New Lamborghini - LP700-4 - Discussion

If it's similar to that, I think it's pretty good. However, it's far from revolutionary. As long as the interior is modern, it's a winner.

 

O Yes it is!!! (Interior)

http://www.evo.co.uk/news/evonews/259342/l...nt_details.html

That's a fantastic article. Seems like Lambo really is pulling out all the stops for the new car. I do wonder if Winkelmannese for "emotional" regarding gearshifts translates to "jerky" for everyone else though...

The new car sounds insane and I am very anxious to see it, I wish they would stop teasing us until Geneva

 

I am very glad they did not go double clutch and left some interaction for the driver, the new gearbox sounds sweet, if it is 40% faster than the one in the 570 SL that is quite impressive, it is sad to see that the manual gearbox is gone, last year I commented on the fact that the manual tranny will be out in the near future but I certainly didn't think that it would happen so soon.

 

The new car sounds insane and I am very anxious to see it, I wish they would stop teasing us until Geneva

 

I am very glad they did not go double clutch and left some interaction for the driver, the new gearbox sounds sweet, if it is 40% faster than the one in the 570 SL that is quite impressive, it is sad to see that the manual gearbox is gone, last year I commented on the fact that the manual tranny will be out in the near future but I certainly didn't think that it would happen so soon.

where are pics of yours?!

 

O Yes it is!!! (Interior)

 

 

How do you know? Do you have more info?

I wonder if the new engine is direct injection. I would be surprised if it weren't, but that's not mentioned in the article.

 

How do you know? Do you have more info?

 

Umm, he sat in one or two of cars perhaps? Trust us, it IS modern, the car rocks!

How do you know? Do you have more info?

Today We did see the new lambo at the factory. As they say its a 700 horse and 7speed gearbox that shifts in 50 ms. Car looks good.

 

Front is a litle Reventon look. Doors are still the sissors style. dashbord looks great. keyless entry and go.

I wonder if the new engine is direct injection. I would be surprised if it weren't, but that's not mentioned in the article.

No DI.

No DI.

 

Wow, I'm surprised. I wonder why not?

 

 

http://jalopnik.com/5690136/i-am-lamborghi...ating-v12-heart

The new transmission sounds cool, but if its not as smooth as a dual clutch in normal driving, I am out.

Wow, I'm surprised. I wonder why not?

However the efficiency gains are more from the loss of weight than fuel saving tech, as the new engine does not feature direct injection – this will come in 2015, which is the deadline Lamborghini has set itself to reduce its fleet emissions by 35 per cent.

http://topgearnew.blogspot.com/2010/11/lam...-690bhp-65.html

 

Really surprised that they didn't go with direct injection here, I feel like it is one of those innovations that all cars will have sooner or later; they must have set themselves down a development path before seeing how important DFI is going to be.

 

Nice to see that they stuck with tradition though and went with the big V12. Although I prefer smaller engines and forced induction, there is something magical about a big V12.

 

Also kind of agree on the comments about the DSG, although it is most likely PR speak. The DSG in the Ferrari 458 is so smooth that it almost doesn't feel like a sports car anymore.

Sant’#### Bolognese, November 15, 2010. Automobili Lamborghini is

embarking on a highly innovative chapter in the company’s history with an allnew

V12 power plant and a new, unique high performing seven speed

transmission: The twelve-cylinder with 6.5 liters displacement, output of 525

kW (700 hp) and maximum torque of 690 Newton meters was developed with

state-of-the-art technology from a white sheet of paper. The result is a

synthesis of breathtaking performance, high-revving exhilaration, low weight

and moderate gas emissions. The perfect complement is a completely new

transmission concept for super sports cars: The “Lamborghini ISR” automated

manual gearbox combines minimal shift times and everyday convenience with

low weight and dimensions to guarantee the emotional gearshift that

customers expect from a super sports car at the very top of the premier

league. The new powertrain will enter production early 2011.

The legend of Lamborghini strongly relies on its extraordinary, unique V12

engines.“This new power unit is not only the crowning glory of our product

lineup, it is also part of our enormous investment in the future of the

Lamborghini brand,” says Stephan Winkelmann, President and CEO of

Automobili Lamborghini. “With this new V12, we are heralding a technological

leap that encompasses all areas of the company and our future model range.

With a unique package of innovations, Lamborghini will redefine the future of

the super sports car. This 700 hp engine, together with an all-new concept

gearbox, will be at the heart of the Murciélago successor next year.”

