The Mercedes Vision AMG concept shows more skin in recent teasers

Mercedes-AMG has released some new teasers for the upcoming Vision AMG concept as we move closer to its May 19th debut. The new shots reveal more of the EV’s surfacing and aerodynamic curves, as well as its special lever.

The Vision AMG concept was announced a few weeks ago with a teaser sketch that revealed nothing more than its silhouette. Mercedes-AMG and design chief Gordon Wagner have released new teasers on social media, along with comments for AMG’s all-electric future. Pronounced rear shoulders and close-up shots of the A-column are part of the racked windshield, a mirror-replacement camera, a futuristic body-colored side window with dots, and a special star-themed lever that highlights the sculptural bodywork.

See also: Mercedes EQX rests range anxiety to cover 626-miles with a single charge in real-life condition

 

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The Vision AMG seems to have a visual connection with the long-tail Vision EQXX although the AMG branding promises an increased power output. Remember, the Affalterbach-based company is already developing AMG-specific electric motors for production-specific Mercedes-AMG EQS 53 4MATIC +, which produces up to 751 hp (560 kW / 761 PS).

The future of the sportscar in the electric age will be interesting to see the adoption of Mercedes, the combination of advanced aerodynamics, weight-saving system and a powerful powertrain. We’ll learn more on May 19, though we wouldn’t be surprised if AMG drops more teasers of the concept before that date.






The difference between an electric and an electrified car

Earlier this week, Chevrolet announced that an iconic car would undergo a major overhaul. According to GM President Mark Reus, the Corvette-America will evolve to take the supercar-electric motor. He announced on April 25 that an “electrified” model would be launched next year, while an “electric” model would follow some later. It is hoped that these battery-and-electric-motor-enhanced curves prove that the future of EVs and hybrids will not be bleak.

The appeal of the Corvette in general is that it brings to the larger middle class the masses what was once only available in supercars. Launched in 2020, the C8-Generation Corvette is the first widely available mid-engine supercar to carry the Corvette name, with a starting price of $ 60,900 within the reach of many buyers.

But the recent announcement raises a question that many may ask: What is the difference between an electric car and an electric car?

Broadly, under the EVR umbrella, battery electric vehicles, hybrid-electric vehicles (sometimes called self-charging hybrids), and plug-in hybrid-electric vehicles. Hundreds of new cars fitting these three categories are available today. Here’s how it all breaks down.

It is electric

It’s simple: anything described as “electric” is going to pack a full battery electric powertrain. The defining feature of an electric car is, of course, that it does not use any petrol. While electric vehicles are nothing new, they have only become mainstream in the last decade, with the introduction of the Nissan Leaf in 2010 and the Tesla Model S in 2012. Today, electric vehicles come in all sorts of configurations, from large SUVs and pickup trucks to compact sedans like the GMC Hummer EV and Rivian R1T, Porsche’s Taycan and Hyundai’s Ioniq. These rides use a large battery capacity, providing a range of 100 to 500 miles in charge depending on the model.

It is electrified

Meanwhile, hybrid electric vehicles have spread widely for nearly 20 years, the most well-known example being the Toyota Prius, although everything from the Dodge Ram pickup to Acura’s NSX sports car is available with a hybrid drive. Such vehicles usually do not carry a large battery pack and cannot run on electric power alone for any meaningful distance. A standard hybrid electric motor is usually only available to assist petrol engines. The goal in this case is basically to improve efficiency, although it comes at the expense of additional complexity. Running a hybrid electric car means you’ll still be dependent on gasoline for the ride, but hopefully it will burn less.

A plug-in hybrid-electric vehicle (PHEV) is like a standard hybrid, it has both a petrol engine and at least an electric motor. The primary difference with the PHEV architecture is that electric motors are powerful enough to propel a car to normal driving without a petrol engine fire, and these plug-ins typically have enough battery power to power electric motors up to a dozen or more miles. Absolutely.

