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Looks good so far.
Lamborghini Aventador LP 700-4 (Murci Replacement) More Images Post 30
- Thread starter GTjazzabrandy
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McLaren
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Here's the new details.
Doors do go up, but not scissor style anymore.
Sorry folks, no pics, no cameras allowed & we had to surrender our cam-phones as usual. Singapore is the first country to view this working prototype. Stephen was here for presentation.
One word = impressive!
6.5L, 700Bhp, 680Nm @ 5500rpm & redlines @ 8250.
New 7 speed single clutch gearbox with two automode & 50 ms shifts!
But get this, Carbon monoque chassis & F1 style suspension on the rear
Car is 229kg lighter & 70% more rigid! 4WD.
Many new gadgets too for the cabin.
Car will be shown in Geneva Auto next spring. Get ready your cheque book!
Oh, forgot to mention this. 0-100 in 2.9 secs & 350Km/h top speed.
It has some DNA from Estoque & Reventon. I would say it's more angular with a Zagato styled "bubble" roof & a lot of hexagonal forms all over but I find that there's too many breaklines & looks a little busy. 19" front & 20" rears.
DCT is too heavy, will have 20-30Kg penalty & too smooth according to them. They like to keep the "thump" feel.
I don't suppose there'll be a RWD version. 700Bhp NA & 1.4ton is quite a handful. To be honest, I think it's a "steal" for the technologies for us here. An Enzo would have costed us about US$3mill to register back then!
Btw, car is presented in a pearl dark orange & chassis #0029the production car will have some details finalised.
Doors do go up, but not scissor style anymore.
McLaren
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That was more to be expected. Despite the Gallardo's bringing in profit, the company still can't afford to spend too much money on an all-new halo car, so it was bound to carry some attributes of the Murcielago, esp. with rumors that VAG/Porsche could drop the company. Most of the companies' money has actually been going towards to CF program.
However, it's not finalized in anyway, & even at the unveiling, a lot of the car's features were not revealed. We'll see more in March, I suppose.
- 5,991
Where is their money going? They are selling more cars than ever, haven't developed a new line since the Gallardo, don't tie up money in factory motorsport and they ruthlessly whore out their name. Their brand and market is shifting, but they still don't seem to have any trouble moving units.
McLaren
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They aren't selling any cars. Ever since the fiasco with Orange County & Vik who had a rep. for having the largest dealer in the network, the company has been losing money. It hasn't been til' these past few months that they've been recovering. Dallas' dealer is one of just very few that are still moving new cars. Most of the dealers are lucky to sale 3-4 new cars a month & are relying on all their used lots to keep afloat.
The Vanishing Boy
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- Vanishing Boy
NEWS-> Well, the new 'Jota' is called Aventador:
(autoevolution)
LINK
^ At least I'm glad its not called "Lambo Jota".
(autoevolution)
Jalopnik
LINK
^ At least I'm glad its not called "Lambo Jota".
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- NotThePrez
- NotThePrez
According to the comments, the picture is actually a render.
Last edited:
The Vanishing Boy
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-> I'm already aware that the pic above is a render. But I copy/paste the whole article from Jalopnik. Plus its not the first render to hit on this thread, I kinda like this render compared to the yellow one from the earlier post.
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Well actually no, I hear the cars coming out is lowering, in fact they finished the last Murcielago maybe last month (the 4,199th from them, it was an orange LP670-4 SV) They only have the Gallardo and its variants right now, they probably aren't selling much.
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'Aventador' is a terrible name, it sounds like a European-market Toyota People Carrier. 
The Vanishing Boy
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-> More news regarding Aventador:
Motor Authority's ARTICLE
World Car Fans; ARTICLE
CarScoop's ARTICLE
Jalopnik's ARTICLE
Press Release
Motor Authority's ARTICLE
World Car Fans; ARTICLE
CarScoop's ARTICLE
Jalopnik's ARTICLE
- 3,242
- Desert Island
- GTP_DAN_
Whoa, if the engine is as good as this press release, then it is going to be awesome. I really enjoyed reading that, thanks.
