2017 Lamborghini Aventador S
While we’ve been spending a lot of time in Lamborghini Huracans lately, we all know it’s the Aventador and its V12 engine is much higher in the brand’s pecking order. Though that gap between the two is not quite as wide as Lamborghini would like it, thus a highly-revised Aventador comes our way…and with it a brand new 2017 Lamborghini Aventador S.
The Lamborghini Aventador has always been much more than just your standard rich guy garage trophy, with serious on-track credentials that most owners barely ever get more than a whiff of. Well, for those few who actually do seek to get the most out of their Aventadors, they’ll love the new 2017 Aventador S.
That affection starts with additional power for the naturally-aspirated 6.5-liter V12 engine. A boost of 40-horsepower puts it at 730, only 10 less than the still lighter Superveloce, with 509 lb-ft. of torque. Thanks to valve-timing and intake adjustments, it revs higher while also delivering peak torque sooner. No complaints about that!
But, the big heart throb is new four-wheel-steering; which of course comes with an acronym, LRS for Lamborghini Rear-wheel Steer. Combined with the front steerers, and you have LDS, or Lamborghini Dynamic Steering.
You can feel it in action right away, as it has an almost unnatural feel at first; but once you learn to trust it and put it to good use, there’s no doubt it makes you faster on the track.
Laps around Spain’s Circuit Ricardo Tormo revealed that not all of the all-wheel-drive understeer has been eliminated, but you can feel bags and bags of torque going to the rears on corner exit, and plenty of grip to deal with it; aided by improved stability control.
Turning can still feel heavy and the overall experience remains intimidating, depending how much experience you have throwing half a million dollars around a corner.
We had a chance to drive the S back-to-back with the previous Aventador, and the S noticeably turns in a lot quicker.
We could also easily get a feel for the stiffened suspension, as the magnetic dampers have been recalibrated. All-wheel-drive software has also been altered, and the S adds a new driving mode, appropriately named “EGO”, which allows you to dial in your own custom setup.
The Aventador S sticks with the Independent Shifting Rod transmission, which can feel downright brutal at times, hampering the daily driving experience, but apparently it has been smoothed somewhat. Engineers claim a true dual-clutch would add weight, and that buyers really like the classic race car feel of the current setup.
Lamborghini also claims to have taken some mass out of other parts of the car, so that even with four-wheel-steering bits, overall weight remains about the same.
And not to worry, it will still deliver you to 60 in under three seconds.
Obviously the four-wheel steering helps shorten the turning radius for parking or maneuvering around the pits.
But even with all of the updates and oodles of electronics controlling everything, this car still has a raw nature that gearheads will love…we sure do!
Visibility remains atrocious and the ride is stiff even in its softest suspension settings. If you want comfort or refinement, seek out a Huracan and save a few coins.
The Aventador S’s look is still mostly the same, but the bodywork does see a mid-cycle massaged.
There’s a new nose designed for increased airflow, and certainly looks more aggressive as well. Likewise, in back, the rear diffuser is redesigned; constructed of carbon fiber should you choose the upgrade.
Exhaust fumes spill out of three single outlets in a new triangle arrangement.
The active rear wing can deploy in a number of ways depending on speed and drive mode.
Altogether, downforce has been improved dramatically; without sacrificing any top speed.
Updates inside include a new configurable TFT digital gauge display, and Apple Car Play. Lambo could have gone a little farther here, but since most Aventador’s are highly customized, they’ll leave that up to you.
You’ll have to tap into a significant portion of your trust fund if you want to play with an Aventador S, as prices start at $424,845; just 20-grand more than a “base” Aventador, but still way less than a Superveloce.
The Lamborghini Aventador is unlike anything else on the road. Just about everyone knows what it is when they see one, and don’t easily forget about it when they do. And now with the S, Lambo has taught this old bull some new tricks, making their flagship supercar is more capable, and more captivating, than ever.
Specifications
- Engine: 6.5 liter
- Horsepower: 730
- Torque: 509 lb-ft.
- 0-60 mph: 2.9 seconds
2024 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.