 

The twelve-cylinder is the king of the engine world and the true heart of

the Lamborghini brand. The very first model created by Feruccio

Lamborghini, the 350 GT, made its appearance in 1964 featuring a twelvecylinder

engine that was incredibly innovative for its day. 3.5 liter

displacement and 320 hp were the vital statistics back then – they formed

the basis for ongoing increases and further development over the decades

that followed. Miura, Espada, Countach, Diablo and, finally, Murciélago are

just a few of the super sports cars born in Sant’####. All of them were,

and will continue to be, driven by V12 engines – and all have long since

risen to the status of automotive legend.

Now the next milestone in this glorious history appears – engineers in the

Lamborghini R&D Department have developed a completely new highperformance

power unit. That it would be another twelve-cylinder was

never in doubt - and not only because of the special magic conjured up by

the number twelve. The only real choice for Lamborghini is a high-revving

naturally aspirated engine – the deeply reflexive and exceptionally

powerful reaction of the automobile to the tiniest movement of the

driver’s right foot is, of course, a key part of the whole fascination inspired

by a super sports car. Ten cylinders are ideal in the displacement class

around the five liter mark, as evidenced by the highly acclaimed Gallardo

engine. For the 6.5 liter displacement targeted in this case, the perfect

number is twelve. A lower number of cylinders would result in larger and

heavier pistons and con-rods, which would have a negative impact on the

engine’s high-revving characteristics.

Starting with a clean sheet of paper

The specification for the development of the new twelve-cylinder, known

internally as the L539, was written quickly – yet was highly demanding in

its formulation. Naturally, it had to deliver more power and torque than its

predecessor in the Murciélago, but it should also be smaller and lighter

and enable a lower center of gravity. At the end of the day, low weight is

just as important to the performance of a super sports car as high power

output. Fuel consumption and gas emissions should also be reduced

significantly.

So the R&D team started with a clean sheet of paper – metaphorically

speaking, of course. Design and development in Sant’#### is conducted

using state-of-the-art systems and equipment. The outcome is a V12 with a

classic cylinder bank angle of 60 degrees, and thus an amazingly compact

power package – the power unit measures only 665 millimeters from top

to bottom, including the intake system. Its width, including the exhaust

manifold, is only 848 millimeters, while its length is a mere 784

millimeters. Its weight of 235 kilograms is also respectably low – each

kilogram of engine weight corresponds to 3.0 HP maximum output.

Optimized for high revving and low weight

The crankcase on the new power plant is made from an aluminum-silicon

alloy and has an open-deck construction with steel cylinder liners.

Displacement is 6,498 cm3 and cylinder spacing 103.5 millimeters, while

bore diameter measures 95 millimeters and stroke 76.4 millimeters. The

short-stroke layout is especially good for high-revving characteristics and

for low internal friction. Particular attention was also paid to the bearings

for the forged and nitride-hardened crankshaft, which weighs in at 24.6

kilograms.

The two four-valve cylinder heads are likewise made from sand-cast

aluminum-silicon alloy, each weighing a very light 21 kilograms. The twelve

pistons and con-rods are, respectively, in forged alloy and steel. The

maximum piston speed at 8,250 rpm is only 21 meters per second, which is

considerably less than for the Murciélago’s previous power unit. The

combustion chambers were carefully engineered to achieve optimum

tumble and combustion of the fuel/air mixture. At 11.8:1, the compression

ratio is extremely high. Inlet and outlet valve timing is electronically

controlled.

Sophisticated thermal management, optimized oil circulation

The thermal management of this high-performance power unit was

perfected with extensive detail engineering. Two switchable water circuits

in the engine ensure very rapid warm-up, which minimizes friction and

quickly brings the catalytic converters up to operating temperature, thus

benefiting fuel consumption and emissions. The external water coolers are

switched into the circuit only as required.

Absolute engine health, even under extreme racetrack conditions with

high lateral acceleration, is guaranteed by oil circulation using a dry sump

system. A total of eight scavenger pumps suck oil out of the lower

bedplate fastened to the crankcase. Pressure and scavenging losses are

thus reduced by around 50 percent. A high-pressure oil pump maintains

lubrication, while an oil/water cooler and an oil/air radiator constantly

keep temperatures within range even under extremely high load. A further

benefit of this form of dry sump lubrication is the very low mounting

position of the engine within the sports car. The new engine is mounted

60 millimeters lower than the V12 in the Murciélago – with the associated

benefits in respect of center of gravity and lateral dynamics.

