Barcelona – The story goes; nearing the end of tyre testing session at the famous Nürburgring Norschleiffe, Pirelli test driver Marco Mapelli spotted a 15-minute-long gap in the traffic and decided to see what time the new limited-edition Lamborghini Aventador LP750-4 Superveloce could achieve. Given the green light by Lamborghini the car’s adjustable wing was left in its default setting and the raging bull headed out onto “the green hell”. Six minutes and 59,73-seconds later Mapelli not only guaranteed himself social media hero status but also, by stopping the clock just two seconds behind the time set by the highly sophisticated (and specifically-prepared) Porsche 918 Spyder, the “old school” Aventador SV was granted not only instant credibility but, importantly, relevance.
What is it?
Reserved for the mightiest of V12-engined raging bulls the Superveloce name makes only its fourth appearance in 44 years on the Aventador LP750-4. Before it a Murciélago, a Diablo and, of course, a Miura SV represented the pinnacle of what Lamborghini was capable of at the time.
How does the SV differ from the standard Aventador?
A heavily revised front splitter, an optimised under body and substantial rear diffuser combine with the aforementioned prodigious new wing to grant the SV a staggering 170% more downforce than the standard Aventador. Of more relevance is the fact that despite this new aero the car is also 150% more slippery through the air than the car on which it’s based.
While the standard car’s naturally aspirated 6,5-litre V12 engine remains a rare, if endangered treat in a fast-evolving efficiency-obsessed automotive world, in the SV a new exhaust arrangement and revised variable timing system have allowed it to breathe that much more freely. With the redline raised to 8 500 r/min (from 8 350) and an additional 37 kW of power unleashed the result is 552 kW available at 8 400 r/min, with an unchanged 690 N.m of torque offered from 5 500 r/min.
For the first time the Volkswagen Group’s adjustable magnetorheological damper system has been fitted to the Aventador’s pushrod suspension setup. This not only accounts for a reportedly improved default ride quality in Strada (road-going) mode but also keeps cornering body-roll in check while pushing on.
What’s it like to drive?
I remember clearly the sense of disbelief I felt after discovering what a handful the Lamborghini Countach was/is to drive. How could a car that looked that good on a poster on my bedroom wall be anything but majestic to pilot? I also remember moving swiftly on from this disappointment and forgiving this iconic supercar for any potential flaws based purely on its menacing looks and heritage.
While I can’t (yet) say which of Lamborghini’s past models were in fact better to look at than to drive what I can confirm is that the Aventador LP750-4 Superveloce, while looking suitably menacing proved one of the most memorable driving experiences of my career to date.
Approaching my initial laps of the famous Circuit de Catalunya with the kind of respectful prudence a 552 kW raging bull demands I’m grateful for the track tutelage and spectacle provided by my Italian pace car driver up ahead. To pilot the Aventador SV is an attack on all the senses. Without having piloted the likes of the 918 Spyder or McLaren P1 past experience with the manufacturers in question suggests a certain level of character-dulling clinical precision has been dialed into their flagship models’ respective driving experiences. Behind the wheel of the fastest Aventador I’m very aware that this is Lamborghini’s almost stubborn reminder to the world that cars of this ilk are meant to have an air of intimidation about them.
In Corsa mode the smallest of throttle inputs are acknowledged by an instant aural response from over my right shoulder and manually operated gearshifts occur within 50-milliseconds of one another. This car is brutally fast.
In this the raciest of settings the fully electric Haldex all-wheel drive coupling shifts up to 60% of available torque to the front wheels when required while with lap times in mind the rear wheels are starved of the 90% of torque that can potentially be directed their way in Sport mode.
A new dynamic steering system constantly adjusts the amount of input required to change direction at speed, meaning even in the track’s tightest corners my hands never leave the wheel. That said I’m pleasantly surprised at just how agile this 2 030 mm wide hypercar is. Carry too much pace into a corner and the front will scrub wide but feed in the power while opening the lock and you’re soon running rapidly line astern again.
There’s little doubt pressures, both externally and from within the Volkswagen Group will eventually force Lamborghini to reconsider its thinking around the propulsion of its Sant’Agata-produced stock. For the time being though the automotive world is a better place for having the likes of Lamborghini who consider the environment by rather investing in a (first of its kind) CO2 neutral factory. In it they build vehicles that continue to not only look good on bedroom and workshop walls but also offer a complete (if a little scary) visceral experience to those fortunate enough to push the starter button.
