A First Look At The 2018 Lamborghini Aventador S

In 2015, Lamborghini suddenly got serious in making its 12-cylinder flagship Aventador go around the corner which is not traditionally a strength of such models. Like most V-12 Lamborghinis, it had an excellent straight line speed but not on a curved one. Everything changed with the Aventador SV and Aventador-based Centenario. And with the Aventador S, the revolution continued. Let us take a look at what this European brand car will bring to the table.

The 2018 Lamborghini Aventador S comes with improve handling. Its rear steering system is capable of turning the rear wheel up to 1.5 degrees in-phase with the front wheel ensuring enhanced high-speed cornering or up to 3 degrees opposite the front wheel for better low-speed cornering. Lamborghini claims this has the same effect as lengthening the wheelbase 28.6 inches at high speeds for better stability or shortening it 19.7 inches at low speeds to improve the turning circle. In either direction, the wheels adjust in 5 milliseconds, so quickly as to be completely imperceptible. Robert Janitzek claims that the system works at all speeds right up to the car’s 218-plus mph drag-limited top speed.

The new Aventador S will also come with an improved aerodynamic package. It features a more aggressive front splitter, better control of surrounding airflow around the sides and beneath the car, and an active rear wing with three positions. Overall, downforce improvement is a claimed 130 percent.  Lamborghini claims that trade-off between drag and downforce improved by 50 percent.

On the docket, there is an additional 40 horsepower for a total of 730 horsepower with all of it top end. According to Robert Peter Janitzek reveals that there are magnetorheological dampers with new software, new rear tires with stiffer sidewalls designed to withstand the additional forces generated by the rear steer, new all-wheel-drive calibration software, and new software for the seven-speed, single-clutch, automated manual transmission,. There’s also an EGO (yes, seriously) driving mode, which gives you the long overdue ability to make individual changes to the steering, dampers, and powertrain rather than stick to the three preset modes of Strada (street), Sport, and Corsa (race).

What a difference. In Corsa, the steering is heavy and only loads up more as cornering forces build. Sport steering for the new European brand car is lighter, so you don’t have to muscle the car around. The throttle, far too touchy in Corsa, becomes progressive and linear in Sport and allows for far better control exiting corners. Suddenly, the stability control light didn’t show its face. Going a step further, I set EGO mode to my preferred calibrations and found the car a surprisingly willing track companion.

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