From the outside, the V12 is dominated by its intake system – which

incorporates four individual throttle valves. Life inside the black housing is

also extremely complex – the optimum intake path for any given load and

engine speed is facilitated by two flaps, several channels and one bypass.

The payback is an extremely well-rounded torque curve and refined

pulling power throughout the rev range.

Mighty orchestra for twelve voices

The exhaust system, too, was afforded the undivided attention of

Lamborghini’s engineers – the lowest possible gas emissions was just as

important a target as the unmistakable, spine-tingling Lamborghini sound.

The hydro-formed and thermally insulated three-into-one system

incorporates four pre-catalytic converters close to the engine and two

main catalytic converters shortly before the muffler. The casing

incorporates two separate mufflers – one low-volume, one high-volume.

Regulated by valves controlled via the engine management, they handle

all the elements of the big twelve-cylinder symphony – from a moderate

rumble when rolling through the city at low revs to the screaming

crescendo of maxed-out gear shifts.

Electronics devised entirely by Lamborghini

Another highlight is the electronic engine management, which was

developed in its entirety by engineers at Lamborghini. The system

consists of the main ECU, a secondary “smart actuators” and two

additional black boxes that function as “smart sensors”. Because speed is

everything for an engine like this, some ECU control and connection

functions are handled by the smart actuators, making the ECU faster. The

two smart sensors are constantly monitoring combustion in real time –

each ignition in every cylinder. The spark plugs – each is powered by an

individual ignition coil – function as “sensors”; the two auxiliary control

units monitor the power signal after every ignition and can immediately

identify irregularities in the combustion process through ionization

phenomena. This data is used to continually optimize engine management,

benefiting both performance and fuel consumption.

High performance in every dimension

All these technical highlights come together to create a high-performance

power unit like no other. The maximum output of 515 kW (700 hp) at

8,250 rpm is an impressive statement in itself. The maximum torque is

690 Newton meters and is available at 5,500 r/min. The extremely

generous torque curve, meaty pulling power in every situation, extremely

reflexive responses and, not least, the finely modulated but always highly

emotional acoustics make the L539 a stunning power unit for a super

sports car of the highest order. And not only was the L539 developed

entirely in-house at Lamborghini, it is also built from start to finish at

company headquarters in Sant’#### Bolognese. Highly qualified

specialists assemble the engines by hand, with every single unit

undergoing an extensive final testing and detailed calibration program on

an engine test bed.

The new Lamborghini ISR transmission (ISR: Independent Shifting

Rods) - Innovative servo-actuated mechanical gearbox for maximum

performance

However, it is not the engine alone that defines the character and driving

characteristics of a super sports car. Another key element is the

transmission. The demands are clear – the ratios must be perfectly

arrayed and enable optimum power delivery from the engine. For

maximum vehicle performance, shift times should be less than the blink of

an eye. Operation must be clear and straightforward, via two ergonomic

shift paddles behind the steering wheel. The characteristics of the

transmission must be in line with the wishes of the driver at any given

point – from smooth city cruising through to tough action on the

racetrack. And, not least, Lamborghini customers expect an emotional

shift feeling that ensures the sports car’s reactions can always be felt and

understood. Thus, the development objective was clearly formulated in

this respect, too – create the world’s most emotional gear shift.

For all these reasons, the engineers in the R&D Department opted for a

robotized gearbox as the “companion” of the new V12 power unit –

however, in a very special iteration: the Lamborghini ISR transmission.

This robotized gearbox combines extremely fast shift times, almost 50%

less than dual-clutch transmission with the benefits of a manual

transmission in terms of weight and compact dimensions – both always

critical for super sports cars

Unique engineering for supersportscars

The new unit is laid out as a two-shaft transmission with seven forward

gears and one reverse. For especially high durability, the synchronizing

rings are made from carbon-fiber – a material with which Lamborghini has

enormous experience. The short shift times are facilitated by the special

design of the transmission, known as ISR – Independent Shifting Rod.

To summarize the principle – in a conventional manual gearbox, be it

automated or fully manual, the gear wheels for, say, second and third

gears are located side by side. When the driver wants to shift gear, the

shifting sleeve with synchronizer unit is moved along the shifting rod from

second gear through neutral to third gear. This requires twice the distance

and twice the time – second gear has to be disengaged before third gear

can be engaged.

