering and phenomenal handling precision are combined with peerless design and the very finest equipment to deliver an unparalleled driving experience. With the Aventador, Lamborghini is taking a big step into the future – and building on the glorious history of the brand with the next automotive legend. The first customers will take delivery of the new Lamborghini Aventador LP 700-4 in late summer 2011.
The technology package of the Lamborghini Aventador LP 700-4 is utterly unique. It is based on an innovative monocoque made from carbon-fiber that combines exceptional lightweight engineering with the highest levels of stiffness and safety. The new twelve-cylinder with 6.5 liters’ displacement and 515 kW / 700 hp brings together the ultimate in high-revving pleasure with astonishing low-end torque. Thanks to a dry weight of only 1,575 kilograms (3,472 lb), which is extremely low for this class of vehicle, the weight-to-power ratio stands at only 2.25 kilograms per hp (4.96 lb/hp). Even the fantastic 0-100 km/h (0-62 mph) acceleration figure of just 2.9 seconds and the top speed of 350 km/h (217 mph) do not fully describe the Aventador’s extreme performance. And yet, fuel consumption and CO2 emissions are down by around 20 percent compared with its predecessor, despite the considerable increase in power (+8%).
The ISR transmission is unique among road-going vehicles, guaranteeing the fastest shifting time (only 50 milliseconds) and a highly emotional shift feel, while the lightweight chassis with pushrod suspension delivers absolute handling precision and competition-level performance. The expressively-designed interior offers hi-tech features ranging from the TFT cockpit display with Drive Select Mode system. The Aventador will be built to the very highest quality standards in an all-new production facility in Sant’Agata Bolognese.
“With the Aventador LP 700-4, the future of the super sports car is now part of the present. Its exceptional package of innovative technologies is unique, its performance simply overwhelming,” says Stephan Winkelmann, President and CEO of Automobili Lamborghini. “The Aventador is a jump of two generations in terms of design and technology, it’s the result of an entirely new project, but at the same time it’s a direct and consistent continuation of Lamborghini’s brand values. It is extreme in its design and its performance, uncompromising in its standards and technology, and unmistakably Italian in its style and perfection. Overall, the dynamics and technical excellence of the Aventador LP 700-4 makes it unrivalled in the worldwide super sports car arena.”
Aventador: the name of one of the most courageous of all bulls
According to its tradition, Lamborghini’s new flagship bears the name of a bull – naturally, a particularly courageous specimen from the world of the Spanish Corrida. Aventador was the name of a bull that entered into battle in October 1993 at the Saragossa Arena, earning the “Trofeo de la Peña La Madroñera” for its outstanding courage.
A sculpture of extreme dynamics
For Lamborghini, design is always the beauty of aggressive power, the elegance of breathtaking dynamics. From the very first glance, the new Aventador is unmistakably a Lamborghini, clothed in the brand’s characteristic and distinctive design language – with its extremely powerful proportions, its exact lines and precise surfaces, and with taut muscularity in every one of its details. The designers in the Centro Stile Lamborghini have carefully developed this design language to give the Aventador a significant new edge. It is an avantgarde work of art, an incredibly dynamic sculpture, from the sharply honed front end through the extremely low roofline to the distinctive rear diffuser. Every line has a clear function, every form is dictated by its need for speed, yet the overall look is nothing less than spectacular and breathtaking.
The doors open upward – of course
Truly impressive proportions come from an overall length of 4,78 meters (188.19 in.) matched with an impressive width of 2,26 meters (88.98 in.) including the exterior mirrors, and further accentuated by an extremely low height of just 1.136 mm (44.72 in.). It goes without saying that both doors of the carbon-fiber monocoque open upward – a feature that was first introduced in the now legendary Countach and then used for subsequent V12 models such as Diablo and Murciélago. However, the Aventador also evokes its immediate predecessor the Murciélago – electronically managed air intakes open depending on the outdoor temperature and the need for cooling air,ensuring maximum aerodynamic efficiency. And for those whishing to flaunt the heart of their Lamborghini, the optional transparent engine bonnet exhibits the twelve-cylinder engine like a technical work of art in a display case.