Also, it's quite weird Lambo opted for a single clutch tranny and it's claiming faster shift speeds than a dual clutch, would that be possible? I don't think so.
Also, it's quite weird Lambo opted for a single clutch tranny and it's claiming faster shift speeds than a dual clutch, would that be possible? I don't think so.
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So it's like a dual clutch, but carrying only one clutch? 
Either way, the weight loss program appears to be promising, I've read somewhere they're shedding away almost 500lbs comparing to the outgoing Murciélago, which would turn a fat pig into a skinny and muscular racer dog.
I wonder if Ferrari is planning a new mid-engined halo supercar to fight the Aventador, Jota or whatever it is called.
Either way, the weight loss program appears to be promising, I've read somewhere they're shedding away almost 500lbs comparing to the outgoing Murciélago, which would turn a fat pig into a skinny and muscular racer dog. I wonder if Ferrari is planning a new mid-engined halo supercar to fight the Aventador, Jota or whatever it is called.
Sounds like it's going to be good!
Autocar - Driven: Lambo's new Murciélago
The all-new Lamborghini Murciélago replacement won’t be launched until next March. But Lambo asked Steve Sutcliffe to join them in a secret sign-off test at Nardo in Italy. Cue a mad 210mph in the dark…
A garage door opens, writes Sutcliffe, and at that instant all conversation ceases. Before us, wearing heavy disguise that consists mostly of matt black duct tape atop four monumentally huge wheels and tyres, sits the future of Lamborghini – the very first prototype for the all-new V12 supercar that will replace the legendary Murciélago.
This is the car that will define what Lamborghini means to the rest of the world for at least the next 10 years. And it’s a car, or at least the prototype of a car, that I’ll be driving in less than half an hour’s time.
12 March 2009 1.04am
It has taken me two days of fairly grim travelling to get here – ‘here’ being the Nardo test track in southern Italy. At this stage Lamborghini isn’t allowed to give too much away. We know the tub is made entirely from carbonfibre and that the suspension is of single-seater-style pushrod design, both firsts for any Lamborghini.
What we don’t know – and what Maurizio won’t yet tell us — is what the car weighs. “If a Murciélago weighs nearly 1700kg with a conventional backbone chassis,” says Lamborghini’s main man, Maurizio Reggiani, “and you already know the new car has a carbonfibre tub because I just told you it does, how much do think the damned thing weighs?”
12 March 2009 1.25am
I press the big starter button on the console and the all-new Lamborghini erupts into life, much like every other Lamborghini erupts into life: with an enormous burst of revs, like it or not. But immediately I notice several new characteristics.
The sound from the engine and exhaust is smoother and less grainy than in a Murciélago, somehow. And the response from the crank when I blip the throttle is massively more immediate. Before it has even moved, this car feels both more refined and less physically intimidating than of old – less, dare I say it, like a rough old diamond from the good old days and more like a normal kind of supercar. One you’d half expect to see from the more extreme edges of a company like Volkswagen.
And that’s before you so much as mention the cabin, or the driving position, both of which are hugely more resolved than in the Murciélago.
12 March 2009 1.28am
The moment it moves, the new Lambo feels every bit as advanced dynamically as it does aesthetically inside. The ride is calm and controlled in a way that a Murciélago owner simply wouldn’t recognise. It glides quietly over ground that the old car shimmies and thumps across.
Best of all, you no longer get the impression that you are sitting at the front of a very long, triangular machine whose tail contains a bite so venomous that there is no known cure beyond a certain threshold.
Instead, the new car feels fundamentally better balanced, as if it has a much lower, broader centre of gravity; as if it won’t tear your arms off and then kick you in the unmentionables if you do the wrong thing with the throttle at the wrong moment in a corner. And all this, remember, from the very first prototype.
16 September 2010 12.10am
Scroll forwards 18 months and here we are again, in the middle of the night at Nardo, staring at not one but three different prototypes. Car One is the original test mule I drove last year, Car Two is a ‘mid-program’ prototype and Car Three is pretty much what will be unveiled next March, give or take its duct tape and matt black paint.
