New Lamborghini Aventador SVJ
The new Lamborghini Aventador SVJ is presented in a first test drive and shows that the show car has become a real performer.
The new Lamborghini Aventador SVJ is here and clears up old clichés. You don’t buy an Aventador for the race track. Lamborghini’s top model is more luxury goods, design sculpture, sound icon. Too big, too heavy, too willing to compromise, not made for the fight on the circuit. Til today. Because what the developers from Sant’Agata Bolognese have worked out and teased out of the base presented for the first time in 2011 is remarkable. Let’s take the twelve-cylinder: 6.5 liters, suction cup. Hardly anyone builds anything like this. Lambo does. They fine-tuned this engine cattle again, reduced the friction, installed a lighter flywheel, increased the valve lift and a little more fuel was also injected. Result: 770 hp, faster throttle response times and more torque. The exhaust system is shorter and therefore lighter, which means less backpressure and better response. The tailpipes in the stovepipe format now open at waist height, because there is no space left in the diffuser – every square centimeter is needed for the aerodynamically valuable airflow under the car and the exhaust air from the engine room. This brings us to the next point, the aerodynamics and the abbreviation ALA, which in Italian suitably means wing and stands for “Aerodinamica Lamborghini Attiva”. The idea is not simply to place large spoilers in the wind to push the car onto the road with airflow but to selectively control the new Lamborghini Aventador SVJ with movable flaps on the bow and stern. which means less backpressure and better response. The tailpipes in the stovepipe format now open at waist height, because there is no space left in the diffuser – every square centimeter is needed for the aerodynamically valuable airflow under the car and the exhaust air from the engine room. This brings us to the next point, the aerodynamics and the abbreviation ALA, which in Italian suitably means wing and stands for “Aerodinamica Lamborghini Attiva”. The idea is not simply to place large spoilers in the wind to push the car onto the road with airflow but to selectively control the new Lamborghini Aventador SVJ with movable flaps on the bow and stern. which means less backpressure and better response. The tailpipes in the stovepipe format now open at waist height, because there is no space left in the diffuser – every square centimeter is needed for the aerodynamically valuable airflow under the car and the exhaust air from the engine room. This brings us to the next point, the aerodynamics and the abbreviation ALA, which in Italian suitably means wing and stands for “Aerodinamica Lamborghini Attiva”. The idea is not simply to place large spoilers in the wind to push the car onto the road with airflow but to selectively control the new Lamborghini Aventador SVJ with movable flaps on the bow and stern. The tailpipes in the stovepipe format now open at waist height, because there is no space left in the diffuser – every square centimeter is needed for the aerodynamically valuable airflow under the car and the exhaust air from the engine room. This brings us to the next point, the aerodynamics and the abbreviation ALA, which in Italian suitably means wing and stands for “Aerodinamica Lamborghini Attiva”. The idea is not simply to place large spoilers in the wind to push the car onto the road with airflow but to selectively control the new Lamborghini Aventador SV with movable flaps on the bow and stern. The tailpipes in the stovepipe format now open at waist height, because there is no space left in the diffuser – every square centimeter is needed for the aerodynamically valuable airflow under the car and the exhaust air from the engine room. This brings us to the next point, the aerodynamics and the abbreviation ALA, which in Italian suitably means wing and stands for “Aerodinamica Lamborghini Attiva”. The idea is not simply to place large spoilers in the wind to push the car onto the road with airflow but to selectively control the new Lamborghini Aventador SVJ with movable flaps on the bow and stern. Because there is no space left in the diffuser – every square centimeter is required for the aerodynamically valuable airflow under the car and the exhaust air from the engine room. This brings us to the next point, the aerodynamics and the abbreviation ALA, which in Italian suitably means wing and stands for “Aerodinamica Lamborghini Attiva”. The idea is not simply to put large spoilers in the wind to push the car onto the road with airflow but to selectively control the new Lamborghini Aventador SVJ with movable flaps on the bow and stern. Because there is no space left in the diffuser – every square centimeter is required for the aerodynamically valuable airflow under the car and the exhaust air from the engine room. This brings us to the next point, the aerodynamics and the abbreviation ALA, which in Italian suitably means wing and stands for “Aerodinamica Lamborghini Attiva”. The idea is not simply to place large spoilers in the wind to push the car onto the road with airflow but to selectively control the new Lamborghini Aventador SVJ with movable flaps on the bow and stern.More on the subject: The Lamborghini soundbar and docking station
FIRST TEST DRIVE IN THE NEW LAMBORGHINI AVENTADOR SVJ
