New V12 Lamborghini Revuelto SV: Lambo’s Final Boss! | 4K

I know there's a new superlative every week in the world of supercars, but this is a thing I think we ought to pay attention to, because this is the new Lamborghini Rivolto Superveloce, or SV, and it's the fastest and most powerful Lamborghini in series production. And today, I'm going to get to drive it. But not this one, because stone chips. In this video, we'll be accidentally jumping a supercar, learning about suspension, look at these knobs, and screaming like a small child. So here we are at the Nardo test track in Italy, helping the Lamborghini engineers put the finishing touches to the production car. Well, that's my story, and I'm sticking to it. What we have is a full production car that is parked randomly on the main straight, and a camouflaged pre-production prototype, which I'm going to be able to drive. But first, we must backstory. So what do we actually have here? Well, SV, or Superveloce, has always been Lamborghini's most extreme driver's version, right from the Miura SV, through Diablo, Murcielago, and Aventador. So generally faster, more precise, bigger wings, giving up some of that day-to-day comfort for something with a bit more driver involvement. And that's no different here. In here, it's exactly like the normal Vuelto, in that it's got a 6.5 litre V12 that's naturally aspirated. That's got about 814 brake horsepower. And then there's the hybrid bit. So it's got three electric motors, one radial flow in the back that supplements the back axle, and then one axial flow for each of the front wheels to give you all-wheel drive. Total system output is 1,050 brake horsepower, which is 49 horsepower more than a standard Vuelto. So not actually that much, but it does have a larger and improved 13.6 kilowatt-hour battery, which should give you more repeatability when you're really hammering it around a racetrack. The engine's power figure is actually unchanged from the standard Vuelto. Rather, it's the electrical system that provides the boost in power. It's pegged back slightly from the limited-run phenomenon, yet not leagues away from the standard car. But let's face it, the numbers are still bonkers when we're talking about anything with 1,000 horsepower plus. The performance figures are also very strong, but again, not galaxies away from the standard car. So 2.4 seconds to 62 miles an hour, 0-124 in 6.7 with a top speed of 214 miles an hour. It's no slouch. But where all this sounds really complicating, actually driving a Vuelto has always been a very natural experience. They don't feel massively digital when you drive them. The torque vectoring feels incredibly natural. But it's on the outside where things get quite a lot more obvious, because this wouldn't be an SV without a bit of aero-fettling, and you can definitely tell the difference. So if you look at the front of this car, this kind of X shape with the headlights burning down into the front of the nose, that's more exaggerated in the SV. It's got much bigger exposed carbon elements here in a much bigger splitter with these little fins on. And then round the sides, it's got little flicks on the sides of the splitter that actually punch air down the side of the car and into the intakes for the engine. Lots more exposed carbon fiber. It's got a carbon fiber scuttle. The hood is actually made of carbon fiber. And then as we move down the side of the car, you'll see lots of different extra elements. So again, these are those flicks that push air around the front wheels. It's got different ducting for the brakes to keep them cool. And then big carbon fiber side strakes, which manage the air down the side of this car. The wheels are 20 inches on the front and 21s on the back, and they're called Superlight Dromos. And they now feature this center lock system that's called the Monolocker. Also, it has very, very exceptional brakes. Now, they're carbon ceramics, but they're called CCMR. Now, essentially, a normal carbon ceramic has random carbon bits woven through it. These are laid down in a specific way, and they're actually layered in terms of their structure instead of molded. So you get a bigger gap between the bits at the back of the rotor, so you can get better heat dissipation and actually a more consistent brake pedal feel. These discs are developed from Endurance Racing and offer huge advantages when it comes to heat dissipation and consistency. Again, which is what you need on a circuit. And apparently, they need no warming up, ready to go from the green light, which will be useful when I get my track time later. Oh, yeah, and Lamborghini actually offer a road tire, a semi-slick for track work, and a winter tire called a Blizzak. For that, I salute them. It's actually quite complex, but I really like the way it looks. And on some of these versions, you see this shape here looks vaguely like an S. Well, you can have a graphic where that is the S, and then there's a big V here. So when you look at the profile, it just says SV. This one just gets this little sticker, which I actually think is quite cool as well. But obviously, when you get