Presented at the 2011 Geneva Motor Show
Lamborghini Aventador LP
700-4: AWD, 700hp 6.5L V12
Carbon-fibre monocoque, 7-speed ISR and 0-100 in 2.9 sec
upward, a feature of the V12 Lamborghini models.
16 March 2011: As an innovative concept for a
new super sports car performer,
Lamborghini Aventador LP 700-4 brings its new technology package in a carbon-fibre
with a new 60° V12 engine (6.5-litre, 515 kW / 700 hp), a
7-speed ISR transmission
Rods) with AWD system, pushrod
suspension and brake discs made with carbon ceramic composite
material (Lamborghini Aventador LP
700-4 specifications page).
Based on the Italian brand's tradition (owned by the VW
group), Lamborghini’s new
flagship bears the name of a bull, from the world of the Spanish Corrida. Aventador was the name of
a bull that proved outstanding courage in its battle in October 1993 at the Saragossa
Built in an all-new production facility in Sant’Agata
Bolognese, Italy, deliveries of the new Lamborghini
Aventador LP 700-4 will start in late summer 2011, at suggested retail
prices ranging from GBP201,900 in the UK (taxes excluded), to €255,000 in
other parts of Europe (also taxes
excluded), USD 379.700 in the USA (GGT
included), RMB 6,270,000 in China (taxes included) and YEN 39,690,000 in
Japan (taxes included).
Thanks to a dry weight of 1,575 kilograms (3,472 lb), the
stands at 2.25 kilograms per hp (4.96 lb/hp). The 0-100 km/h (0-62 mph) acceleration figure
is just 2.9 seconds, with a top
speed of 350 km/h (217 mph). Fuel consumption and CO2 emissions
(see also the fuel autonomy with the
90-litre fuel tank) are down
by around 20 percent compared with its predecessor, the Murciélago, despite the
8% increase in power (see also the net and specific
output and specific
Europe, before taxes.
The ISR transmission provides a shifting time of 50
milliseconds, while the lightweight chassis with
pushrod suspension delivers handling precision and
competition-level performance. The interior offers
hi-tech features, including the TFT cockpit display with Drive Select
Aventador's full carbon-fibre monocoque weighs only 147.5
kilograms (325.18 lb). The entire occupant cell, with tub and roof, is one single
physical component, bringing rigidity, driving precision and a high level of passive safety
for the driver and his / her passenger.
The monocoque, together with the front and rear
aluminium frames, features a torsional
stiffness of 35,000 Newton-meter per degree and weighs only 229.5
kilograms (505.9 lb).
The overall body length of 4,78 meters (188.19 in.) is matched with
a considerable width of
2,26 meters (88.98 in.) including the exterior mirrors, and further
accentuated by a low height of 1.136 mm (44.72 in.).
clustered with the LED units.
The impression of width
is further emphasized by the widely spaced air intakes and headlamp units.
The Aventador’s low front takes on a
distinct arrow form. The air guides are further
emphasized by their glossy, black frames.
The bi-xenon headlamps are
clustered with the LED units for daytime running lights and indicators
beneath hexagonal casings. The daytime running light comes from LED light
guides that wrap around the main headlamp in a Y form. Seven further LEDs
provide the light source for the indicator.
Both doors of the carbon-fibre monocoque open
upward – a feature that was first introduced in the legendary
Countach and then used for subsequent V12 models such as Diablo and
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. An optional transparent engine bonnet exhibits the
twelve-cylinder engine like a technical work of art in a display case.
The driver can choose between five
With the new Aventador LP 700-4, the designers at the
Centro Stile Lamborghini in Sant’Agata Bolognese pulled their inspiration from the
world’s fastest and most agile aircraft, resulting in a design of
maximum functionality, spectacular sharpness, powerfully
defined lines and taut surfaces. The limited
edition Reventón and the Sesto Elemento
‘technology demonstrator’ were forerunners of this approach: the
Aventador is the first Lamborghini series production car embodying this
The Aventador also follows the
mid-engine concept, with the vehicle weight concentrated around the
vertical axis to reduce inertia and optimize dynamics. With the legendary
Countach, Lamborghini was a pioneer of mid-engine construction. The design
of the Aventador adds visual emphasis to the mid-engine layout, with a
look that concentrates its power on the rear axle.
