Fotos Primeras especulaciones Aventador S

Es en Valencia, Cyber.

 

Te gusta el Sesto? Lo tuvimos en la tienda una semana.

 

Exacto @cybermad, si te dabas un salto este finde desde tu residencia veraniega los hubieses visto por la ciudad, llevan varios días dando vueltas por aquí unas cuantas unidades.

Somos el único medio español que asiste (y las gracias se las tengo que dar a @Guancho )

 

Gracias por nada. Disfrútalo.

 

Putada lo de lagua, pero es otra manera de ver cómo va el coche; he visto rodar los Aventador lloviendo a chuzos, correr como demonios en ese trazado. El S, que es mejor, ni te cuento.

 

Oño, pues que tengas suerte con el tiempo Mario, yo estoy en Madrid, este finde no he ido porque esta cayendo la del pulpo, hay un temporal de coj*nes

 

Sí, está la cosa regulera, hay bastante probabilidad de lluvia mañana.

 

Yo creo que mañana os respeta la lluvia.

Que lo disfrutes!

 

No lo podrás exprimir, pero también tendrá la oportunidad de probarlo en agua, que tiene su cosa. Hay que ver el lado bueno.

 

La hemos tenido. Hemos hecho cinco turnos de cuatro vueltas, al acabar el segundo nos han reagrupado y me han puesto en un grupo para los más rápidos . A partir de ahí ha sido a un ritmo cada vez mayor y con la pista prácticamente seca.

En carretera ha sido otro cantar

 

Suelta prenda, canalla, no nos cuentes el orden de los grupos.

 

Terrorista informativo!!!!!!!

 

Hola @Guancho leyendo diferentes posts, observo que trabajas en lamborghini madrid, que coches teneis actualmente de show room?

 

Si no te importa, por favor, tienes mi contacto en la página web. O me pasas por privado tu teléfono, prefiero tratar esto fuera de este medio.
Gracias.

 

@Babau97 , te he escrito un privado.
Gracias por tu interés.

 

Total no se puede pasar de 120

 

Me alegro de que no os lloviese, esperando las crónicas marianas

 

evo le da 5 estrellas, la única pega que le ponen es la caja de cambios, es mejor que la anterior pero las hay mejores
http://www.evo.co.uk/lamborghini/av...eview-does-the-big-lambo-now-have-the-chassis
Lamborghini Aventador S review - Does the big Lambo now have the chassis to match its mighty V12?
STEVE SUTCLIFFE
23 JAN 2017
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VERDICT:
Can new technology, rear-wheel steering and more power transform the Aventador?
EVO RATING:

PRICE:
from £271,146
FOR
Improved feel over standard car and a far more engaging chassis
AGAINST
Gearbox can't compete with the best modern transmissions

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When it was unleashed upon the world in 2011, the Lamborghini Aventador was at the cutting edge technically. And, of course, it looked a million dollars. But since then it’s been side-swiped by a tide of hybrid hypercars – to a point where it was feeling, if not looking, a bit sorry for itself by the end of 2016.


So Lamborghini’s reaction to this gentle collapsing of its V12 range-topper is the car you see here: the refreshingly straight-named Aventador S.

Technical highlights
The big news technically about the S is its new electronic four-wheel-steering system. But as you can see, there have been numerous design changes as well, including a delightful new treatment around the rear wheelarches that is an unashamed nod to the Countach.


In its new clothes the Aventador S also flows much more cleanly through the air. Thanks in part to a new active electronic rear wing, Lamborghini claims the S develops 130 per cent more downforce than before, and that it’s 50 per cent more efficient aerodynamically overall.

> Click here to read our review of the Lamborghini Aventador SV

And development of the car doesn't stop there. The electronic dampers and suspension have been comprehensively re-engineered so that they respond in accordance with the new 4WS system. There’s a bespoke new Pirelli tyre that’s been developed because the dynamics of a car with rear steering alter completely the demands placed on the rubber. And the dynamic drive programme has been rewritten to include a fourth setting called Ego.

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Forget the narcissistic connotations of the name (if you can) because in practice the Ego setting finally allows a driver to alter the parameters of the steering, powertrain and suspension separately from one another, which is a minor eureka moment for the Aventador. No longer do you have to put up with the thump-in-the-back upshifts that occur in Corsa mode just because you want max response from the steering and dampers.

And the final key change technically is the fitment of one single ECU to control ALL the car’s dynamic functions. Why, and what are the advantages of doing this? Because, says Lamborghini’s technical overlord Maurizio Reggiano, this has enabled his engineers to develop a harmony of response that you simply can't achieve when separate ECUs control separate dynamic functions. By having one big brain to control the whole shebang, the S, says Reggiano, has a consistency of reaction to a driver’s inputs ‘that we have never been able to achieve before, and you can feel this as soon as you start driving the car, at any speed, so not just when you are going fast.’

Engine and 0-60mph time
The V12 engine of the S has also been tickled so that it develops a fulsome 730bhp at 8400rpm – a rise of 40bhp – with an unchanged 509lb ft of torque at 5500rpm, and yet the car weighs no more than before: 1575kg dry. So while the headline statistics might not quite be up there with those of the fastest hypercars, 0- 62mph is still close at 2.9sec while 0-124mph (200kph) is suitably brisk at just 8.8sec. The top speed of 217mph also means the S is rarely going to get spanked by anything, at any price, on top end.

What’s it like to drive?
Reggiano’s also dead right about the new clarity of response to your inputs. On the move the first thing you notice about the S is how much less steering input is required, how direct this makes the front end feel, and how much more feel, proper feel, there is through the rim.