to the back, there's this, the massive rear wing. Now, that is actually three different rear wings. The central section is about efficiency and keeping the car stable and about low drag. And the downforce is actually produced by these extra sections at the side. And the fact that they're double planed means that you get more surface area with which to produce downforce. This car is all about balancing itself front to back. So at high speed, it feels stable and good to drive. There's lots of little details. In fact, it's very busy. I like these planes here, these little gurney flaps. Now, there's a vent there for one of the radiators. And what happens is that when the air pulls through that, it spins up here and creates a vortex, which pulls the hot air out of the back of the car. It's a very clever little aero device. Then you've got very high-level exhaust, just like on the Revuelto. These are different, so they're a bit louder and you can have them in three different colors. There's a bronze color that looks really cool. And then down here, you have an absolutely enormous Venturi. Now, it looks slightly exaggerated because it's bigger than the one on the Revuelto, but it's more like the Phenomeno Special, if you remember that. That creates lots and lots of fast-moving air, which sucks the car down to the road. Now, underneath, it's got loads of channels and vanes and aero devices to help it do it. But it's the full width of the car. Everything is Venturi from back here, which looks quite aggressive. It's worth noting here that quite a lot of the SV can be hand with exposed carbon fiber. So just looking at this bit, exposed carbon fiber, exposed carbon fiber, exposed carbon fiber. If we walk down the car, there's more exposed carbon fiber. This is exposed carbon fiber. These door trims are exposed carbon fiber. This is exposed carbon fiber. The scuttle panel is exposed carbon fiber. You get the idea. Now, this car should produce 80% more downforce than the standard Revuelto. But interestingly, it weighs the same. So that expanded and more energy-dense battery pack adds in a bit of weight, and then all the exposed carbon fiber takes it back out again. So it's exactly the same weight as a normal Revuelto. So let's talk about some of the differences to the standard car. Now, the obvious stuff is it's now got carbon fiber door panels and carbon fiber seats. Big shout out to these. You can have two sorts of seats in an SV. One is a carbon bucket that is completely fixed, and you have to move it by undoing the screws and moving them forwards and backwards. The other one is a sports seat, which has some adjustability inside it. I'd probably say go for the sports seat because day-to-day, you probably want to move around a little bit. And then if we start the car up, you've got a slightly different dash, some different animations that feature an SV in the graphics. This all looks really nice with this floating element here. And then there's a different steering wheel, which is made of carbon fiber. And on that is the Anima selector, which changes the modes, but also the Piloti selector. Now, that is basically the traction control. So depending on how scary you want it to be, you can turn it from the least sensitivity to the most, and that will decide how dynamic the car feels when you're turning into a corner. There's also the EV rotational selector, which means that you can knock it into EV only mode. There's some interesting bits in this car. There's a lot of carbon fiber, but it doesn't feel completely different to a normal Revuelto. It just feels more focused. It feels tighter, harder, just a little bit more sexy. It's even got a little passenger's display over there on the right-hand side. So the passenger can decide exactly how scared they feel. They can see the numbers. And as ever with any Lamborghini, there is an ad personam sort of customizable department, which will do pretty much anything you want. But I really like some of these graphics on the seats with different colors and different leathers, Alcantara carbon fiber. You'd think it would be too busy, but look at all this sort of light blue, which really goes with the exterior color. It's one of those cars that you can make your own. Everything becomes a one of one. And with that, we headed out on track to get a bit scary. Immediately, the first thing you notice about the SV over the standard Revuelto is the fact that the steering is so much quicker. It's still light, but it's absolutely pin sharp. Like if I turn into this corner and give it a single input, it just racks the line. It's got more pointiness at the nose. It feels like it turns in harder. Look at that. This is a tightening corner and it's just driving its way out of it. It's got more front end. But also what's notable about the SV is that as soon as you touch these brakes, they are absolutely on it. Now they've got that coating that means they don't need warming up. It's like standing on a doorstep, but a doorstep that you can feel what's going on with the front tyres. So I'm more heavy on the brakes here, turning it in, being a bit more aggressive. And the braking is absolutely stunning. I can bring this car down really hard, really quickly. After a few laps, it's still doing the same thing. It's still reliably informative and it makes me more confident. Now this thing has a bigger battery than the standard Revuelto. So even after very hard laps, good God, it's still actually delivering the performance. Look at that. It's bobbling through these bumps, but it's still got the ability to hang on. This test track is really fun enough testing. You have to concentrate because there's nowhere that you can go off and it not be a massive problem. Look at the way this hangs on. Oh yeah, we're going to punch it now. Just a little bit of looseness coming out of that corner. Look at the speed. Good, you're up through fifth. 