Simply Abu Dhabi Magazine XIX

2 4 3 S I M P LY A B U DH A B I The nose of the car has been reshaped to improve aerodynamics and also visual dynamics. The front skirt has been stretched and paired with two front wings, one in carbon fibre and the colour of the car. Strolling down the side of the SV, I found bigger side intakes, which feed both the engine and the rear brakes, allowing each system to cool more quickly. The rear-end, however, holds the biggest surprise: the large racing-style rear wing, which not only improves efficiency but also immediately differentiates the SV from all other Lamborghinis. The large expanse is perched over an improved rear-end with exposed steel, a large diffuser, and four naked exhaust pipes. As imposing a form as it is, little did I know, simply beholding the SV would little prepare me for the brutality of the car on the tarmac. Brutality Dropping behind the steering wheel of the SV in the paddocks of the Circuit de Catalunya, I was greeted to a stark and carbon-rich cabin. This being a Lamborghini, it’s not simply a bunch of motorsport switches and analogue gauges; the SV is luxurious, sporting, and also state-of-the-art. Unlike other Lamborghinis, occupants can catch quick glimpses of the car’s carbon fibre monocoque chassis in the centre tunnel and the doorsills. Extending that hint of carbon into a full-blown motif, for the first time on a production car, Lamborghini includes its Carbon Skin material on the dash. And cradling both passengers is a pair of newly developed carbon fibre sport seats, which are draped in Alcantara and Y-shaped leather inserts. In front of the driver, brightening up the darkness of the all-carbon cabin is an entirely new thin-film-transistor (TFT) screen with a bright yellow background accented by a light blue rpm shift indicator. Tarmac Lifting the jetfighter-like cover on the bright red ignition switch, I fired the engine of the SV, which emitted an echoing roar that danced across the grandstands of the circuit, which just days before had held thousands of spectators for the Spanish Grand Prix. Following the recommendation of the Lamborghini test drivers, I clicked the drive mode selector from the standard ‘Strada’ setting into the second position, ‘Sport,’ and set out for my inaugural lap of the hallowed racing circuit. Pulling out onto the circuit, as the sonorous sounds of the vicious V12 crashed over me, all worries I harboured melted away. Thankfully, the exhaust note is more than loud; the sound waves seemed to create a harmonic vibration with my body, both soothing and exciting at the same time. Feathering the throttle in the long and sweeping Renault right-hand corner, I experienced the unforgettable sensation of feeling the all-wheel drive system fight for traction, as it worked to put all 750 bhp onto the tarmac, through a four-wheel drift. The job of keeping the car planted isn’t simply left to the tyres and traction control system alone. The SV produces 170 percent more downforce than the regular Aventador. This means the driver can lay harder on the accelerator than he might otherwise, without fear of being flung off into the tyre wall. By my second lap, I had become more accustomed to the car. On the front straight I peaked at 260 km/h before slamming on the carbon ceramic brakes, bringing the SV back down to a more manageable 90 km/h. The astonishing thing is, I did this every lap – for 16 laps – and the brakes never got hot or perturbed; they performed without flaw every time. While the brakes are incredibly strong, the acceleration absolutely astounding, and the styling worthy of award, my favourite bit about the Aventador SV was its new, supple suspension. The standard Aventador’s ride is jittery and hard. With the MRS smoothing things out, the SV drove like it was floating on a cloud, rather than a pile of bricks. Amazingly, the SV had one more trick up its sleeve, one more level to its insanity: ‘Corsa’. Mid way through my track time, I clicked the drive mode over from ‘Sport’ into ‘Corsa’ and with the click of a switch what I thought was a fast and loud supercar became a mind-melting hypercar. The exhaust became inexplicably louder, the suspension slightly stiffer without causing harm, and – most importantly – the ISR transmission now fired off shifts in 50 milliseconds. Holding the throttle down against the carbon floorboard and ordering up shifts with a click of the steering wheel- mounted paddle shifters gave the sensation of not simply changing gears very quickly but also firing a huge hunting rifle; the immediate force of the thing shot through my body and only made me yearn for more power. Leaning into the steering wheel in the straights, with the throttle wide open, I yelled at the SV to go faster. I was riding the line between motoring and madness. For several laps in Spain, I lost myself; I became one with the car. I breathed fire, my heart pumped petrol, and my voice was the screaming V12. It was something I will never forget. And I believe a feeling only a Lamborghini can impart. Chequered Flag Looking at the car’s lines stirs emotions and driving it can quite nearly alter your DNA. But that’s the thing about the Aventador Superveloce, you see. It didn’t have to be so good. The Lamborghini designers could have just made the Aventador moderately more mental in appearance and perhaps made it slightly louder and sold just as many cars just as quickly. But they didn’t. They above and beyond created one of the greatest supercars ever built… or may ever be built. This is all well and good until we realise that Lamborghini will only make 600 examples of the Aventador Superveloce, making it one of the most exclusive cars in the world. And worse yet, according to Lamborghini, every single one has already been sold. If you bought one, and I hope you did, you’re now privy to one of the all- time greats. Since there will be so few, however, it means that not everyone who wants to experience the mastery that is the SV well get a chance. That’s a true shame.