- Messages
- 10,048
It kind of looks like one of the police cars from NFS Hot Pursuit.
Aventador [Official] Lamborghini Aventador SVJ Is A 770-HP Track Monster Revealed!
- Thread starter Merc1
- Start date
The Lamborghini Aventador is a mid-engine, two-seater sports car manufactured by Lamborghini. Predecessor: Lamborghini Murciélago. Successor: Lamborghini Revuelto. Production: 2011-2022.
sako97
Autotechnik Ace
- Messages
- 5,640
Hot Pursuit 2 is such a classic. One of the best car lists (though short) in a video game ever.
- Messages
- 10,048
I was thinking of this one, note the Aventador on the cover.
Need for Speed: Hot Pursuit (2010 video game) - Wikipedia
lambornima
Porsche Perfektionist
- Messages
- 732
No no, this is the right stuff:
kingjr9000
Das Beste Enthusiast
- Messages
- 1,763
Thats actually a reventon.I was thinking of this one, note the Aventador on the cover.
Need for Speed: Hot Pursuit (2010 video game) - Wikipedia
hoffmeister_fan
Kraftwagen König
- Messages
- 11,267
very minor thing but i wish instead of calling it "SVJ," they'd call it "SV Jota" or just "Jota."
TopspeedPT
Track Technician
- Messages
- 3,756
Nice photos. Circuito Estoril track in Portugal 
A.P.
High-Rev Hero
- Messages
- 2,123
So the reviews are out. It looks so damn good.
Top Gear sort of compared it to a Senna some places:
Lamborghini Aventador SVJ review: glorious V12 supercar driven
Top Gear sort of compared it to a Senna some places:
Lamborghini Aventador SVJ review: glorious V12 supercar driven
TopspeedPT
Track Technician
- Messages
- 3,756
TopspeedPT
Track Technician
- Messages
- 3,756
kingjr9000
Das Beste Enthusiast
- Messages
- 1,763
Lamborghini's 2020 Aventador Replacement Will Be Heavier and Hybrid
The automaker's chief technical officer tells us what the next-generation supercar will be like.
Back in March we told you about Lamborghini's radical plans to keep a naturally aspirated V-12 in the Aventador replacement, expected in 2020, by combining it with some form of hybrid system. Now, after another in-depth conversation with the company's chief technical officer, Maurizio Reggiani, we can add some more detail as to what we can expect to see in the next-generation supercar.
While talking in general terms rather than specifics about the yet-to-be-disclosed future model, he was happy to discuss the serious technical challenge of adding a significant amount of electrical assistance in such a weight-conscious segment.
Reggiani conceded that the move to hybridization hasn't come from choice but necessity. "The law will determine what level of pure-electric driving you need," he told Car and Driver at the launch of the Aventador SVJ. "There are several discussions ongoing" about that, he noted, with various requirements in the under-20-mile range, while "China is suggesting 50 km [31 miles], and normally we only develop one car worldwide."
That means additional mass. Reggiani suggests that even a lightweight electric system will add some 330 to 440 pounds, so it appears almost certain that even with weight savings elsewhere, the new car will be bulkier.
"I imagine that the starting point of the car will be heavier, no doubt. What will be the end game?" he said. "We don't know. Improvements will happen. But we need to draw the line between emotion, handling, material costs, and the price of the car.
"I prefer to have [20 pounds] less rather than 1 horsepower more, even if the power-to-weight ratio is the same. Ten horsepower more, nobody can feel, but [20 pounds] more and everyone will start to perceive it immediately with braking and with cornering."
We asked whether Reggiani favors a system that blends electric and gasoline power before reaching the driven axle, or one that uses internal combustion to power one end and an e-motor to turn the other.
"I think, from a technological point of view, the second one is the best solution," Reggiani said. "My personal idea is that this is the best concept, to give the best control and management of the chassis. It would be easy to have full torque vectoring at the front, to help compensate for the increase in weight with more agility."
Having electric drive at the front would also reduce mechanical complexity, even if—to allow it to work effectively at higher speeds—it would need to incorporate some kind of transmission.