[Related: What’s the difference between a sports car, a supercar, and a hypercar?]

Plenty of PHEVs are available in the market today with daily drivers like Toyota Rav4 Prime or Porsche Cayenne e-Hybrid. With a place to plug in at home or at work, a PHEV can save its owner money on gasoline. It will have the most advantages of an electric car, able to travel around the city without burning a single drop, but still be able to travel long distances without long stops to recharge.

Like a non-plug-in hybrid, once the battery pack is exhausted, the car will recharge through a regenerative braking system to keep efficiency high even if it doesn’t charge for a while. Unlike a traditional hybrid, however, you can plug the car into a charger if you wish to replenish that power and continue your trip in full electric mode.

[Related: Coupes, crossovers, and other car body styles, explained]

There is another type of plug-in that is a bit more rare: range-extended battery electric cars are more electric than gas-powered. With a large battery that allows the car to run on full electric power every day, a ReX EV has a small gasoline engine that uses it as a generator to recharge the battery on the go. BMW recently rolled out the i3 ReX in a phased manner, and Mazda is set to launch a new range-enhanced MX-30 plug-in within a year.

These types of vehicles include Hybrid, Plug-in Hybrid, and Range-Extended EV যা, commonly known as an “electrified” vehicle. The term is a catch-all to describe something that uses electricity as a conduit, but still has a gas tank. These are the intermediaries that will help transform the world away from gasoline into an electric future that awaits.

The future of Corvette, both electric and electrified

Electrified vehicles don’t just use that battery power for efficiency.

For nearly a decade, high-end sports car manufacturers have been employing hybrid drivetrains to improve the performance of their fastest machines. In 2013, Porsche, Ferrari and McLaren launched the so-called Hybrid Hypercar to compete with each other, costing $ 1 million or so. The 918 Spyder, LaFerrari, and P1 each produced about 1,000 horsepower in a combination of high-output gasoline engines and electric motors. Since then, automakers around the world have launched dozens more performance-based hybrids.

Using GM’s ultra-efficient Altium battery platform, the upcoming hybrid Corvette will probably use its electrical power to go faster rather than deliver a better fuel economy, although it will. The recently launched Corvette Z06 has a 670-horsepower V8 engine mounted on the back of the passenger bogie. It would be reasonable for Chevrolet to use this high-powered ‘VAT’ as a jumping off point for high-performance hybrid models. With the rear engine, GM builds a free, all-wheel drive machine with a four-digit horsepower number to get the front wheels free with the electric motor. It will not be too difficult to place a 330-horsepower electric motor on the front axle of a mid-engine corvette. In fact, each of the three motors in the GMC Hummer EV delivers about 330 horsepower.

As a battery-electric corvette, it will probably be available with about 1,000 horsepower. With two motors at the rear and one at the front, the Corvette will still maintain biased power delivery to its rear and gain some fantastic impressive acceleration. We have some time to wait for any BEV Corvette, but GM is committed to introducing 30 new battery-electric cars by 2025, so you can bet that the Chevrolet brand will be one of them.

The new BMW XM is a hybrid luxury performance SUV coming this December.

The exciting BMW XM concept is fast becoming a real and game-changing luxury performance SUV.

Just a few months ago, BMW’s XM Concept Vehicle showed the language of a bold and intriguing future design for a BMW performance SUV. Work is now in full swing to build a prototype for the production version of the BMW XM. With the promise of “redefining high performance, luxury and sovereignty”, BMW XM is going to feature a hybrid drive system for the first time in a BMW M car. A newly developed V8 engine combined with an electric drive system produces a total system output of 650 horsepower and 590 lb / ft of torque. That power was put on the road to create a luxurious performance SUV with BMW M’s first hybrid-specific M xDrive four-wheel-drive system that we had never seen before.