Optional transparent engine bonnet.
For such a powerful automobile, the
most crucial task of the body shell design is aerodynamic efficiency: the
optimum airflow for absolute stability at all speeds and, at the same
time, optimum cooling for the engine. On the Aventador, all aerodynamic
elements are integrated into the body shell form, from the front spoiler
to the rear diffuser. A key role is played by the flat, optimized
The rear spoiler is deployable and controlled electronically.
At rest, it lies flush with the rear of the vehicle; in operation, it has
two positions – the approach angle of 4 degrees is optimized for high
speed and assists directional stability at the very top end of the
spectrum. The tilt of 11 degrees, on the other hand, delivers considerably
greater downforce at mid-range speeds, helping to optimize handling and
stability. The car uses dynamic parameters to calculate for itself the
most appropriate tilt angle.
Long side view,
a very low roofline and two sweeping strokes.
The extremely long side view is dominated by the
very low roofline and by two sweeping strokes – the first emphasizes the
front wheel arch; the second, very sharply drawn line begins at the front
wheel arch and runs like a tensed muscle along the entire side of the car
and over the rear wheel.
The deeply recessed door and the mighty sill bear
further testimony to the determined functionality of the Lamborghini
design. Ultimately, these forms serve only one purpose – to deliver the
maximum volume of cooling air to the mighty V12 power plant.
The engine air intakes
are behind the third side windows.
The large air
intakes behind the upward-opening doors are also enclosed in black plastic
frames and guarded by a fine mesh.
The engine air intake is located on the
roof pillar, behind the third side window. And when cooling requirements
are particularly high, additional air channels open up on the rear wheel
The rear end, too, is dominated by openings
framed in black, where the hot air finds its exit. The entire rear end is
highly three-dimensional in its design.
The rear lights in LED
technology reiterate the triple Y motive.
The lower diffuser stands in
powerful relief, while the substantial format of the hexagonal tail pipe
symbolizes the concentrated potency of the engine. The rear lights in LED
technology reiterate the triple Y motive already familiar from current
Engineers in the Lamborghini R&D department have developed
a completely new high-performance power unit, known internally as the
The only real choice taken by Lamborghini is a high-revving naturally aspirated engine. Ten cylinders
would have been ideal in the displacement class around the five litre mark, as in the Gallardo engine.
But for the 6.5 litre displacement
targeted in this case, the perfect number is twelve. A lower number of
cylinders would result in larger and heavier pistons and con-rods, which
would have a negative impact on the engine’s high-revving
of the Lamborghini V12
books say that Ferruccio Lamborghini established a car
company in the early sixties because he wanted to better the products on
offer at the time from the competition (that is, Ferrari), with the best possible technology
The prototype for all later Lamborghini super sports cars was
the 350 GTV study presented at the Turin Motor Show in 1963. It featured
an all-new aluminium twelve-cylinder developed from scratch by engine
designer Giotto Bizzarrini and boasted breathtaking performance figures at the time.
12-cylinder V-engine with 60 degree cylinder bank angle, four overhead
camshafts (at a time when single camshafts were still the norm) and dry sump lubrication, generated 360 hp at 8,000 rpm from a
displacement of 3,497 cm3 that would take the concept car to a top speed
of 280 km/h. The 350 GT series production version with conventional
lubrication launched the following year produced 320 hp at 7,000 rpm from
a displacement of 3,464 cm3.
This engine was featured in the Lamborghini
Miura at the 1966 Geneva Auto Salon . Although its main features were already familiar from the 400 GT,
this time the four-litre 60° twelve-cylinder was mounted transversely
behind the cockpit, with transmission and differential in a single unit
fixed directly to the frame.
The 320 hp made the series production Miura that
followed the fastest production car of its time with a stated top speed of
more than 280 km/h.
This engine was further developed over the years, with several iterations
featuring in the Miura S (370 hp at 7,000 rpm, 285 km/h) and Miura SV (385
hp, 300 km/h). In the Miura Jota, a one-off made for racing, the V12
generated 440 hp at 8,500 rpm.
Applications for the four-litre
were not limited to the mid-engine Miura. In the front-engine Islero,
introduced in 1968, and in the 400 GT Jarama, it produced 350 hp, while in
the futuristic Espada the figure was 325 hp (later also 350 hp). In 1974,
the Espada also saw an automatic transmission offered for the first time.