300 kilometers an hour, I'm going to bail out there. I'm too scared. That was about 305. There's not enough runoff for me. The interesting thing is that I'm getting confident because this car is so reliable and repeatable that every time I come into the same corner, it's doing the same thing. And part of that is the damping. Because the dampers are passive but adjustable, they actually create a situation in which you're going around a racetrack and this is a reliably repeatable car. Like everything it does, it just does it the same way every time, from the brakes to the steering to the way it rides these bumps. And then you can adjust it to what suits you. But why was that suspension so good? Time for a little pit stop to find out. If you look in here, you've obviously got the main spring and then the helper spring at the top. And then there's a little system here which is for the nose lift. But if you look at these knobs, this is for compression and rebound in terms of the springing. So they're adjustable for high speed and low speed on both sides. The lower the number, the stiffer this car would be, the higher, the more comfortable. So somewhere in there is the perfect setup for like different tracks, high speed, low speed, bumps, wet, whatever. And Lamborghini has been testing this car in all sorts of places and they give you settings for each different track. And then if you look around in here, it means that you've got that adjustability for a gentleman racer. There's also some really interesting stuff. These brakes have got those carbon weaves laid into them. And when you've got the wheel off, you can see in the top where a standard CCM brake is actually a moulded section. These are layered and then they have machined holes. So they have much bigger gaps inside the rotor, which gives you better heat dissipation. If you can get rid of the heat, it gives you more reliable braking performance, which is what you need on a racetrack. They're just better all round. And then if you come with me down here, you can see if you've got better heat dissipation, you still need cooling. These are little ducts that pull cold air from the front of the car straight onto the rotor to give it that kind of cooling effect at high speed. Again, it makes the braking more reliable. And then under here, you can see some of the underbody Venturi. So this is how this car moves air, even when you're not seeing it do it. All the time, you've got that 9000 RPM V12, which just allows so much fun. It feels like it's releasing on the corner exit. Basically, this hasn't changed what a Revuelto is. It's just made it slightly like 15% sharper, but in every direction. So when you're on a track, it feels more focused and aggressive and intentional. All I know is that it feels more pointy from the steering wheel, like it has less body movement. It tracks harder and it's easier to hit an apex because the car feels like it has more front end on it. And then if you want to scare yourself a bit, you just hit the Pilotti switch and loosen the traction control. But you know what? Even with all the electronics switched off, it's not ridiculous. It's wild, yes, but it's not actively trying to kill you. That's the mark of a well-sorted car. Thanks again. That was 315 kilometers an hour. I just jumped a freaking Revuelto. That was not a jump before. What they've done here is they've taken a Revuelto and they've given it a sharper edge. But for me, it's about the confidence you get with this car. It's really good at making you feel like a hero. And because I'm not a racing driver, because I am not the kind of person that can adapt on a racetrack that quickly, this would make me faster. The more confidence I have, the faster I can drive. Now, I've been lucky enough to spend some miles in a regular Revuelto and two things really stood out for me. One was that it made for a really useful GT car, albeit supercar shaped. The other was that it always felt lighter on track than you think. Well, three, if you count the fact that it was always terrifyingly fast if you wanted it to be. The Superveloce hasn't made it an entirely different car. All it's done is taken some of the Revuelto's compromises and kind of angled them more towards track work. It's not a stripped out, lightweight racer, but it is theatrical and fun and deeply satisfying. Nice work, Lamborghini. Nice work.