Must Read: BMW Art Basel unveils XM concept in Miami Beach

BMW XM is not the only thing to get. It will have an approximately 30-mile all-electric driving range, as well as a 50:50 excel-load distribution that makes it an incredibly confident BMW M performance car, much like an SUV. Precisely, the development and release of the new BMW XM coincides with the 50th anniversary of the BMW M, which is already full of celebrations. The car will begin production this December at BMW Group’s US plant in Spartanburg, and when it does, the intersection of luxury cars, performance cars, SUVs and all these things will change forever.

Source: BMW


Nicki Lauder crashes Ferrari F1 in Monaco’s historic Grand Charles Lakelark


Charles Lecler, the first Monegasque driver of Formula 1, was cursed on his home track and this weekend, another unfortunate incident happened to him. While at the Parade Lap at the 2022 Monaco Historic Grand Prix, he lost the rear end of a 1972 Ferrari 312B3 and crashed into La Rascas.

Although he was technically lapping up the parade during the event, he was driving at a reasonable speed on the Tight Street circuit. He started to slow down before he could leave the rear of the car in the corner and his wings matched first in the obstacle.

Fortunately, Leclerc, who is the current point leader in the Formula 1 drivers’ championship, does not appear to have been injured in the crash. In footage released by the Goodwood Road and Racing YouTube channel, commentators noted that the corner was covered by oil / oil leaks from a previous accident.

Read more: Max Verstappen calls his inner Florida man and races a 900 hp swamp bogie

Leclerc, meanwhile, took to Twitter on Sunday and blamed the breaks. In fact, in the video, right after the accident, he seems to be moving as the brake pedal falls off his hand. Some distance down the road, while talking to Jackie Icox, who was driving another Vintage Ferrari F1 behind him, Lecler was heard explaining what had happened.

“No, but I lost the brakes. I lost the brakes! I braked and at first, the paddle was stiff, and then it fell to the floor, “Leclerc said in French.” I was lucky that it happened there because it wouldn’t have been so good if it had happened somewhere else. “

The extent of the car’s damage is not clear, although Leclerc was able to remove it again. Although some white smoke could be seen from the rear, it is possible that there was only smoke from the tires that emitted from the wings to the front and on the tires.

Leclerc cannot be the only one with the Monaco curse, as one Different The Ferrari 312B3 crashed at this event last year, according to former F1 driver Jean Alessi, Motorsport reported. Both Ferrari and LeClark would expect the curse to hit May 29, when modern F1 cars hit the road circuit famous for the Monaco Grand Prix.

Can Lexus make its new steering yoke easier to use?

Cars have been steering the same way for more than 100 years, but recently both Tesla and Lexus decided to redesign the steering wheel: auto companies have switched wheels to a simplified steering wheel. The reaction to the change has been polarized, with some Tesla fans preferring the new look, and others declaring it significantly worse than the wheels. Reviews of the Tesla Yoke point to an unsafe learning curve, which probably includes getting the wheel to where it should be and capturing air. Has Lexus made this idea more effective?

Tesla introduced their new yoke-style wheel when it redesigned its Model S flagship sedan in 2021. Although it works all the way like a standard steering wheel, the yoke basically removes the top of the steering wheel rim. Tesla says it enhances vehicle front visibility and allows onboard cameras to track the driver’s eye movements more accurately. This change, Tesla and Lexus claim, could facilitate the transition from man-powered vehicles to autonomous vehicles whenever that technology is safe and effective. But in practice, especially when overturning a car, the Tesla yoke is difficult to use and drivers need to retrain their muscle memory.

But Lexus is taking a different approach. With the new electric crossover Lexus RZ 450e, Japanese carmaker Tesla has tried to alleviate the problems with the first attempt. Lexus, for the first time, has installed a complete steer-by-wire system.