Then you notice how much cleaner the throttle response is. Every millimetre of travel on the pedal makes a difference this time, and you instantly feel more in control of the car as a result. You drive it rather than the other way round. Lamborghini, it seems, has finally got what this driving thing is all about.

And the key word is ‘detail’. The old car never lacked much when it came to generating headline numbers, nor was it short on pure brute force or aural drama. From the outside looking in, it seemed to have everything going for it.

But from behind the wheel it was a clumsy car to drive in some respects, with brake pedal responses that didn't match those of the throttle, steering that always felt detached from the rear axle somehow, and a chassis setup that was nothing if not determined in its desire to provide safe but endless amounts of understeer.



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With the S, though, all that has changed, and mostly it’s the four-wheel-steering system that’s responsible for the leap forwards. How does it work? In simple terms it turns the rear wheels in the opposite direction to the fronts up to a maximum of 3.0 degrees at low speeds, while at higher speeds it turns them in the same direction by up to 1.5 degrees. The switching ‘window’ is between approximately 78 and 84mph, depending on how much yaw is detected at the time, but in practice the transition is seamless. All you’re aware of from behind the wheel is much sharper front-end bite with maybe a hint of neutral oversteer that never develops into full-blown oversteer on turn in – a massive step in the right direction for the Aventador. And then at high speed it feels pretty much glued at both ends, with far less steering input required to get it to turn-in, plus a lovely sense of control on the throttle mid-corner.

And because the car is so much better balanced under power across all speeds, this has allowed the engineers to send much more torque to the rear axle at any given time. Which has the effect of making the S feel like a rear-wheel-drive car most of the time, and a very well set up rear-wheel-drive car at that.

I did lots of laps in it at the Valencia Moto GP circuit, in all sorts of conditions: in the soaking wet, as it was drying and eventually in the bone dry. Which is when the S properly blew me away.

The engine remains a thing of rare loveliness and its longevity, says Lamborghini CEO Stefano Domenicali, is guaranteed for a good long time yet. In the S it pulls a bit harder in the mid-range and revs for another 150rpm before its limiter intrudes at 8500rpm. And it sounds even more incredible in this installation, if such a thing could be possible. Thank the lighter new exhaust system for that.

The single-clutch paddleshift gearbox works much as before, which means it’s OK but not brilliant compared with the best of the best. And the carbon-ceramic brakes now deliver a lot more feel through the pedal, which gives you a lot more confidence to really lean on them. All of which represent small but significant improvements.



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But the chassis, which has probably been the Aventador’s weak spot since day one, well, it’s something else. Seemingly out of nowhere Reggiano and his team have turned their big V12 monster from a not especially well sorted wild animal into a genuine track weapon; one that turns in properly, is quite beautifully balanced mid corner, has mind-boggling traction on the way out of bends and which can be driven – and relished – right up near to the edge without scaring you half to death.

And it’s the harmony of response that Reggiano talks about that lies at the core of the car’s appeal. Everything in the Aventador S works ‘as one’ now, and it feels lighter on its feet, more agile and far better sorted as a result.

Oh yes, and on the road it also rides less uncomfortably than before when in Strada mode thanks to new damper settings, and it benefits from a smoother-shifting auto mode within the gearbox. Plus a slightly more intuitive digitised instrument display that alters in design as you scroll up through the various drive programmes.

Just a better supercar, full stop. A much better supercar, truth be told.

Price and rivals

The Aventador S costs from £271,146, if you’re in the market for a mid-engined V12 supercar then you’re going to struggle to find anything similar for that sort of money. The Pagani Huayra is perhaps closest, it produces similar power to the Lamborghini, but costs over £1million.

Ferrari’s F12 may not be mid-engined, and may not have quite the same presence as the Lamborghini, but it shouldn’t be dismissed as just a GT car. The F12’s engine revs in such a spectacular fashion that we’ve declared it has one of the best drivetrains of any car on sale. It’s also blessed with a capable and extremely agile chassis, which certainly makes it a worthy rival to the Aventador S.

 

Dentro de su categoría, secuencial,no las hay ni las ha habido mejores en ninguna otra marca, es la mejor del mercado. Es prácticamente la misma que montaban los F1 hace cinco años, una maravilla del tamaño de una botella de refresco de 2 litros.
El doble embrague es otros cosa, sí menos brusco y aún más rápida, pero como ya he dicho nos se le puede montar a este aventador.

Por cierto los Super Trofeo y GT3 no llevan doble embrague, llevan secuencial

 

Pero bueno! @Gus baneo inmediato para @Bimmer no suelta prenda el jodío

 

Ya contaréeeee, estamos en la cena, con Domenicalli en mi mesa
Es un cachondo, les he enseñado a brindar apoyando en la mesa, como se brinda en España, y ha estado bromeando toda la noche con eso porque dice que si no f**** esta noche es porque su mujer no está, que cuántos días dura el efecto de apoyar la copa

 

La verdad es que la caja funciona "a su manera", pero j*der, hasta su brusquedad en modo Corsa casa con el carácter "histérico" del coche cuando va encabronado. Es jodidamente bestia, sientes que cambias de verdad con las levas (no como en un R8, j*der).

 

Me sumo a la petición. Baneo inmediato.

 

Cómo te lo estas pasando, bribón
edito:

 

La gente de fábrica es super accesible. Y muy simpática.

 

Ni más ni menos, es un V12 central que empuja y sube como un demonio. La caja de cambios le va que ni pintada.

 

Pa suaveces te pillas un Continental de 12 cilindros, que es bien chulo.