First Drive Review
SuperVeloce, or SV, is a storied name in Lamborghini’s history, seen most recently on the 1995–99 Diablo SV. The moniker is usually applied to a more powerful, gussied-up version of a car that’s near the end of its life cycle, which is what we have here in the Murciélago LP670-4 SV.
Compared with the plebeian LP640, the SV’s version of the 6.5-liter V-12 develops 29 more horsepower—up from 632 to 661—owing to revised valve timing and modifications to the intake system. Torque is unchanged at 487 pound-feet. The more powerful engine doesn’t have to work as hard, either, as Lamborghini has sliced off a claimed 220 pounds, mostly through the extensive use of carbon-fiber panels and interior parts, and a lighter exhaust system. As a result of higher power, lower mass, and quicker electronic gearchanges, we expect the SV to rip from 0 to 60 mph in 3.0 seconds en route to a claimed top speed of 213 mph with the optional small spoiler, or 209 mph when equipped with the lofty “Aeropack” wing.
Despite sacrificing top speed, serious drivers will opt for the Aeropack because the big fixed wing creates so much downforce that Lamborghini should consider changing the name to SG, for Super Glue. On the 16-turn, 3.9-mile handling track at the Nardò proving ground in southern Italy, the SV’s rear end always remained firmly planted, in contrast to the base Murciélago’s occasional booty shake around tight corners.
Notwithstanding much improved behavior on the handling course, the SV felt most at home on Nardò’s nearly eight-mile-long high-speed circle. “We tuned the steering for high-speed sensitivity,” says Maurizio Reggiani, head of Lamborghini R&D, and the resulting on-center feel is precise and responsive at what would be liftoff velocity for most aircraft. Following the upper lane around the big Nardò ring’s gentle arc is point-and-shoot simple—the broken white lines simply whiz by faster. On a whim, we nudged the speedometer near 340 km/h (211 mph), at which point our passenger, a Lamborghini Driving Academy instructor, raised and lowered his left hand, a gentle reminder to return to the posted 240-km/h (149 mph) limit.
Decelerating the SV inspires confidence, too. Standard 15-inch carbon-ceramic discs with six-piston calipers at all four corners (optional on the LP640) stand at the ready behind lightweight, glossy-black 18-inch wheels. The brakes are aided by the huge rear appendage, which also acts as an air brake. To coast to a crawl, simply lift off the throttle and let drag take over.
Production will be limited to 350 cars, with a price that’s likely to be nearly $100,000 more than the base LP640’s already lofty $361,400 sticker. Even so, the SV offers more performance than a Reventón, for about a third of the price.