Unlike decades old systems that replace it – a direct shaft between the steering wheel and the rack, which transfers wheel inputs to the wheel – the steer-by-wire completely removes that physical, mechanical connection. A steer-by-wire system interprets the driver’s steering techniques as a digital signal. That signal is sent to an electric motor in the steering box, adjusting the steering angle of the front end of the vehicle. This allows the computer to interpret those inputs based on a number of factors, including speed, road conditions, and the position of the vehicle on the road, in order to determine exactly how far the vehicle can go. (Some aircraft have a similar system called “fly by wire.”)

The system boasts a great advantage: it increases the steering angle at low speeds in such a way that drivers never have to move a hand from the wheel to turn an angle or overturn in a parking spot. Lexus’s steer-by-wire handling is entirely hand-over-hand, with what the company says is a safe driving experience.

The Lexus system, known as the One Motion Grip, will constantly increase or decrease the steering ratio as the speed of the vehicle changes. The steering will adjust to slower speeds such as when in the parking lot, allowing for larger steering angles with finer, smaller inputs in the yoke. At highway speeds, however, the steering becomes much quieter to maintain stability and prevent the car from getting too dirty. The change of proportions occurs only when the wheel is pointed straight forward, so the driver will not notice an unexpected steering angle change in the middle of an angle. Like the Tesla system, it requires a learning curve, but preliminary reports indicate that Lexus is easy to get used to. It carries all the autonomous-adjacent advantages of the Tesla Yoke, but with added intuition and protection.

The new Lexus Yoke only needs to be rotated 150 degrees from lock to lock when the wheels are rotated to one side and “fully locked” to the other. A traditional steering wheel and a Tesla yoke are needed somewhere between two and three full turns to reach this position. This means that in Lexus emergency responses can be accomplished faster and with less effort, as the driver has to flick the wheel a bit instead of just handing them over to each other. In general use, this is often more relaxed, as drivers do not need to remove the hand from the wheel to rotate at a low-speed 90-degree angle.

But since the benefits of the Lexus yoke are secondary, and it will take some time to get used to, this type of steering device does not seem to fit across multiple brands and platforms. Round steering wheels may not require this kind of rigorous revision: a standard 360-degree steering wheel will benefit as much as a yoke from the advantages of a steer-by-wire system.

Learn more about the system, here:

The new Mercedes-Benz GLC SUV launches on June 1

Mercedes-Benz is premiering the next generation of one of its most popular models.

GLC is one of Mercedes-Benz’s smaller SUV offerings, leading the global market in its segment and the most popular SUV in Mercedes-Benz’s own lineup. It’s a perfect hero for a global brand, which is why it’s already getting an update to make it even better. This new generation promises on- and off-road confidence, infotainment and luxury like GLC has never seen before.

Must Read: New 2023 Mercedes-AMG CLA 45 “Version 55” Celebrates AMG’s 55th Anniversary

The new MBUX infotainment system will be available at GLC, with more computing power, responsiveness and insight than Mercedes’ infotainment system, and will be incredibly improved with off-road handling standard 4MATIC all-wheel drive and other off-road. Road features. The premiere, taking place on June 1 at 11:00 AM EST, will feature a film concept that goes behind the scenes of the digital product launch, and the characters include a film director and a Formula 1 driver. The premiere video will be live-streamed on various Mercedes-Benz social channels and will then be available for on-demand viewing after the live event.

Source: Mercedes-Benz


Lexus is committed to low-slang bodystyle, requiring more EV platforms


While many automakers are abandoning the sedan and coupe segment, Lexus’ future EV range will include traditional SUVs as well as various bodystyle cars. Spiros Fotinos, director of Lexus Europe and EV Planning, says they are not excluding anything from their future lineup in terms of body style and various segments.

Lexus’ first EV was an electric variant of the UX, followed by the brand new and recently released RZ 450e based on the Toyota E-TNGA platform. Although both SUVs, future Lexus EV offers will not be limited to the most popular bodystyle.

