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Lamborghini Huracan Superleggera sounds great around the Ring

One of the most exciting things about Lamborghini launching an all-new vehicle is that we have years of increasingly faster, more aggressive variants to look forward to. For the Huracan, that inevitably means the arrival of a Superleggera model. While we've published spy shots of the Huracan Superleggera in the past, this is the first time we've seen and heard the car in motion. The video opens with a pair of the lightweight monsters positively (and unsurprisingly) embarrassing a Mercedes-Benz S-Class, and then carries on with plenty of V10 wailing around the famed track. Unlike our first shots of the Superleggera, which featured a mostly unchanged body, this video reveals far more significant exterior changes. Most noticeable is a hefty – and possibly fixed – rear wing. Lamborghini's designers also made significant changes to the front fascia, with a more prominent chin spoiler and additional vanes to manage air entering the lower intakes. In back, Lamborghini added a large rear diffuser and removed the box-like appendage on the back of the car with a more production-ready finish. That probably means we're seeing (and hearing) the Superleggera's new exhaust in a more finalized form. We're still counting on seeing the Huracan Superleggera before the end of 2016, possibly in September, at the Paris Motor Show. Related Video: This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. News Source: Automotive Mike via YouTube Spy Photos Lamborghini Coupe Performance Supercars Videos spy video lamborghini huracan superleggera

Wild one-off Lamborghini Sogna for sale at $3M [w/videos]

The Lamborghini Countach was the dream car for many teens and pre-teens in the 1980s, but at least one Japanese man thought there was room for improvement. As the story goes, Ryoji Yamazaki had a dream of a supercar as a 13-year-old, and at the age of 41, he used his design studio, Art & Tech, to create the Sogna in 1991.
Yamazaki unveiled the Sogna at the 1991 Geneva Motor Show as a rebodied Countach with intentions of selling it in limited production, but thankfully - or sadly, depending how you look at it - the $1.6 million (1991 price) coachbuilt supercar never made it into production. The Geneva show car was a rolling chassis, and the only other example that was produced was a fully operational version, shown above, which was unveiled at the 1994 Essen Motor Show. This car from Essen is now listed for sale on James Edition for 2.38 million euros, or around $3.25 million USD.
With its oddball styling and kiwi green paint, the Sogna was likely doomed from the start, but it still boasts the Countach's full powertrain including the 448-horsepower, 5.2-liter V12 and a claimed top speed of 186 miles per hour. Check out more images of the 1994 Sogna at James Edition and Enmann, and we also found a couple videos, which are posted below, of the car's early development.

2015 Lamborghini Aventador LP 700-4 Roadster Review

"Lamborghini Murcielago." That's what I would tell anyone who asked what my favorite car was. Yes, there were easier cars to drive than the wailing wraith from Sant'Agata Bolgnese, and that was partly why I liked it so. It was impossible to see out the back – reversing was easiest done with the door open, sitting on the sill. My head banged the door frame when I checked traffic on the left. The seat made my butt hurt. The cabin ergonomics were based on a design language that humans haven't yet translated. It boiled over in stop-and-go traffic. It was big. Yet it drove like nothing else, with the instant zig-zag reflexes of a mako designed in The Matrix. The Murcielago's thrills weren't laid out on the ground, you had to dig for them with your bare hands. And that's what made it outstanding. When I first drove the Aventador at its launch in Rome, I spent the day blasting around the circuit at Vallelunga. It was so easy to drive – "too easy by half," as Jeremy Clarkson would later say of it – viciously quick, unholy fun, and very good. But it was a little too easy to drive. Which is why the Murcielago remained my favorite car, ever. Until two weeks ago. The Aventador came when the rough-diamond Gallardo was Lamborghini's in-house reference for ease-of-use. But now we have the fire-and-forget Huracan. Having driven one after the other, and on the context of LA streets instead of the smooth and open landscape of Vallelunga or Laguna Seca, I now see the Aventador for what it truly is: the representation of the bull that's on the Lamborghini badge – head-down, horns-out anger. Like the Murcielago, the Aventador is big. It's more than ten inches longer than a Chevrolet Corvette, five inches wider than a Dodge Charger SRT Hellcat, and 3.5 inches wider than a Dodge Viper. It is also low, an inch lower than the already ground-floor Huracan. I won't pretend to be rational about it: the Aventador says everything I want a car to say. It's the certain, antidotal statement to brief and befuddled everyday lives. The cabin is a cockpit in every sense: close-fitted, button-filled, lit up. I'm five-foot-eleven, and I wear it like a tailored suit. I gave a ride to a guy who's six-foot-three and perhaps 260 pounds, so it can fit much larger frames but I still don't know how he got in or out through that scissor-door opening. The trunk in the Murcielago was big enough to hold a single dream.