Smash Boy

Looks great, congrats!!

My best guess is that after Ferrari had a nice run with the 288, F40, and F50 the thought was that the mid engined supercar flagship would be limited edition only. Build a front engined V12 like tradition (all Italian V12s prior to the Miura), as it makes more money for the company. I think the logic is that if they built a mid engined V12 Aventador competitor, it would leave less room for the hypercar and be less profitable than a GT. BTW, while I prefer the mid engine V12 concept over front engine, do realize that the front engine GT market is a real and needed market, and if Ferrari abandoned it they would be ceding it completely to Aston Martin, Bentley, etc. On the flip side to this argument -- can/will Lamborghini build a proper 2 seat front engine V12 GT that will be competitive (i.e. sell)? Can they make a better looking car than an 812 or DBS?

The F1 did have a much better power/weight ratio then than the SVJ has even now - 2,500 lbs being pushed by 618 hp versus at least another 1,000 with only another 100 hp. Still though, it's hard to process 230-240 mph for a street exotic unless downforce was minimized. The increased drag from 200-230 is massive, far more than what is there from 150-180 or 120-150. Getting high top speed is not very hard if that's all you want, but if you want a proper handling machine it's often sacrificed.

A job well done in navigating the Ring real fast. But the engine is not the reason why.

Almost a minute faster than an LP670 SV, unreal.

This car needs to be stolen or left for dead in a remote area. Let the insurance company swallow this one for the greater good of society.

Finally got around to using a proper computer.....struggled with mobile. Voted! Good luck Charlie!

It's not just the hp difference, but torque as well which is an even greater gap.

RAW is good! I guess that includes the H as well?

I drove an SR1 on track. Awesome ride.....handling limits a lot higher than a typical exotic. I won't get the full appreciation for one until I drive a GT3 RS or Huracan Performante or 458 Speciale (or similar car) on track and compare the difference... High limits, but no warning.....a few guys kissed the wall mishandling power oversteer. So get some skidpad/drift training if you're not all the way there yet, and want to get the tail to step out safely. Racing clutches take a bit of getting used to, to drive them like they are normal cars. I stalled a lot driving one....and if you want it for the street, forget using a Hayabusa transmission lacking a reverse gear. Other than how low to the ground they are, hard to find any fault with them. Light as hell, tiny steering wheel, no power steering and very cheap for upkeep.

I think you're probably right. Comparing the Aventador to an F12 or 812 is typically pointless except in this one exercise maybe...two 6.5 liter Italian V12s free of ghey blowers and turbos.... Compression ratio on the F12 was higher than the base Aventador which is how it had more power from a smaller engine. According to R&T, the Aventador had a compression ratio of 11.8:1 compared to the F12's 13.5:1 to explain 700 hp/509 lb-ft @ 6.5 liters versus 730 hp/509 lb-ft @ 6.3 liters. I just looked up the SV's compression ratio and apparently it's still at 11.8:1, with slightly more power than the F12. So it looks like there's room to touch 800 given it's identical displacement to the 812. The 812 compression ratio is at 13.6:1. The SVJ has room to go up in compression ratio certainly... How about bore and stroke? Bore and stroke for 812: 94 mm x 78 mm Bore and stroke for SV: 95 mm x 76 mm Higher bore is better for hp, and higher stroke better for torque all things being equal. I think a clean 815-830 will be hard to achieve without sacrificing driveability, since you're pretty much tapped out with redline -- years ago it was unheard of to have a 9000 rpm redline in a street V12 -- 8500 rpm in a 4.7 liter F50 was a big deal, and now a 4.7 V12 should be able to rev to 10,000 RPM (esp if a 4.8 L V10 in the Lexus LFA is good for 9,500). You can probably get big 800+ hp if you give up a bit of torque, but don't think that improves the drive experience. Torque is typically the more important day to day metric, but too much of it and you start to go the way of a low revving muscle car. That's always the fun art to balancing hp and torque. What feels good versus what's faster.... Extrapolating the power increase from F12 TDF to 812, it seems the hp/liter is very close going from 6.3 liters to 6.5. 780 PS (769 bhp) to 800 PS (789 bhp)....with identical rating, it should be about 805 PS for the 812. Honestly, the only goal should be to hit a clean 800 for the coolness factor. 820, 840, etc. is not going to make or break this car. For years the debate used to be whether a Diablo SE30 Jota or GT really had hp bordering 600 hp.........the perspective has easily been lost as this SVJ will be more an 800 hp car than any of those Diablos were ever going to be 600 hp (stock at least).

Wow, even better than the 570 Superleggera? Congrats on the G, OP. Looks great!

What kind of engine are you using?

The engine is so powerful, the wheels just come off.

The Ferrari V12 will always be significant in the automotive landscape. It doesn't matter what anyone thinks of the styling, that's one thing they always get right. The F140 family in particular has been special -- the Enzo has been the blueprint engine for Ferrari since 2002.

Old school pre-VW Bugatti.

Doubtful after that headache. One issue with the POS is having that much torque might be difficult to put the power down easily.

That's a good point. Also, I'd be very curious to know the seat of the pants feel of the cars in question. ETs don't always tell the whole story with that.

Attribute it to actually learning how to drive on a Beetle.

Depends on how much the ZR1 owner cares about straight line racing and ego. If the ZR1 is faster around VIR than a new Ford GT, then it probably is faster around it than the 720S as well. What I found shocking was that it didn't put up a fight in the roll on race, where the Mac's mid engine configuration and launch control advantages were minimized. More evidence the McLaren is underrated in hp/torque. ZR1 still available in a manual. Might be more fun to drive.

Damn, the 720S is just so dominant.

Tough crowd.

Kinda puts the $800k RUF CTR that is a modern day 964 Turbo in perspective.

Sorry I'm late to this..... And I just saw now that you've purchased a speaker and content with it. That's all that matters, congrats! I'll leave this below for the record, hoping it helps someone that searches for a similar thread: I'd say the biggest issue here is the actual mounting bracket diameter and mounting depth to see which speakers you can throw in. Not all speakers fit the 6.5" mounting bracket without some work and/or some are too deep for the door. Some brands will sell a driver that's more 7" than 6.5" and it's a doable fit in most cars, but work is usually needed. $600 for a pair can be beaten in the aftermarket without much effort (crossovers included). Even if you can/want to spend more, it probably won't bring the big returns and I'm not sure you're after that anyways. Some brands I like: Hybrid Audio, Phass, Morel. http://www.phass.com/Phass_home/System_speaker.html (these might be too big) https://hybrid-audio.com/speakers/imagine/ (anything more than Imagine is too large) https://www.morelhifi.com/product-category/car-audio/ (Hybrid and lower is fine) Dynaudio and Focal are ok in the lower to mid level stuff but their flagship stuff I find either overpriced or overrated. http://www.focal-america.com/product/p-165-v30/ https://www.dynaudio.com/car-audio/aftermarket/esotec Never was into Alpine for speakers and subs with the exception of an older speaker line called "F#1". Alpine used to sell a rebadged and modified Scan Speak Revelator and sold it as the F#1 (in 2 and 3 way versions). I haven't heard them but I'd imagine they are very good.

Anytime!