2017 Lamborghini Aventador S
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
2025 Infiniti QX80
Infiniti’s Flagship SUV Sets A Course For Extravagance
This full-size Infiniti QX80 started out as the QX56, a hastily rebadged version of Nissan’s truck-based Armada full-size utility. That was in the early 2000s when the luxury SUV craze was exploding. It wasn’t as much as a game-changer, as it was “try to keep upper”. Now, this new QX80, Infiniti is promising to “Reimagine the luxury SUV”. Let’s see if Infiniti has turned their imaginations into reality.
Well, if over the top is what Infiniti was shooting for in the all-new 2025 QX80, mission accomplished. There’s an overall feeling of extravagance here that we haven’t experienced from Infiniti in quite some time.
It’s not just the open pore ash wood trim with aluminum inlays, 24-speaker audio, and plush quilted leather seating; there’s also nicely integrated ambient lighting, a massive glass roof, plenty of tech, lots of active driving assistance, and even chilled center console storage. Forward of that is a dual touchscreen setup; the top 14.3-inch touchscreen for infotainment sits next to the digital gauge display in a single housing; while just below, there’s a 9-inch one for climate controls.
You are reminded this is still a body-on-frame utility the moment you have to climb up into the cockpit, but there’s also the commanding view of the road that comes with that. Captain’s chairs are standard for the second row, but a three-place bench is optional with all trims except for top Autograph which comes exclusively with these climate-controlled massaging chairs, along with a touchscreen control panel. The third-row experience is great, too, with heated leather seating, and adult size room for three.
Now, there is a whole new experience coming from under the hood. The last gen’s V8 has been replaced with a new twin-turbo 3.5-liter V6 rated at 450 horsepower, 50 over the V8. More notably, torque is up by more than 100 lb-ft to 516. Transmission is a nine-speed automatic, two more gears than last year, with rear-wheel drive standard, four-wheel drive an option. Max tow rating is 8,500-lbs.
And at the test track, it did pull strongly off the line, getting up to speed in a hurry with the 0-60 sprint taking just 6.3 seconds. There is roughly 3 tons of weight to push through the quarter-mile, but that twin-turbo does it well, finishing in 14.7 seconds at 95 mph. Gear changes are incredibly smooth, while not hindering acceleration in any way.
It's an impressive looking utility from any angle.
In panic braking runs, there was some fade and a considerable amount of nosedive, but our average stopping distance of 115 feet is not bad for a vehicle as big and heavy as the QX80. Last gen, the QX80 moved from the Titan truck platform to the global Patrol SUV chassis, which shifted the vibe from budget Escalade to Lexus LX fighter. The attending improvement in ride and handling was the real bonus, and that largely continues for this gen with air suspension and Dynamic Digital Dampers on all but base QX80s. While we could certainly feel all that weight through our cone course, body roll was well-controlled and without significant oversteer or understeer.
It’s an impressive looking utility from any angle, starting right up front with the big “bamboo forest” grille. The overall shape is boxy, but all body panels are smooth; and for better or worse, Infiniti joins the flush door handle fad. Look for its “Artistry In Motion” design theme to work its way down through the rest of the Infiniti lineup. All QX80s ride on 22-inch wheels except for base Pure trim which makes do with 20s.
A full power play includes standard motion-activated rear liftgate and power operation of both second and third row seats, expanding cargo capacity from 22 cu-ft behind the third row to 59 behind the second, and a max of 101.0 cu-ft with both rows folded.
Government Fuel Economy Ratings with four-wheel-drive are not great: 16 city, 19 highway and 17 combined. We averaged 18.6 mpg of premium. That’s a much worse than average Energy Impact Score, using 17.5 barrels of oil annually, with 8.6 tons of CO2 emissions.
Driving such a PUREly LUXEurious SENSORY overload, you’ll probably be expecting people to want your AUTOGRAPH, which we’re guessing is how Infiniti came up with their grade structure; pricing starts with Pure at $84,445 and climbs to $112,590 for Autograph.
The 2025 Infiniti QX80 is a massive SUV that delivers massive amounts of power and luxury. They aimed for the moon here and have clearly blasted themselves into a much more competitive orbit in the big buck, big hauler, sport-utility galaxy.
Specifications
As Tested
- Engine: 3.5-liter twin-turbo V6
- Transmission: 9-speed automatic
- Horsepower: 450
- Torque: 516 lb-ft.
- EPA: 16 City | 19 Highway | 17 Combined
- 0-60 mph: 6.3 seconds
- 1/4 Mile: 14.7 seconds at 95 mph
- Braking, 60-0 (avg.): 115 feet
- MW Fuel Economy: 18.6 mpg (Premium)