The generational shift from the Miura to the new
LP400 Countach took place in the early seventies. 1971 brought the
prototype with a breathtaking, edgy form, the genes of which would
ultimately re-emerge forty years later in present-day Lamborghini super
sports cars. Marcello Gandini’s design was a fitting outfit for a five-litre version of the V12.
This engine was dropped from the series
production model in 1973 in favour of a further evolution of the four-litre
In the 1973 Countach – still without the “wing” or spoiler of
the eighties – it was longitudinally mounted behind the driver, where it
generated 375 hp at an impressive 8,000 rpm and reached a top speed of 300
km/h. The years that followed saw the Countach engine undergo a series of
evolutionary developments, although still based on the familiar
cornerstones of the first V12 unit.
It was in 1985 that the Countach
Quattrovalvole took displacement over the five-litre mark for the first
time (5,167 cm3) and – as the name implies – featured a four-valve
cylinder head. Output was an impressive 455 hp at 7,000 rpm.
In 1986, the five-litre V12 was presented with a
completely new application – the Lamborghini LM002 may also have had the
450 hp engine mounted up front, but the 2.7 ton automobile was the first
and only SUV produced by the brand, a four-door all-terrain vehicle.
late eighties saw the amazingly long career of the Countach near its end
with the Countach Anniversario. The Diablo followed as its rightful heir,
clad in a distinctly nineties outfit. By 1990, the V12 had increased to
5.7 litres and by the end of Diablo production to almost six litres,
producing 492 hp.
One year later, the Diablo VT was the brand’s first
four-wheel drive sports car. Over the next few years, output grew steadily
to 520 hp (1993 Diablo SE). The Diablo GT with 575 hp and the radical GTR
with 590 hp both appeared in 1999. The Diablo 6.0 was the first model to
feature the V12 with displacement expanded to six litres, its output
ultimately reaching 550 hp.
The Murciélago was launched in 2001 as the first
Lamborghini of the new era (the brand was bought by Audi, one of the VW
group's subsidiaries, in 1998). It boasted a new 6.2 litre alloy V12 with a
crankshaft running on seven bearings and dry sump lubrication. It
generated 580 hp at 7,500 rpm and took the super sports car weighing just
1,650 kilograms to a top speed of 330 km/h. The maximum torque of 650 Nm
was reached at just 5,400 rpm.
At the 2006 Geneva Motor Show, Lamborghini
unveiled the Murciélago LP 640, which produces 640 hp from the V12 unit
that had been expanded to 6,496 cm3. In the strictly limited Lamborghini
Reventón, the twelve-cylinder
generated 650 hp. The grand finale came with the Murciélago LP 670-4
Superveloce with its 670 hp.
The twelve-cylinder power unit,
with its black intake manifold, lies
beneath three cover panels. It is framed by diagonal carbon-fibre
struts and accompanied by the powerful dampers from the pushrod
At 235 kilograms (518 lb), the 6,498cc V12 engine
(cylinder spacing is 103.5mm) is very
lightweight, with a classic cylinder bank angle of 60 degrees (compact power package)
and 515 kW (700 hp) at 8,250 rpm. Maximum
torque output is 690 Newton meters (509 lb-ft) at 5,500 rpm.
The crankcase on the new power plant is made from an aluminium-silicon alloy and has an open-deck construction with steel
cylinder liners. The short-stroke layout (95mm bore and 76.4mm stroke) is
especially beneficial for high-revving characteristics and for low internal
The two four-valve cylinder heads are likewise
made from sand-cast aluminium-silicon alloy. The twelve pistons and con-rods are, respectively, in forged
alloy and steel. The maximum piston speed at 8,250 rpm is only 21 meters
per second, which is considerably less than for the Murciélago’s
previous power unit.
the compression ratio is extremely high. Inlet and outlet valve timing is
water circuits in the engine ensure very rapid warm-up, which minimizes
friction and quickly brings the catalytic converters up to operating
temperature, thus benefiting fuel consumption and emissions. The external
water coolers are switched into the circuit only as required.
circulation uses a dry sump lubrication system, allowing a very low mounting position of the engine
(60 millimetres lower than the V12 in the Murciélago).