Exclusive and high-tech interior
The Aventador’s spacious interior combines the fine exclusivity of premium materials and perfect Italian craftsmanship with state-of-the-art technology and generous equipment. The red switch cover on the broad center tunnel encloses the start button used to awaken the twelve-cylinder. The interior is dominated by a next-generation dashboard – as in a modern airplane, the instruments are presented on a TFT-LCD screen using innovative display concepts. A second screen is dedicated to the standard-fit multimedia and navigation system.
Carbon-fiber monocoque
The new Lamborghini flagship has a full monocoque. The entire occupant cell, with tub and roof, is one single physical component. This ensures extreme rigidity and thus outstanding driving precision, as well as an extremely high level of passive safety for the driver and his passenger. The entire monocoque weighs only 147.5 kilograms (325.18 lb).
The monocoque, together with the front and rear Aluminium frames, features an impressive combination of extreme torsional stiffness of 35,000 Newton meters per degree and weighs only 229.5 kilograms (505.9 lb).
Maximum revs, amazing sound
For the Aventador LP 700-4, the engineers in Lamborghini’s R&D Department have developed a completely new high-performance power unit – an extremely powerful and high-revving, but very compact power unit. At 235 kilograms (518 lb), it is also extremely lightweight. A V12 with 515 kW (700 hp) at 8,250 rpm sets a whole new benchmark, even in the world of super sports cars. The maximum torque output is 690 Newton meters (509 lb-ft) at 5,500 rpm. The extremely well-rounded torque curve, the bull-like pulling power in every situation, the spontaneous responsiveness and, last but not least, the finely modulated but always highly emotional acoustics are what make this engine a stunning power plant of the very highest order.
Innovative transmission for maximum performance
Engineers at Lamborghini have created the perfect mate for the new twelve-cylinder engine with the highly innovative ISR (Independent Shifting Rods) transmission. The development objective was clearly formulated – to build not only the fastest robotized gearbox, but also to create the world’s most emotional gear shift. Compared with a dual-clutch transmission, not only is the ISR gearbox much lighter, it also has smaller dimensions than a conventional manual unit – both key elements in the field of lightweight engineering for super sports cars.
Refined and safe with all-wheel drive
This kind of extreme power must be delivered reliably to the road. The driver of the Aventador LP 700-4 can depend fully on its permanent all-wheel drive – indicated by the 4 in the model designation. In the driveline, an electronically controlled Haldex coupling distributes the forces between front and rear. In a matter of milliseconds, this coupling adapts the force distribution to match the dynamic situation. A self-blocking rear differential together with a front differential electronically controlled by ESP make for even more dynamic handling. The Drive Select Mode System enables the driver to choose vehicle characteristics (engine, transmission, differential, steering and dynamic control) from three settings – Strada (road), Sport and Corsa (track) – to suit his individual preferences.
Pushrod suspension
Lamborghini has equipped its new V12 super sports car with an innovative and highly sophisticated suspension concept. The pushrod spring and damper concept was inspired by Formula 1 and tuned perfectly to meet the needs of a high-performance road-going vehicle. Together with aluminum double wishbone suspension and a carbon-fiber ceramic brake system, this lightweight chassis represents a further aspect of the new flagship’s unique technology concept.
Extensive assistance and safety systems
In the hands of its driver, the Lamborghini Aventador LP 700-4 is a high-precision machine – spontaneous, direct and always reliable. The driver is also assisted by the latest electronic systems such as the incredibly sporty, adjustable ESP system. When it comes to passive safety, front, head-thorax and knee airbags play their part alongside the extremely stiff carbon-fiber cell.
A rich and wide-ranging individualization program
A Lamborghini should always fit perfectly with the style and preferences of its owner. To this end, the range of individualization options is virtually inexhaustible. There is a selection of 13 production paint colors to choose from, three of which are highly sophisticated matt tones. A choice of two-tone interiors are offered with the “Sportivo” and “Elegante” versions, while a premium audio system and reversing camera are among the many technology options. And of course, the “Ad Personam” individualization program knows no limits when it comes to colors and materials.
The price of the Lamborghini Aventador and market delivery
UK: GBP 201.900,00 (suggested retail price taxes excluded)
Europe: € 255.000 (suggested retail price taxes excluded)
USA: 379.700 USD (suggested retail price – GGT included)
China: RMB 6.270.000,00 (suggested retail price taxes included)
Japan: YEN 39.690.000,00 (suggested retail price taxes included)
The first customers will take delivery of the new Lamborghini Aventador LP 700-4 in late summer 2011.