See also: 2023 Lexus UX gets hybrid-only, infotainment and chassis upgrade

Fotinos told Autocar that they recognize the global demand for SUVs, but will not abandon the traditional low-slang cars: Fulfill our growth ambitions for Europe. ” Asked about a possible successor to the discontinued CT compact hatchback, which is rumored to be a crossover, he added: “We’re not missing anything. The segment we compete in and the volume-seller segments in Europe are the segments we will look at first. “

Photinos also mentions various groups of concept cars released in December 2021 as a preview of the future EV range of the Lexus. Among them was a low-slang family of sibling models, including a four-door sedan, a five-door shooting brake, a five-door crossover, and a two-door variable that shared similar design features. In addition, the LFA had a fully electric supercar and a large SUV dubbed as its successor.

See also: Lexus Electrified Sport Concept video shows smooth design, preview of the electric LFA successor

Speaking of the Toyota-based e-TNGA architecture that is set to underpin many of the models mentioned above, Fotinos referred to it as a great starting point, but he also revealed that Lexus is actively looking at “other opportunities.” He explained that it would be “technically impossible” for an automaker to offer an EV in each segment competing using an EV-dedicated platform.

It is true that despite the scalability of the E-TNGA, Lexus’s high-performance models require other architecture like the Supercar, or its premium flagship sedans and SUVs of the future to compete with rivals such as BMW and Mercedes-Benz. Offers required 6 This can be achieved through future collaborations with other automakers, helping to reduce development costs and stay competitive.

Lexus promises to be the only BEV brand in Europe, North America and China by 2030 and worldwide by 2035. Until then, we’re going to look at a few hybrid models that were also previewed in the official teasers.

More pictures …

Smart cars will not last forever

This article was originally featured Drive.

You heard the story: Arv Gordon’s three million mile Volvo; Rachel Vich has changed the oil in her Mercury comet every 3,000 miles since 1964; A 102-year-old man has been driving the same car for 82 years. In the world of cars, we think of these rare owners as moral heroes. Whatever their cause – emotion? Yankee affordable? Obsessive compulsive disorder? ারাThey have given up new innovations for a lasting relationship. They’ve won a marathon and most of us don’t mind running.

I’ve been thinking a lot about long distance car owners because we’re moving towards a technological change that will advance the more than a century old tradition of car ownership. Instead of lovingly maintaining their vehicles for decades, the near future Rachel Vichs and Arv Gordons যদি if any still exist হবে will be forced to do business because they could read science fiction to their car buyers. The past.

In essence, it doesn’t make sense to create a bond with a vehicle that is not really yours and runs on software that someone else controls.

We saw this coming. For more than four decades, modern cars – both internal combustion and electrical variation – have evolved entirely from mechanical animals to wheel computing networks. It’s just the opening round. New, flexible hardware architectures The advancement of autonomous vehicle technology, with software connectivity built on fast connectivity, will strengthen the next step in the automobile industry: the transition from a low-margin manufacturing business to a high-margin software business.

Motivation from automakers to do this shines brightly on the NASDAQ every day. Tesla has a market capitalization of about $ 1 trillion, now more than the next seven or eight top global automakers combined. Tech Juggernaut Apple is probably still (even after a ton of disaster) working on building cars, and probably without a traditional automaking partner. Behind every manufacturer that fails to rebuild itself as highly scalable, tech-forward and disruptive while maintaining the complex, controlled, and high-level “hell” work of car-building will be a CEO of Skid. They, and more importantly, their shareholders, all want that Tesla sky-high rating.

You would call it a megatrend. Apple’s stock has risen in recent years as recurring revenue has risen from zero to a quarter of its revenue, and the company plans to integrate subscription services more broadly into its hardware portfolio. In the auto industry, similar changes to consistent, predictable after-sales revenue from reliance on one-time vehicle sales that will expand in the future will coincide with the advent of the “software-defined vehicle”.