The hydro-formed and thermally insulated
three-into-one exhaust system incorporates four pre-catalytic converters close to
the engine and two main catalytic converters shortly before the muffler.
The casing incorporates two separate mufflers – one low-volume, one
high-volume. All is regulated by valves controlled via the engine
The electronic engine
management, which was developed entirely by engineers at
Lamborghini, consists of the main ECU, a secondary “smart
actuators” and two additional black boxes that function as “smart
sensors”. Smart actuators make the ECU faster. The two smart sensors are constantly monitoring
combustion in real time – each ignition in every cylinder.
The innovative ISR (initials for Independent Shifting Rods) transmission is a very fast robotized gearbox
(servo-actuated mechanical gearbox). Compared with
a dual-clutch transmission, the ISR gearbox is lighter with smaller dimensions than a conventional manual unit.
Operation is via two ergonomic
shift paddles behind the steering wheel.
The new unit is laid out as a two-shaft
transmission with seven forward gears and one reverse. For especially high
durability, the synchronizing rings are made from carbon-fibre.
To summarize the principle of the ISR gearbox compared
to a conventional
- In a conventional
manual gearbox, be it automated or fully manual, the gear wheels for, say,
second and third gears are located side by side. When the driver wants to
shift gear, the shifting sleeve with synchronizer unit is moved along the
shifting rod from second gear through neutral to third gear. This requires
twice the distance and twice the time – second gear has to be disengaged
before third gear can be engaged.
shift paddles behind the steering wheel.
- In the
Lamborghini ISR transmission, the gear wheels from the second and third
gears are separate from each other and the shifting sleeves are actuated
by independent shifting rods. Now the shifting process can run virtually
in parallel – while one shifting rod is disengaging one gear, the second
shifting rod can already engage the next gear. Because these movements
partially overlap and the mechanical distances are considerably shorter,
this facilitates a significant saving in shift time.
Lamborghini ISR transmission shifts around 40 percent faster than the
e.gear transmission in the Gallardo. And that is already one of the world’s
fastest automated manual gearboxes.
with its black intake manifold
beneath three cover panels.
The new transmission has four of these
independent shifting rods, with sensors constantly monitoring their exact
positions. They are operated via hydraulic actuators, with an extremely
high system pressure of 60 bar ensuring the necessary operating speed. The
system incorporates a total of seven hydraulic valves, with pressure
supplied by an electric pump. The double-plate clutch is also
hydraulically actuated. All system components are contained within one
casing. The total weight of the transmission is only 70 kilograms.
The driver can choose between five
operating modes, three manual (Strada, Sport and Corsa) and two automatic
(Strada-auto and Sport-auto). The Strada mode offers
comfort-oriented shifting, with fully-automatic also an option. The Sport
mode has a dynamic set-up in terms of shifting points and times, while the
Corsa mode delivers the maximum shift strategy for race track driving.
This mode also includes Launch Control, the automatic function for maximum
acceleration from a standing start (see also: Steering Drive Select Mode).
The rear spoiler is deployable and controlled
The permanent all-wheel drive (indicated by the 4 in the model
designation) is an electronically controlled Haldex
coupling that distributes the forces between front and rear. This coupling adapts the force distribution
(in milliseconds) to match the
dynamic situation. A self-blocking rear differential together with a front
differential electronically controlled by ESP make for even more dynamic
The fully electronic controlled coupling device
for the front wheels distributes continuously the right torque
to the front wheels for always attaining the best performance aspired to
by the driver. The torque distribution to the front wheels can vary
continuously from 0% to 60% of the total torque available.
The suspension was inspired by the Formula 1, with a
pushrod spring and damper concept tuned to meet the needs of a
high-performance road-going vehicle, with aluminium double wishbone and a
carbon-fibre ceramic brake system.
The instruments are presented on a TFT-LCD
Instead of being located on the wheel mounts, the spring/damper
elements are connected inboard to the
body shell structure. They are transversely positioned: under the
windscreen in the front and close to the engine in the rear. Pushrods and
relay levers / rockers transmit the forces from the wheel mounts to the
Due to the combination of the double wishbone and pushrod
arrangement, wheel control and damper remain separate from each other. As
a result, handling is more responsive and easier to manage at all speeds,
while rigid connection to the chassis also improves the precise and
spontaneous reaction of the springs and dampers. Spring
stiffness can be notched back a little – comfort increases, while
On the front axle, the shock absorbers are equipped
with a hydraulic lifting system, which enables the front end of the car to be lifted by 40
millimetres at the touch of a button,
simplifying its ability to negotiate minor obstacles.
suspension system, including upper and lower control arms, wheel mounts
and relay levers are made from forged aluminium alloy.