"I think yes, you could have a gearbox in the front. This is my vision," Reggiani said. "It can be much more manageable to have an electric motor in the front because you don't need any kind of propeller shaft."
Regardless of how it is powered, the most important thing to Reggiani is that the company's next generation of products maintain the visceral appeal of the current ones.
"Already there are big parts of the [supercar] market that have gone to turbo engines, which to me have a reduction of emotion," he said. "When you add electrification, the risk is that you put something between the driver and the car. As I say every time, the super sports car is not to go from A to B; it is to enjoy."
The automaker's chief technical officer tells us what the next-generation supercar will be like.
Back in March we told you about Lamborghini's radical plans to keep a naturally aspirated V-12 in the Aventador replacement, expected in 2020, by combining it with some form of hybrid system. Now, after another in-depth conversation with the company's chief technical officer, Maurizio Reggiani, we can add some more detail as to what we can expect to see in the next-generation supercar.
While talking in general terms rather than specifics about the yet-to-be-disclosed future model, he was happy to discuss the serious technical challenge of adding a significant amount of electrical assistance in such a weight-conscious segment.
Reggiani conceded that the move to hybridization hasn't come from choice but necessity. "The law will determine what level of pure-electric driving you need," he told Car and Driver at the launch of the Aventador SVJ. "There are several discussions ongoing" about that, he noted, with various requirements in the under-20-mile range, while "China is suggesting 50 km [31 miles], and normally we only develop one car worldwide."
That means additional mass. Reggiani suggests that even a lightweight electric system will add some 330 to 440 pounds, so it appears almost certain that even with weight savings elsewhere, the new car will be bulkier.
"I imagine that the starting point of the car will be heavier, no doubt. What will be the end game?" he said. "We don't know. Improvements will happen. But we need to draw the line between emotion, handling, material costs, and the price of the car.
"I prefer to have [20 pounds] less rather than 1 horsepower more, even if the power-to-weight ratio is the same. Ten horsepower more, nobody can feel, but [20 pounds] more and everyone will start to perceive it immediately with braking and with cornering."
We asked whether Reggiani favors a system that blends electric and gasoline power before reaching the driven axle, or one that uses internal combustion to power one end and an e-motor to turn the other.
"I think, from a technological point of view, the second one is the best solution," Reggiani said. "My personal idea is that this is the best concept, to give the best control and management of the chassis. It would be easy to have full torque vectoring at the front, to help compensate for the increase in weight with more agility."
Having electric drive at the front would also reduce mechanical complexity, even if—to allow it to work effectively at higher speeds—it would need to incorporate some kind of transmission.
"I think yes, you could have a gearbox in the front. This is my vision," Reggiani said. "It can be much more manageable to have an electric motor in the front because you don't need any kind of propeller shaft."
Regardless of how it is powered, the most important thing to Reggiani is that the company's next generation of products maintain the visceral appeal of the current ones.
"Already there are big parts of the [supercar] market that have gone to turbo engines, which to me have a reduction of emotion," he said. "When you add electrification, the risk is that you put something between the driver and the car. As I say every time, the super sports car is not to go from A to B; it is to enjoy."
- Messages
- 36,012
We need to wait for solid state batteries for the weight penalty to diminish. The only other option is to significantly downsize engines but larger turbos would require better cooling and more coolant which result in............more weight.
Sigh.
Bucketslash11
Das Beste Enthusiast
- Messages
- 1,776
lithium (most reactive metal)- fluor (most reactive non-metal) battery
though lithium-sulfur/lithium-oxygen is far more likley as fluor is unstable
though according to this video we still haven't hit the full potential of lithium-ion batteries
Similar threads
Lamborghini
Automobili Lamborghini S.p.A. is an Italian manufacturer of luxury sports
cars and SUVs based in Sant'Agata Bolognese. It was founded in 1963 by Ferruccio
Lamborghini (1916-1993) to compete with Ferrari. The company is owned by the
Volkswagen Group through its subsidiary Audi.
Official website: Lamborghini
Official website: Lamborghini
