4. Ego mode
The car’s innovative new seven- speed gearbox with independent shifting rods allows for quicker, smoother transitions.
The result, compared with the Aventador, is a noticeably sportier feel when using the manual paddle shifters because each gear change is more precise. It also feels more comfortable ( though less exciting) to drive in automatic because each gear change is ironed out like a sail.
I should note that the “Automatic” gear- change function is not available in the Corsa drive mode — that’s the one best reserved for track settings, since it’s the rawest of the now four modes available.
Sport, Strata, and the new Ego mode — yes, it’s really called that — are the other drive settings available, and they work with either manual or automatic shifting. You can switch between the drive settings at will, at whatever speed you want.
Ego in particular is great because it allows the adjustable four-wheel drive to calibrate into one of 24 different personalised combinations of the other three modes, depending on the driver’s style and sensibility and what buttons you push in the car.
5. Design and performance
There’s no mistaking the Aventador S as anything but an Aventador in looks. The tail lights are still a series of small, red, arrow- shaped lights. They, along with the entire rear and sides, draw design inspiration from space rockets and fighter jets.
But the Aventador S looks more like a Countach than ever. Jay-Z would be pleased.
New vents in the sides and underneath the car improve air cooling, which is the single most important thing to manage in performance cars — the cooler you can keep the engine bay, the faster and longer you can go ( and the less chance you have of blowing up).
A rear- end restructured to be squarer and larger overall also allows for better aerodynamics, which translates into faster speeds and better efficiency.
The car also feels faster when i t strikes. An increased front splitter and the new aero diffuser with three new active rear-wing positions increase downforce by 130 percent, with 50 percent better efficiency at the highest points of downforce.
Can you see how all these smaller changes add up to big performance gains?
True, those buying an exotic car seem especially unlikely to inquire about how much petrol it guzzles (you’ve got to feed those 12 cylinders something, after a l l ) . But here’s how i t matters: During a day at the track or a day driving upstate, you’ll have to stop less often to refuel. Which means more uninterrupted time behind the wheel. And isn’t that all anybody wants, anyway?
6. Polished cockpit
It’s here, in the interior, that the Aventador S solidifies itself as a true luxury supercar compared with, say, the Ford GT, which has exemp- lary specifications but an interior far rougher around the edges.
Where the GT is primed only for track satisfaction, this Aventador S could almost be construed as a daily driver because of how well the interior is trimmed and fitted. (It’s also more fun to drive, of course, even at slow speeds, and with the allwheel- steering, it’s nimble enough to cover a multitude of pothole sins.)
Anyway, the vertically opening doors now have handles located along the floorboard, which sounds odd but is actually the most convenient and clever place for them.
The car is low, and you sit low in its supple and ergonomic leather seats. It’s nothing at all to reach down and pop open the doors as lightly as if they had been spring loaded.
The other noticeable change inside the Aventador S is the instrument cluster behind the steering wheel. Now, depending on which drive mode you choose, the digital screen scrolls through different configurations displaying speed, RPM, engine status, fuel levels, gears, and other safety and traction systems in the car. The display for Corsa — one full RPM arch — feels extra race-ready.
So, are you entertained?
James Foley, sales director, Cavanaghs of Charleville, presents the 172 Ford Range at the dealership’s site in Charleville, North Cork.