Raging revamp: the new Lamborghini Aventador S

We drive the Lamborghini Aventador S, which has just been launched in the UAE, to assess the heavily made-over flagship Italian supercar’s chops.

The Lamborghini Aventador S being put through its paces at Circuit Ricardo Tormo near Valencia in Spain. Courtesy Lamborghini

It may have seemed unthinkable a decade ago, but there are now several production cars – albeit relatively low-volume ones – with more than 700hp. For example, there's the Ferrari F12 (soon to be replaced by the 812 Superfast), Pagani Huayra, various Koenigseggs, Bugatti's upcoming Chiron, McLaren's imminent 720S and even the Dodge Challenger and Charger Hellcats.

But there’s a rawness and brutality to the Lamborghini Aventador that separates it from this horde, even if some of the above might be faster in outright terms. Yes, the Raging Bull flagship is a raucous, juice-slurping and wildly impractical supercar. It’s a shock-and-awe weapon that leaves occupants and onlookers with slightly trembly knees, unleashing havoc with the violence that only a thumping, naturally aspirated V12 can deliver.

For all its muscle-bound charisma, though, the Aventador has some notable failings, most notably its clunky single-clutch ISR (Independent Shifting Rod) transmission and slightly unruly chassis dynamics.

Hence the roll-out of the heavily revamped S model, which Lambo suits tout as the most extensive mid-life makeover of any of its models to date. Although much of the core architecture remains the same, the key points to note are the addition of four-wheel-steering (a first for the brand), heavily revised suspension and chassis electronics, plus a new aero package that’s said to increase high-speed downforce by 130 per cent.

Naturally, there’s also an uprated V12 that kicks out an additional 40bhp for peak outputs of 740bhp and 690Nm. The 0 to 100kph split in 2.9 seconds and the 350kph top whack are largely as before, but there’s no chance you will feel cheated once you have had your torso pulverised by a couple of full-throttle launch-control getaways.

My first taste of the vehicle is at the Circuit Ricardo Tormo near Valencia in Spain – a tantalising prospect, except that the heavens have been hurling down rain all night, leaving the track a slippery skating rink. Even in these less-than-ideal conditions, the seat of my pants tells me that the S is a nimbler, more responsive animal than its predecessor, getting its nose tucked into corners with a great sense of immediacy. In contrast, the oldie would have required more patience and goading in these damp conditions.

Clearly, the four-wheel-steer system isn’t mere hype-generating tech with which to gain marketing mileage. The basic premise of the system is that the rear wheels turn in the opposite direction to the fronts at lower speeds to effectively make the car feel shorter (and therefore nimbler) than it actually is. At higher speeds, the rear wheels turn in the same direction to the fronts, effectively lengthening the wheelbase and boosting directional stability.

Nestled in the driver’s seat, you can select Strada (“Street”), Sport or Corsa (“Race”) modes, each progressively upping the intensity and responsiveness of the engine, steering and suspension settings, but the S adds a new “Ego” mode that enables you to individually tailor each of these elements to suit your tastes.

Regardless of which mode you choose, it’s clear that the S is a far better resolved package than its predecessor, which always came across as an intimidating beast to tame. But don’t be under any misconceptions that this is an effortless continent crosser in the vein of a Bentley Continental GT – or even a Ferrari F12. The S is always highly vocal (even at a steady 120kph cruise in Strada mode), and every single road-surface imperfection is transmitted through to your derrière.

The low-slung cabin might have enough space for you and a passenger, but that’s pretty much it. There are no cubbyholes to keep spare change, your mobile phone or even a packet of chewing gum. As you can imagine, this is somewhat limiting.

These minor gripes are instantly forgotten when you’re charging across a mountain pass at full noise. In this domain, the Lambo seemingly shrinks around you and hustles with urgency. The shriek of the V12 at 8,000rpm and the sheer grip afforded by sticky Pirelli P Zero tyres (designed specifically for this car) are nothing less than exhilarating.

Who cares if it’s awkward to get in and out of, and that it offers precious little in terms of lateral or rearward visibility? Isn’t this exactly how it should be? If it were any other way, it wouldn’t be a true supercar.

The Aventador S remains one of the very few cars that you clamber out of both shaking and grinning like a lunatic all at once. We should celebrate the fact that it still exists, because as we march steadfastly to an era dominated by electric vehicles and autonomous driving, this epic Lambo spearhead will eventually become a museum relic.

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