2017 Lamborghini Aventador S

2017 Lamborghini Aventador S

Episode 3634
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

While we’ve been spending a lot of time in Lamborghini Huracans lately, we all know it’s the Aventador and its V12 engine is much higher in the brand’s pecking order. Though that gap between the two is not quite as wide as Lamborghini would like it, thus a highly-revised Aventador comes our way…and with it a brand new 2017 Lamborghini Aventador S.

The Lamborghini Aventador has always been much more than just your standard rich guy garage trophy, with serious on-track credentials that most owners barely ever get more than a whiff of. Well, for those few who actually do seek to get the most out of their Aventadors, they’ll love the new 2017 Aventador S.  

That affection starts with additional power for the naturally-aspirated 6.5-liter V12 engine. A boost of 40-horsepower puts it at 730, only 10 less than the still lighter Superveloce, with 509 lb-ft. of torque. Thanks to valve-timing and intake adjustments, it revs higher while also delivering peak torque sooner. No complaints about that!

But, the big heart throb is new four-wheel-steering; which of course comes with an acronym, LRS for Lamborghini Rear-wheel Steer. Combined with the front steerers, and you have LDS, or Lamborghini Dynamic Steering. 

You can feel it in action right away, as it has an almost unnatural feel at first; but once you learn to trust it and put it to good use, there’s no doubt it makes you faster on the track.

Laps around Spain’s Circuit Ricardo Tormo revealed that not all of the all-wheel-drive understeer has been eliminated, but you can feel bags and bags of torque going to the rears on corner exit, and plenty of grip to deal with it; aided by improved stability control. 

Turning can still feel heavy and the overall experience remains intimidating, depending how much experience you have throwing half a million dollars around a corner. 

We had a chance to drive the S back-to-back with the previous Aventador, and the S noticeably turns in a lot quicker.

We could also easily get a feel for the stiffened suspension, as the magnetic dampers have been recalibrated. All-wheel-drive software has also been altered, and the S adds a new driving mode, appropriately named “EGO”, which allows you to dial in your own custom setup. 

The Aventador S sticks with the Independent Shifting Rod transmission, which can feel downright brutal at times, hampering the daily driving experience, but apparently it has been smoothed somewhat. Engineers claim a true dual-clutch would add weight, and that buyers really like the classic race car feel of the current setup. 

Lamborghini also claims to have taken some mass out of other parts of the car, so that even with four-wheel-steering bits, overall weight remains about the same. 

And not to worry, it will still deliver you to 60 in under three seconds.

Obviously the four-wheel steering helps shorten the turning radius for parking or maneuvering around the pits.

But even with all of the updates and oodles of electronics controlling everything, this car still has a raw nature that gearheads will love…we sure do! 

Visibility remains atrocious and the ride is stiff even in its softest suspension settings. If you want comfort or refinement, seek out a Huracan and save a few coins. 

The Aventador S’s look is still mostly the same, but the bodywork does see a mid-cycle massaged. 

There’s a new nose designed for increased airflow, and certainly looks more aggressive as well. Likewise, in back, the rear diffuser is redesigned; constructed of carbon fiber should you choose the upgrade.

Exhaust fumes spill out of three single outlets in a new triangle arrangement. 

The active rear wing can deploy in a number of ways depending on speed and drive mode. 

Altogether, downforce has been improved dramatically; without sacrificing any top speed. 

Updates inside include a new configurable TFT digital gauge display, and Apple Car Play. Lambo could have gone a little farther here, but since most Aventador’s are highly customized, they’ll leave that up to you. 

You’ll have to tap into a significant portion of your trust fund if you want to play with an Aventador S, as prices start at $424,845; just 20-grand more than a “base” Aventador, but still way less than a Superveloce.   

The Lamborghini Aventador is unlike anything else on the road. Just about everyone knows what it is when they see one, and don’t easily forget about it when they do. And now with the S, Lambo has taught this old bull some new tricks, making their flagship supercar is more capable, and more captivating, than ever. 

Specifications

  • Engine: 6.5 liter
  • Horsepower: 730
  • Torque: 509 lb-ft.
  • 0-60 mph: 2.9 seconds
2024 Lexus TX 2

2024 Lexus TX

Built To Please Luxury-Minded American Families On The Move

Episode 4328
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Lexus sells SUVs in just about every shape and size, but until now has never had a true large three-row family-style crossover in their lineup. Well, the new TX is just that. So, let’s find out if the seventh SUV to enter the Lexus brand is also able to usher in a new era of big-family luxury.

Lexus has been in the SUV game longer than most luxury brands, but the all-new 2024 Lexus TX is their first purpose-built, large three-row crossover utility. Looking equal parts enormous and luxurious outside, it’s a big jump up from the no longer available RX350L, as far as space inside front to back, but especially in the third row when it comes to legroom, but also in flexibility and ease of use compared to their other current three-row offering, the truck-based LX600.