Short distances, fast shift times

This process is significantly shortened in the Lamborghini ISR

transmission – the gear wheels from the second and third gears are

separate from each other and the shifting sleeves are actuated by

independent shifting rods. Now the shifting process can run virtually in

parallel – while one shifting rod is disengaging one gear, the second

shifting rod can already engage the next gear. Because these movements

partially overlap and the mechanical distances are considerably shorter,

this facilitates a significant saving in shift time. Overall, the Lamborghini

ISR transmission shifts around 40 percent faster than the e.gear

transmission in the Gallardo. And that is already one of the world’s fastest

automated manual gearboxes.

Compact construction, low weight

The new transmission has four of these independent shifting rods, with

sensors constantly monitoring their exact positions. They are operated via

hydraulic actuators, with an extremely high system pressure of 60 bar

ensuring the necessary operating speed. The system incorporates a total

of seven hydraulic valves, with pressure supplied by an electric pump. The

double-plate clutch is also hydraulically actuated. All system components

are contained within one casing. The total weight of the transmission is

only 70 kilograms – a distinct advantage, especially compared with the

significantly heavier dual-clutch transmissions from the same category

Three operating modes for all situations

Lamborghini drivers can choose between three operating modes – the

Strada mode offers highly comfort-oriented shifting, with fully-automatic

also an option. The Sport mode has a dynamic set-up in terms of shifting

points and times, while the Corsa mode delivers the maximum shift

strategy for race track driving. This mode also includes Launch Control,

the automatic function for maximum acceleration from a standing start.

With the Lamborghini ISR transmission, engineers working under the sign

of the bull have devised an ingenious mate for the new twelve-cylinder

power unit. Their work has created an overall powertrain that is absolutely

unique in the world of super sports cars.

Integrated electronic control system

The excellent performances are possible only by a fast communication

architecture through the several powertrain ECU’s and considering the

powertrain as ONE-system (un unico sistema) in the car.

The fully electronic controlled coupling device for the front wheels (the

‘old’ viscous coupling) is another key point of the powertrain: it is able to

continuously distribute the right torque to the front wheels for always

attaining the best performance aspired to by the driver. The torque

distribution to the front wheels can vary continuously from 0% to 60% of

the total torque available.

The history –

The twelve-cylinder at the heart of the brand with the bull

Lamborghini V12 – that means a long and glorious story. According to the

history books, Ferruccio Lamborghini established a car company in the

early sixties because he wanted to better the products on offer at the time

from the competition, with the best possible technology and quality. The

prototype for all later Lamborghini super sports cars was the 350 GTV

study presented at the Turin Motor Show in 1963. It featured an all-new

aluminum twelve-cylinder developed from scratch by engine designer

Giotto Bizzarini and boasted performance figures that were nothing short

of breathtaking by the standards of the time. The 12-cylinder V-engine

with 60 degree cylinder bank angle, four overhead camshafts (at a time

when single camshafts were still the norm), a six bbl carburetor and drysump

lubrication, generated 360 hp at 8,000 rpm from a displacement of

3,497 cm3 that would take the concept car to a top speed of 280 km/h.

The 350 GT series production version with conventional lubrication,

launched the following year, produced 320 hp at 7,000 rpm from a

displacement of 3,464 cm3.

It was exactly this engine that captured the imagination of show-goers at

the 1966 Geneva Auto Salon in the Lamborghini Miura. Although its main

features were already familiar from the 400 GT, this time the four-liter

60° twelve-cylinder was mounted transversely behind the cockpit, with

transmission and differential in a single unit fixed directly to the frame.

The 320 hp made the series production Miura that followed the fastest

production car of its time with a stated top speed of more than 280 km/h

– and, with that, the first true super sports car. This engine was further

developed over the years, with several iterations featuring in the Miura S

(370 hp at 7,000 rpm, 285 km/h) and Miura SV (385 hp, 300 km/h). In the

Miura Jota, a one-off made for racing, the V12 generated 440 hp at 8,500

rpm. However, applications for the four-liter were not limited to the midengine

Miura. In the front-engine Islero, introduced in 1968, and in the 400

GT Jarama, it produced 350 hp, while in the futuristic Espada the figure

was 325 hp (later also 350 hp). In 1974, the Espada also saw an automatic

transmission offered for the first time.