Second, seven-inch TFT-LCD screen in the
discs on the high-performance brake system are made
from lightweight and extremely hard-wearing carbon ceramic composite
On the front axle, the ventilated discs measure 400 millimetres
in diameter, with braking force delivered via six cylinder
On the rear axle, 380 millimetre diameter discs are used in
combination with four cylinder calipers.
The parking brake on the new
Lamborghini top model is electrically powered.
The hydraulic steering gear foresees three different servotronic characteristics managed by
Drive Select Mode,
enabling the driver to choose
vehicle characteristics (engine, transmission, differential, steering and
dynamic control) from three settings – Strada (road), Sport and
(track) – to suit his / her individual preferences.
The interior combines premium materials with Italian craftsmanship
and modern technology. The red switch cover on the broad centre tunnel
(pictures above) encloses the start button.
The cockpit is upholstered entirely in fine
leather and also takes on a subtle arrow form. The controls are
grouped on the broad centre console. The instruments are presented on a TFT-LCD screen.
At the centre of the
display is a large dial: at the touch of a button, the driver can
choose whether he / she would rather see the road speed read-out or the engine
speed. Further information ranging from fuel level to the output from the
on-board computer is grouped in fields surrounding the large dial.
A second, seven-inch TFT-LCD screen in the centre console belongs to the integrated multimedia system
(pictures above). Beneath it is the
familiar array of Lamborghini toggle switches for operating functions such
as the electric windows or the front axle lifting system, as well as the
controls for the air conditioning.
The Lamborghini Aventador LP 700-4 offers a comprehensive
line-up of electronic vehicle,
entertainment and communication systems. These functions are operated via the Human-Machine Interface (HMI) on the
centre console, featuring a large push/turn control and eight function
The standard package of electronic systems
includes ABS, electronic brake distribution, anti-slip control,
speed-dependent servotronic steering, hill start assist and ESP stability control.
The rear spoiler and the side air intakes are
electronically controlled. The Drive Select System enables vehicle
characteristics (engine, transmission, differential, stability control,
steering) to be set in accordance with individual driver preferences in
one of the three Strada (road), Sport and Corsa (track) modes.
The cockpit with TFT-LCD display also comes as
standard, as does the multimedia HMI system with Navigation, including
traffic data, iPod connection and Bluetooth.
Sportivo: base colour in black and orange contrast.
The automatic climate control functions with a
sunlight sensor, with further sensors controlling the automatic
headlights. The bi-xenon headlamps come with daytime running lights and
rear lights in LED technology.
The five-spoke alloy wheels (19-inch front and 20-inch
rear) are clad in Pirelli P
Zero tires (255/35 at the front
and 335/30 at the rear) and feature tire pressure monitoring, while
the brake system is equipped with carbon-ceramic rotors and black brake calipers. Safety
equipment includes six front, thorax, head and knee airbags.
Options include features such as the transparent
engine cover, black painted wheels and brake calipers in yellow, grey or
orange. The standard audio system can be upgraded to the “High-End
Lamborghini Sound System” with premium speakers featuring neodymium
technology and 4x135 watt amplifiers. Park assistance systems include
proximity sensors front and rear, as well as a reversing camera.
A range of 13 colours are available at launch, in
pastel metallic, pearlescent or matt finishes. These include the new
shades Grigio Estoque and Arancio Argos. Three colours are available in
specialized and highly sophisticated matt finishes as AD Personam– Nero
Nemesis, Bianco Canopus and Marrone Apus.
The full leather single-colour interior is
available in either Nero Alde (black) or in Marrone Elpis, a warm brown
shade. The contrasting stitching can be ordered in a range of colours. The
two-tone leather interiors are offered in two style lines. For Bicolour Sportivo, the base
colour is black, with the contrast in orange, white,
yellow or green, while Bicolour Elegante presents a harmonious blend of
brown tones. The Ad Personam individualization program goes
much wider with colours and materials.