The increased contact pressure in curves and when braking makes the new Lamborghini Aventador SVJ (2018) even more confident. As soon as the accelerator at the corner exit becomes heavier and the wheels stand straight at some point, the ALA flaps open at the front and rear, making the SVJ particularly slippery. The next curve is approaching and the foot suddenly switches from the accelerator to the brake pedal, the flaps close, which makes the Aventador more stable when decelerating and in fast corners. Speaking of curves: the two flaps in front of the rear wing can open, close and generate downforce independently on the inner, relieved side in curves. Result: more spontaneous steering, better traction, greater driving stability. They call it aero vectoring. So much for theory. In practice, the Aventador still starts with a button – hidden under a red cap. The sitting position is perfect because it is deep and slightly inclined backward. The adjustable steering wheel stands vertically in front of the chest, behind which a large, fully digital display is now installed. 1, 12, 4, 9, 2, 11, 6, 7, 3, 10, 5, 8: The V12 engine fires in this order. A very rare pleasure for the ear canals. Pull the rocker switch, first gear, out on the track. Today we drive with standard soles, i.e. not with the slick Trofeo R, with which the new Lamborghini Aventador SVJ (2018), limited to 900 pieces, set the lap record on the Nordschleife. a large, fully digital display is now installed behind it. 1, 12, 4, 9, 2, 11, 6, 7, 3, 10, 5, 8: The V12 engine fires in this order. A very rare pleasure for the ear canals. Pull the rocker switch, first gear, out on the track. Today we drive with standard soles, i.e. not with the slick Trofeo R, with which the new Lamborghini Aventador SVJ (2018), limited to 900 pieces, set the lap record on the Nordschleife. a large, fully digital display is now installed behind it. 1, 12, 4, 9, 2, 11, 6, 7, 3, 10, 5, 8: The V12 engine fires in this order. A very rare pleasure for the ear canals. Pull the rocker switch, first gear, out on the track. Today we drive with standard soles, not with the slick Trofeo R, with which the new Lamborghini Aventador SVJ (2018), limited to 900 pieces, set the lap record on the Nordschleife.More on the subject: The Lamborghini Countach Turbo S
FANTASTIC V12 IN THE NEW LAMBORGHINI AVENTADOR SVJ
First of all, the new Lamborghini Aventador SVJ (2018) understeers – as we know it from its predecessor – and it takes a while until the temperature is in the tire. But then the aerodynamic fine-tuning becomes apparent: absolutely stable, balanced braking when breaking down at almost 200 km / h with the carbon-ceramic discs. In addition, the making of curves, especially those of the technically demanding, narrow corners – i.e. those with a double vertex or those that close. Understeering at the corner entrance they have largely weaned the coupé, which weighs well over 1700 kg, including liquids and driver. At the exit of the curve, however, you still have to be a bit patient before you add performance – at least with the more everyday P Zero Corsa tire. The best thing to do is luff slightly before the apex, use the load change, lets the rear-axle steering work, puts the wedge as straight as possible and throws the next straight for him to eat. The composite discs are already glowing again, and the tailpipes fire loud volleys through the area when you switch down. Oh yes, the transmission still shifts semi-automatically and the long paddles still don’t turn when you steer. Here and there, the well-known Aventador concept, ready to compromise, still flashes. And probably the more radical and new Lamborghini Aventador SVJ (2018) will see fewer race track kilometers than motorway kilometers at the end of the day. A shame actually, because Lamborghini’s newest and most expensive model is much too good for pure street use. The composite discs are already glowing again, and the tailpipes fire loud volleys through the area when you switch down. Oh yes, the transmission still shifts semi-automatically and the long paddles still don’t turn when you steer. Here and there, the well-known Aventador concept, ready to compromise, still flashes. And probably the more radical and new Lamborghini Aventador SVJ will see fewer race track kilometers than motorway kilometers at the end of the day. A shame actually, because Lamborghini’s newest and most expensive model is much too good for pure street use. The composite discs are already glowing again, and the tailpipes fire loud volleys through the area when you switch down. Oh yes, the transmission still shifts semi-automatically and the long paddles still don’t turn when you steer. Here and there, the well-known Aventador concept, ready to compromise, still flashes. And probably the more radical and new Lamborghini Aventador SVJ (2018) will see fewer race track kilometers than motorway kilometers at the end of the day. A shame actually, because Lamborghini’s newest and most expensive model is much too good for pure street use. Aventador’s concept prepares for compromises. And probably the more radical and new Lamborghini Aventador SV will see fewer race track kilometers than motorway kilometers at the end of the day. A shame actually, because Lamborghini’s newest and most expensive model is much too good for pure street use. Aventador’s concept prepares for compromises. And probably the more radical and new Lamborghini Aventador SVJ (2018) will see fewer race track kilometers than motorway kilometers at the end of the day. A shame actually, because Lamborghini’s newest and most expensive model is much too good for pure street use. More on the subject: Lamborghini Urus in the driving report
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