Like smartphones, game consoles and smart appliances, cars are becoming a platform for software and valuable user data collectors, giving automakers a digital pipeline to their customers and allowing them to tap into sources of post-purchase cash. Recently, Honda outlined its recurring revenue strategy as a technology-driven transformation of its business. “Honda will strive to transform its business portfolio,” a press release said, adding that “the focus shifts from non-recurring hardware (product) sales business to recurring business where Honda continues to provide customers with a variety of services and pricing after sales.” And integrates the software. “

“(It’s) the way you might think about your iPhone or Android phone,” Alan Wexler, senior vice president of innovation and growth at General Motors, told participants at an EV investor conference last year. Detroit Free Press“We’re working to build experience and services, using in-vehicle and off-vehicle data.”

Wexler was specifically addressing EVs, but the upcoming internal combustion vehicles would be similarly activated. In an environment where a car is another node of the Internet of Things (IoT), long-term ownership of a car can be difficult (or breach of contract) depending on how the technology develops. You’re trying to use an iPhone 5 you bought in 2014 without Apple’s bug fixes and security patches, which it stopped offering in 2017. Now, instead of a phone, imagine a favorite SUV (which you gave a name to) that suddenly fell off – consent.

Today, there are two thorns in the side of car-ownership longevity. One is the Repair Rights Movement, which aims to attack wealthy car owners (and, more broadly, all kinds of consumer goods) companies that use software to shut down increasingly complex systems from independent mechanics and DIY tinkers. This is a philosophical as well as legal debate, where the right to physical property is protested against the limited rights granted through intellectual property (i.e., software) licenses. Although the self-reliant team has won this round, the industry is not over with them yet. The pressure from automakers to control every aspect of a new, software-centric operating environment will be significant.

Vehicles outside of other fork technology are involved that enable their features. These include the digital obsolescence in general and, more recently, the sunset of 3G cellular networks. Thousands of car owners are now learning a hard lesson about the limitations of end-user licenses, as some features for which they used to pay a premium have literally disappeared, with automakers having no obligation to replace them.

Unlike most products, where a dotted line “expires” a seller’s right to pay a buyer when signed, the right to use the software is granted through a customer’s license. The long print in small print, which we scroll past and punched the “I agree” button, accurately spells out how, where, and when a customer can use a piece of software. The 3G case, for example, underscores the importance of carefully reading the Terms of Use documents – cars are joining the ranks of devices whose ownership does not guarantee the right to use all features permanently.

Automaker’s new, software-first strategy is to turn lynchpin features into software upgrades, sell them individually or in packages, and install wirelessly via over-the-air (OTA) updates. GM launched OTA software updates through its OnStar Telematics service in 2009 and is working to expand its offerings around a new hardware infrastructure. In 2012, Tesla introduced extensive OTA integration that was central to the functionality of its EVs, including its full self-driving (FSD) software. Since then more automakers have introduced OTA functions: BMW updates its iDrive system wirelessly, as Volkswagen does with the ID range of its EVs. Ford recently announced its goal of building 33 million vehicles with OTA capabilities by 2028, giving it a huge address market for digital products.

According to McKinsey & Company, 95 percent of vehicles sold by 2030 will have OTA capability. As this surface of connected vehicles grows and consumers adapt to the combined-vehicle economy, the market will grow faster, more apps and services will come online, and more features of a vehicle will be enabled (or disabled) by OTA. However, based on the legal opinion, the court will probably not allow the manufacturers to disable the necessary functions that affect the intended operation of a vehicle – you know, As a carSome other fair play for the pay-as-you-go license may be: infotainment apps, comfort options like a heated steering wheel, or even features that define the model’s dynamic character, such as the horsepower and torque parameters or suspension settings of the sport sedan. .

As market development and software-platform initiatives accelerate, new, short-term or flexible ownership schemes that focus on revenue after stable, predictable purchases. Automakers have already begun experimenting with proprietary decoupling from use. Car-subscription services that challenged traditional ownership hit the skid during the epidemic, but their story is not over. Call it the Netflix model for car features; Even if that company hits a speed bump of its own, the metaphor still works. Why should a customer pay once for a car feature when they are increasingly accustomed to subscribing to things and you can get a recurring source of income from them instead?