The generational shift from the Miura to the new LP400 Countach took

place in the early seventies. 1971 brought the prototype with a

breathtaking, edgy form, the genes of which would ultimately re-emerge

forty years later in present-day Lamborghini super sports cars. Marcello

Gandini’s design was a fitting outfit for a five-liter version of the V12.

However, this engine was dropped from the series production model in

1973 in favor of a further evolution of the four-liter unit. In the 1973

Countach – still without the “wing” or spoiler of the eighties – it was

longitudinally mounted behind the driver, where it generated 375 hp at an

impressive 8,000 rpm and reached a top speed of 300 km/h. The years

that followed saw the Countach engine undergo a series of evolutionary

developments, although still based on the familiar cornerstones of the

first V12 unit. It was in 1985 that the Countach Quattrovalvole took

displacement over the five-liter mark for the first time (5,167 cm3) and – as

the name implies – featured a four-valve cylinder head. Output was an

impressive 455 hp at 7,000 rpm.

In 1986, the five-liter V12 was presented with a completely new application

– the Lamborghini LM002 may also have had the 450 hp engine mounted

up front, but the 2.7 ton automobile was the first and only SUV produced

by the brand, a four-door all-terrain vehicle. The late eighties saw the

amazingly long career of the Countach near its end with the Countach

Anniversario. The Diablo followed as its rightful heir, clad in a distinctly

nineties outfit. By 1990, the V12 had grown to almost six liters and

produced 492 hp. One year later, the Diablo VT was the brand’s first fourwheel

drive sports car. Over the next few years, output grew steadily to

520 hp (1993 Diablo SE). The Diablo GT with 575 hp and the radical GTR

with 590 hp both appeared in 1999. The Diablo 6.0 was the first model to

feature the V12 with displacement expanded to six liters, its output

ultimately reaching 550 hp.

The Murciélago was launched in 2001 as the first Lamborghini of the new

era. It boasted a new 6.2 liter alloy V12 with a crankshaft running on seven

bearings and dry-sump lubrication. It generated 580 hp at 7,500 rpm and

took the super sports car weighing just 1,650 kilograms to a top speed of

330 km/h. The maximum torque of 650 Nm was reached at just 5,400

rpm. At the 2006 Geneva Motor Show, Lamborghini unveiled the

Murciélago LP 640, which produces 640 hp from the V12 unit that had

been expanded to 6,496 cm3. In the strictly limited Lamborghini Reventón,

the twelve-cylinder that is the very heart of the brand generated 650 hp.

The grand finale came with the Murciélago LP 670-4 Superveloce with its

670 hp. However, 2011 will mark the start of a new chapter in this glorious

story…

 

Automobili Lamborghini is

embarking on a highly innovative chapter in the company’s history with an allnew

V12 power plant and a new, unique high performing transmission – the

twelve-cylinder with 6.5 liter displacement, output of 525 kW (700 hp) and

maximum torque of 690 Newton meters was developed with state-of-the-art

technology from a clean sheet of paper. The result is a synthesis of

breathtaking performance, high-revving exhilaration, low weight and

moderate gas emissions. The perfect complement is a completely new

transmission concept for super sports cars: the “Lamborghini ISR” automated

manual gearbox combines minimal shift times and everyday usability with low

weight and dimensions to guarantee that emotional sensation from gearshifts,

which customers expect from a super sports car at the very top of the premier

league. The new powertrain will enter production early 2011.

The legend of Lamborghini strongly relies on its extraordinary, unique V12

engines.“This new power unit is not only the crowning glory of our product

range, it is also part of our enormous investment in the future of the

Lamborghini brand,” says Stephan Winkelmann, President and CEO of

Automobili Lamborghini. “With this new V12, we are heralding a technological

leap that encompasses all areas of the company and our future model lineup.

With a unique package of innovations, Lamborghini will redefine the future of

the super sports car. This 700 hp engine, together with an all-new concept

gearbox, will be the strong heart of the Murciélago successor next year.”

 

Top performance, low weight

Twelve-cylinder engines are fundamental to the legendary Lamborghini

brand – in the past and in the future. The very first model by Ferruccio

Lamborghini, the 350 GT, first appeared on the market in 1964 with a twelve

cylinder power unit that was extremely innovative for its day. Miura, Espada,

Countach, Diablo and, most recently, Murciélago are just a few of the super

sports car to have been built in Sant’####. All of them were and will be

driven by V12 engines – and all have long since taken their place in history as

automotive legends.