The TX’s 20.2 cubic-feet of space behind that third row is a real bonus too. That space expands to 57.4 cubic-feet when you fold the second-row seatbacks, with a 97.0 cubic-foot max with all seats stored and folded. And of course, there are charging ports just about everywhere you look inside, ensuring families are as connected as they are comfortable. And it is a very comfortable family hauler with seating arrangements for either six or seven passengers.

2024 Lexus TX 3/4 Front
2024 Lexus TX Dead Front
2024 Lexus TX Profile
2024 Lexus TX Taillight
2024 Lexus TX Dead Rear
2024 Lexus TX Grille
2024 Lexus TX Wheel
2024 Lexus TX Gas Engine
2024 Lexus TX 3/4 Front2024 Lexus TX Dead Front2024 Lexus TX Profile2024 Lexus TX Taillight2024 Lexus TX Dead Rear2024 Lexus TX Grille2024 Lexus TX Wheel2024 Lexus TX Gas Engine

It’s easy to make things bigger inside, much more difficult if you’re Lexus to make them vastly better. And while the TX interior is very nice, it’s not as big of an upgrade from platform mate Toyota Grand Highlander as we expected. Though considering our Premium trim tester is just one step up from base, there’s lots of standard content, but also a lot going on when it comes to controls and touch-sensitive surfaces. It did take some getting used to, with many dash controls looking very similar, and the steering wheel controls being somewhat temperamental.

There are plenty of choices when it comes to the powertrain. Standard is this 2.4-liter I4 turbo in the TX350 rated at 275 horsepower and 317 lb-ft of torque. It works with an eight-speed automatic transmission and comes in front- or all-wheel drive. An available 500h adds hybrid assistance to that 2.4-liter, and at the top of the lineup is Lexus’ first-ever V6-based plug-in hybrid, the 550h+, which packs 301-total horsepower and delivers 33-miles of EV range. Both hybrids are all-wheel drive, and all TXs are rated to tow 5,000-lbs.

There are charging ports just about everywhere you look inside, ensuring families are as connected as they are comfortable.

Our all-wheel drive 350 had a nice little jolt of power for getting a nice little jump off the line at our Mason Dixon test track, and then after a slight pause, power began pouring on in full force, ushering us to 60 in 7.5 seconds. The engine was plenty willing to keep dealing out the power, but the ultra-smooth automatic shifts were a tad sluggish, creating a noticeable drop-off in momentum as we worked our way down the track. Still, a 15.6-second 92 miles-per-hour quarter-mile is quite acceptable for a family hauler.

The TX is almost 17-feet long, but it sure doesn’t feel that big when you’re driving it around, and it scooted thorough our slalom course with the ease of a vehicle half that size. Its predictable nature allowed us to easily manage its luxury-minded steering feel and carry quite a bit of speed through the cones. While the TX shares the same basic suspension design as the Grand Highlander, tuning is unique.

2024 Lexus TX Dashboard
2024 Lexus TX Shifter
2024 Lexus TX Front Seats
2024 Lexus TX Second Row Seats
2024 Lexus TX Third Row Seats
2024 Lexus TX Cargo Area Behind Third Row
2024 Lexus TX Full Cargo
2024 Lexus TX Door Handle
2024 Lexus TX Sunroof
2024 Lexus TX Dashboard2024 Lexus TX Shifter2024 Lexus TX Front Seats2024 Lexus TX Second Row Seats2024 Lexus TX Third Row Seats2024 Lexus TX Cargo Area Behind Third Row2024 Lexus TX Full Cargo2024 Lexus TX Door Handle2024 Lexus TX Sunroof

Government Fuel Economy Ratings are 20-City, 26-Highway and 23-Combined; we averaged a great 25.3 miles-per-gallon of Premium, and it only goes up from there with either of the two available hybrids.

Pricing starts reasonably for a luxury SUV with the TX350 beginning at $55,050 and all-wheel drive a $1,600 option, but things can escalate quickly from there.

While not their first three-row utility, the 2024 Lexus TX is their first dedicated three-row platform aimed squarely at the heart of the American market. Clearly, they’ve hit a bullseye, as it makes us want to pack up the family and hit the road. But this is also the first Lexus to be built in Indiana.

While most of the car business seems to revolve around novelty, wow-factor, and gadgetry these days, Lexus continues to deliver quality, calm, and comfort, all while keeping the luxury experience remarkably attainable.

Specifications

As Tested

  • Engine: 2.4-liter I4 turbo
  • Horsepower: 275
  • 0-60 mph: 7.5 seconds
  • EPA: 20 City | 26 Highway | 23 Combined
  • Transmission: 8-speed automatic
  • Torque: 317 lb-ft
  • 1/4 Mile: 15.6 seconds at 92 mph
  • MW Fuel Economy: 25.3 mpg (Premium)