DRIV­E­TRAIN

Evo India - - BRIEFING -

Re­vealed at the Peb­ble Beach Con­cours d’El­e­gance dur­ing the re­cent Mon­terey Car Week, the SVJ is the lat­est spe­cial-edi­tion to join the Aven­ta­dor line-up. Fol­low­ing the orig­i­nal SV of 2015, it takes much of what Lam­borgh­ini has learnt in terms of aero­dy­nam­ics from the Hu­racán Per­for­mante and rolls it into its flag­ship model.

There’s more power from the V12 en­gine, too, and while ac­cel­er­a­tion and per­for­mance is on a par with the SV and S mod­els, where the SVJ re­ally ups the ante is when it comes to track per­for­mance. Specif­i­cally, one track in Ger­many, where it has posted a lap time of 6min 44.97sec.

Mark­ing the model’s launch is a spe­cialedi­tion SVJ 63, a lim­ited run of 63 ex­am­ples cel­e­brat­ing Lam­borgh­ini’s found­ing year (1963) and fea­tur­ing a be­spoke livery. As for the name, the SV part is the ab­bre­vi­a­tion for Su­per Ve­loce and the J is short for Jota, the name Lam­borgh­ini gave to its most track- and driver-fo­cused cars in the past, most no­tably the achingly de­sir­able Miura Jota. With 6.5 litres and 12 cylin­ders pro­duc­ing 759bhp and 720Nm of torque – 19bhp and 30Nm in­crease over the Aven­ta­dor SV, and achieved at higher en­gine speeds – the SVJ pushes the nat­u­rally as­pi­rated 60-de­gree V12 to its lim­its.

Sit­ting be­neath a new re­mov­able car­bon­fi­bre en­gine cover are new ti­ta­nium in­take valves and a re­designed and longer in­take tract for the cylin­der heads. To­gether they pro­vide a higher flow co­ef­fi­cient.

The big change, how­ever, is a lighter, shorter ex­haust sys­tem. Ex­it­ing above the bumper be­tween the rear lights (as per a McLaren 720S) the new sys­tem re­duces back pres­sure and also prom­ises to im­prove upon the V12’s al­ready glo­ri­ous sound­track.

Those hop­ing for a new gear­box will be dis­ap­pointed to hear it’s the same sev­en­speed au­to­mated sin­gle-clutch of­fer­ing here. The four-wheel-drive sys­tem does have a re­vised torque split, though, with an ad­di­tional three per cent sent to the rear axle (now 37 per cent front, 63 rear). Aero­d­i­nam­ica Lam­borgh­ini At­tiva, or ALA to you and me, is the ac­tive aero phi­los­o­phy in­tro­duced last year with the Hu­racán Per­for­mante and which has al­lowed the com­pany to go chas­ing lap times with se­ri­ous in­tent. It’s the aero that’s been im­proved upon the most in cre­at­ing the SVJ, with the main fo­cus to achieve a sig­nif­i­cant down­force improve­ment over the SV. Which it most cer­tainly has, with a 40 per cent in­crease across both axles, while at the same time re­duc­ing over­all drag by one per cent. A small mar­gin, but a gain none the less.

There’s a new, wider front bumper with aero blades at­tached to ei­ther side and sig­nif­i­cant changes made to the in­takes. There is also a ‘float­ing’ front split­ter (in­creas­ing the car’s length by over 1.5cm) that’s linked to a pair of air vents in­cor­po­rated into the top of the bumper. Com­bined, these should make the SVJ’s front end feel in­cred­i­bly sta­ble and di­rect.

There’s also a new fixed car­bon­fi­bre rear wing, larger side in­takes to im­prove cool­ing and fins to re­duce drag. Un­der-the-car-aero has been im­proved, too, to work with the front split­ter and more ag­gres­sive rear dif­fuser, which com­bine to pro­duce 30 per cent of the car’s to­tal down­force.

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