I climb inside Car Three and discover that the cabin has a much more polished feel to it this time. It looks impossibly high end and has a discernible air of quality to the way its switchgear, door handles and buttons operate.
It may not be fully signed off yet, but this car feels more like the finished article than any Murciélago ever did. And it feels faster – much faster – than the old timer as I rumble down towards the high-speed bowl and open the taps wide for the very first time.
The kick of acceleration is genuinely outrageous in second gear, as is the speed and severity of the gearchange as the new gearbox slices up through its seven forward gears.
At 200mph the front end also begins to bounce slightly, so at 210mph I back off, even though the car is still accelerating. Something didn’t feel quite right beyond 200mph on that first run. It turns out that the pushrod suspension was nudging its bump stops due to the cornering load, causing them to act as part of the suspension, hence the bouncing. But this will be eradicated, says Maurizio, before the car goes on sale next year.
16 September 2010 10.20am
Despite this minor glitch (which is what pre-production testing is designed to uncover, after all), the new car proves itself beyond all doubt around the handling circuit the morning after the night before. I drive a Murciélago SV first, then all three versions of the new car. Again, the differences in balance, feel, steering precision and speed are shockingly obvious.
The SV, all of a sudden, feels clunky and old beside the new car, and nowhere near as stable under brakes or during turn-in. The new car’s basic dynamic ability is so much greater, in fact, that it laps the circuit several seconds quicker in the end. And it feels massively better sorted into the bargain. Which means job done, all thing being equal and considered.
16 September 2010 11.55am
Time to go, to take the bus back to the airport – with a head full of questions answered and a notebook full of stuff that I’m not allowed to write about here. One thing I can tell you right here and now, though, is that the new V12 Lamborghini – whatever it ends up being called – is a thundering good car. One with the heart and soul of a traditional Lamborghini but the build integrity – and pure dynamic excellence – of the most advanced supercars money can buy.
Quite a cocktail, in other words, as long as you’ve got the balls – and the bank account – to go with it. Business as usual, then, only better made, lighter and faster than ever.
Autocar - Driven: Lambo's new Murciélago
The all-new Lamborghini Murciélago replacement won’t be launched until next March. But Lambo asked Steve Sutcliffe to join them in a secret sign-off test at Nardo in Italy. Cue a mad 210mph in the dark…
A garage door opens, writes Sutcliffe, and at that instant all conversation ceases. Before us, wearing heavy disguise that consists mostly of matt black duct tape atop four monumentally huge wheels and tyres, sits the future of Lamborghini – the very first prototype for the all-new V12 supercar that will replace the legendary Murciélago.
This is the car that will define what Lamborghini means to the rest of the world for at least the next 10 years. And it’s a car, or at least the prototype of a car, that I’ll be driving in less than half an hour’s time.
12 March 2009 1.04am
It has taken me two days of fairly grim travelling to get here – ‘here’ being the Nardo test track in southern Italy. At this stage Lamborghini isn’t allowed to give too much away. We know the tub is made entirely from carbonfibre and that the suspension is of single-seater-style pushrod design, both firsts for any Lamborghini.
What we don’t know – and what Maurizio won’t yet tell us — is what the car weighs. “If a Murciélago weighs nearly 1700kg with a conventional backbone chassis,” says Lamborghini’s main man, Maurizio Reggiani, “and you already know the new car has a carbonfibre tub because I just told you it does, how much do think the damned thing weighs?”
12 March 2009 1.25am
I press the big starter button on the console and the all-new Lamborghini erupts into life, much like every other Lamborghini erupts into life: with an enormous burst of revs, like it or not. But immediately I notice several new characteristics.
The sound from the engine and exhaust is smoother and less grainy than in a Murciélago, somehow. And the response from the crank when I blip the throttle is massively more immediate. Before it has even moved, this car feels both more refined and less physically intimidating than of old – less, dare I say it, like a rough old diamond from the good old days and more like a normal kind of supercar. One you’d half expect to see from the more extreme edges of a company like Volkswagen.