For the past 20 years modern-classic car enthusiasts have been accustomed to fighting obsolescence: buying old laptops and gelbroken diagnostic software on eBay, watching YouTube for lessons on replacing faulty capacitors and renewing depleted module chips. Will future owners be motivated to do the same with highly software-dependent, connected vehicles? Will cars become more uniform because automakers seek economies of scale, or even leave production entirely to the world’s Magnus and Foxconn? Will new models of production emerge? At the very least, like devices, what’s next will set hackers apart from the rest of us.

The only question left is how far customers will go to preserve a traditional ownership-and-driving experience, what sacrifices they will accept to keep it, and when will be the tipping point that will begin the massive acceptance of subscriptions, car sharing, fractional ownership. Shared mobility, or other pay-to-drive models?

It does happen, however, that perhaps paying the top dollar for a vintage, air-cooled Porsche 911 or a 1980s Chevrolet C-10 pickup, or hanging on to that carrier for another decade or two is not the worst idea. This can only be the final future-proofing strategy.

The Bugatti has run the Centodici testing prototype for more than 55,000 kilometers

Even with only 10 made, it has come a long way.

Bugatti prides itself on being one of the buyers of some of the most amazing cars in the world, whether in terms of speed, performance, luxury or quality, Bugatti refuses to accept defeat. That’s why when it came time to build the incredibly rare Bugatti Santodisi, a tribute to the 90’s Johnny Bugatti EB 110 Supercar, Bugatti put the car through the same testing ring that it would with any other car. That is produced in much larger numbers.

Must Read: Bugatti Centodic’s Square Quilting Reference EB110 Super Sport

The Centodieci testing prototype has now reached an incredible 55,000 kilometers, and it has gone on to drive its ultimate quality assurance to ensure production. Set in a stunning French background, the Molsheim Atelier itself, the Test Drive takes you to Santodiski through the mountainous terrain of Alsace, the beautiful city and Colmar Airport in France for speed and braking tests in a safe environment. We are now closer than ever to the start of delivery for the Centodieci, and as this rigorous testing cycle draws to a close, we know it is a car with the same incredible quality as speed and style.

Source: Instagram / Bugatti


Discover which of the Lamborghini Aventador is the fastest


The Lamborghini Aventador is more than a decade old, and to get it in style, CarWow has organized an epic drag race among all the major variants launched in recent years.

The first of the models included in the race is the original Aventador, powered by a 6.5-liter naturally ambitious V12 that pumps 690 hp and 509 lb-ft (690 Nm) of torque. Even though it is over 10 years old, it is still a remarkable performance car and turns head on unlike anything else on the road.

The second car that CarWow brought was the Aventador SV. It debuted in 2015 as a hardcore variant of the mid-engine supercar and, in addition to some aerodynamic upgrade features, has a slightly larger grant with 740 hp and weighs less than 50 kg (110 lb).

Read more: Lamborghini’s sales and profits reach new heights in Q1

Joining these two is the Aventador S which was launched as a mid-life refresh for the Italian supercar. It produces 730 hp and 509 lb-ft from its V12. The final two models brought for performance testing were the Aventador SVJ with 759 hp and 531 lb-ft (731 Nm) and the brand new Aventador Ultimae with 769 hp and 531 lb-ft (731 Nm).

Before the race started, however, there was a problem. The accompanying Ultimai watch only touched more than 100 miles, and as such, the launch control system could not be enabled. As a result, it has been removed from the test.

In the first race, the driver of the Aventador SV got the best launch and won. Both the Aventador S and SVJ rocket very well from the line, throwing the others into the dust to make things match more evenly in the second race.

In the third and final race, SV got the best launch but it and S and SV all crossed the finish line in just 10.8 seconds. However, it was the regular S that finished roughly an inch ahead of the others.