The next milestone in this glorious history now awaits – Lamborghini’s

research and development engineers started with a clean sheet of paper to

create an all-new high-performance power plant. The resulting package is

extremely powerful and high-revving, yet compact. At 235 kilograms, it is also

extremely lightweight – with every single kilo of engine weight representing

around three hp of maximum output.

High-revving joy, stunning sound

Even in the world of super sports cars, 515 kW (700 hp) at 8,250 rpm sets a

new benchmark. Maximum torque stands at 690 Newton meters and is

available at 5,500 rpm. The extremely well-rounded torque curve, beefy

pulling power in every situation, incredibly spontaneous responsiveness and,

not least, the finely modulated but always highly emotional acoustics make

this engine a stunning power unit of the very highest order. Not only was it

developed entirely in-house by Lamborghini, it is also manufactured from start

to finish at company headquarters in Sant’#### Bolognese. Highly qualified

specialists assemble the engines by hand, with every single one then tested

extensively and finely calibrated on an engine test bed.

This exceptional athlete derives its power from a whole package of innovative

technologies. For optimum weight, the crankcase and the four-valve cylinder

heads are made from aluminum-silicon alloy. The short-stroke layout ensures

exceptional high-revving performance and very low internal friction. A lengthy

process of fine tuning perfected the thermal management system for the highperformance

power unit, as well as the oil circulation system with dry-sump

lubrication. The intake system with four individual throttle valves is highly

complex – an extremely well-rounded torque curve and outstanding pulling

power across the rev range the reward. The exhaust system delivers the

lowest emission levels, as well as that unmistakable, spine-tingling

Lamborghini sound – from a moderate rumble when cruising through the city

at low revs to the howling crescendo of gears at their limits.

Innovative transmission for maximum performance

Engineers working under the sign of the bull have come up with an ingenious

mate for the new twelve-cylinder engine in the shape of the Lamborghini ISR

transmission. Overall, this is a drive unit that is absolutely unique in the

competitive world of super sports cars. The development target was clearly

formulated – to create the world’s most emotional gearshift feel.

This innovative manual gearbox combines extremely fast shift times – almost

50 percent shorter than with a dual-clutch transmission – with the benefits of

manual shifting when it comes to low weight and compact dimensions, both

always crucial for a super sports car. The low shift times are enabled through

the transmission’s particular design, known as ISR (Independent Shifting Rod).

Instead of taking place in series, as with a conventional gearbox, shifting can

occur virtually in parallel. While one shifting rod is moving out of one gear, the

second shifting rod can already engage the next. Moreover, the transmission

weighs only 79 kilograms – a distinct benefit, even against comparable DSG

transmissions, which are considerably heavier.

Notes

On http://www.netmotori.it we are offering you different video segments of the new

Lamborghini powertrain and interviews with Lamborghini CEO and President

Stephan Winkelmann and the Director of Research and Development Maurizio

Reggiani.

put a glass over it and you have the best looking coffee table ever.

great info 007, when will u have a teaser pic for us?!?!

Not yet, in press site nothing about the new model, I'm hunt more for us...

Thanks aOO7apl! So 700 hp in a beautiful new V12! No dual clutch though..but is this better? "in a very special iteration: the Lamborghini ISR transmission.

This robotized gearbox combines extremely fast shift times, almost 50%

less than dual-clutch transmission with the benefits of a manual

transmission in terms of weight and compact dimensions – both always

critical for super sports car"

Also kind of agree on the comments about the DSG, although it is most likely PR speak. The DSG in the Ferrari 458 is so smooth that it almost doesn't feel like a sports car anymore.

 

And isnt that exactly why they didnt?! I cant imagine this new clutch wont have alternate settings to determine if you want your teeth rattled out or if you want to just take a smooth ride...

New V12 videos:

 

 

 

 

Love the fact that they didn't go with a DSG. Both the Porsche and the Ferrari DSGs are much less involving than the latest Superleggera transmission.

 

The new car sounds absolutely insane. Can't wait to see it on Dec 3!

That engine looks compact enough to fit into a diablo... worst case if the new car looks bad, that engine would be badass in a 6.0

6.5 Liter V12

 

235 Kilograms

 

3.0 HP per Kilo

 

Mounted 60 mm lower in the chassis

 

Never thought I'd see a ~500lbs 6.5L V12 with 700HP....WOW