And that’s before you so much as mention the cabin, or the driving position, both of which are hugely more resolved than in the Murciélago.
12 March 2009 1.28am
The moment it moves, the new Lambo feels every bit as advanced dynamically as it does aesthetically inside. The ride is calm and controlled in a way that a Murciélago owner simply wouldn’t recognise. It glides quietly over ground that the old car shimmies and thumps across.
Best of all, you no longer get the impression that you are sitting at the front of a very long, triangular machine whose tail contains a bite so venomous that there is no known cure beyond a certain threshold.
Instead, the new car feels fundamentally better balanced, as if it has a much lower, broader centre of gravity; as if it won’t tear your arms off and then kick you in the unmentionables if you do the wrong thing with the throttle at the wrong moment in a corner. And all this, remember, from the very first prototype.
16 September 2010 12.10am
Scroll forwards 18 months and here we are again, in the middle of the night at Nardo, staring at not one but three different prototypes. Car One is the original test mule I drove last year, Car Two is a ‘mid-program’ prototype and Car Three is pretty much what will be unveiled next March, give or take its duct tape and matt black paint.
I climb inside Car Three and discover that the cabin has a much more polished feel to it this time. It looks impossibly high end and has a discernible air of quality to the way its switchgear, door handles and buttons operate.
It may not be fully signed off yet, but this car feels more like the finished article than any Murciélago ever did. And it feels faster – much faster – than the old timer as I rumble down towards the high-speed bowl and open the taps wide for the very first time.
The kick of acceleration is genuinely outrageous in second gear, as is the speed and severity of the gearchange as the new gearbox slices up through its seven forward gears.
At 200mph the front end also begins to bounce slightly, so at 210mph I back off, even though the car is still accelerating. Something didn’t feel quite right beyond 200mph on that first run. It turns out that the pushrod suspension was nudging its bump stops due to the cornering load, causing them to act as part of the suspension, hence the bouncing. But this will be eradicated, says Maurizio, before the car goes on sale next year.
16 September 2010 10.20am
Despite this minor glitch (which is what pre-production testing is designed to uncover, after all), the new car proves itself beyond all doubt around the handling circuit the morning after the night before. I drive a Murciélago SV first, then all three versions of the new car. Again, the differences in balance, feel, steering precision and speed are shockingly obvious.
The SV, all of a sudden, feels clunky and old beside the new car, and nowhere near as stable under brakes or during turn-in. The new car’s basic dynamic ability is so much greater, in fact, that it laps the circuit several seconds quicker in the end. And it feels massively better sorted into the bargain. Which means job done, all thing being equal and considered.
16 September 2010 11.55am
Time to go, to take the bus back to the airport – with a head full of questions answered and a notebook full of stuff that I’m not allowed to write about here. One thing I can tell you right here and now, though, is that the new V12 Lamborghini – whatever it ends up being called – is a thundering good car. One with the heart and soul of a traditional Lamborghini but the build integrity – and pure dynamic excellence – of the most advanced supercars money can buy.
Quite a cocktail, in other words, as long as you’ve got the balls – and the bank account – to go with it. Business as usual, then, only better made, lighter and faster than ever.
- 7,511
- Lisbon,Portugal
- beerzgood
"Lamborghini Aventador LP 700-4" seems to be the full name for this thing.
Found these new images, I don't think they've been posted yet:
More pics here.
There' seems to be a whole lot hidden beneath the rear camouflage, it barely shows anything of the real rear.
On the link above, one of the pictures they have (low side profile) immediately reminded me of the Diablo, it just clicked. 💡
Found these new images, I don't think they've been posted yet:
More pics here.
There' seems to be a whole lot hidden beneath the rear camouflage, it barely shows anything of the real rear.
On the link above, one of the pictures they have (low side profile) immediately reminded me of the Diablo, it just clicked. 💡
