2004 Lamborghini Gallardo on 2040-cars

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Lamborghini Aventador S Roadster loses roof, keeps the speed

Supercar builders seem to becoming good at making convertibles that make negligible sacrifices. McLaren recently launched the 570S Spyder, which is exactly as fast, stiff and efficient as the coupe with only about 100 pounds of extra weight. Now, Lamborghini has done virtually the same thing with its flagship Aventador S Roadster. The Aventador S Roadster features the same naturally aspirated V12 as its hard-headed twin, and it makes the same 729 horsepower and 509 pound-feet of torque. That engine will take the roadster to the same 217 mph top speed as the Aventador S coupe. The only sacrifices appear to be that the roadster weighs 110 pounds more than the coupe, and it has a claimed 0-62 mph time a tenth of a second slower. But we're not sure you'll care about that tenth of a second with the wind in your hair and the V12's exhaust note in your ears. And if you ever get tired of the exposure to the elements, you'll always have the top with you, since the top panels, weighing roughly 13 pounds a piece, can be stowed in the front trunk. Actually, there is one extra sacrifice to choosing the convertible, and that would be the price. The Aventador S Roadster has a starting MSRP of $460,247. That's roughly $40,000 more than the coupe. That could get you a well-optioned and customized Aventador S coupe, but no amount of custom interior configurations can get you the full auditory experience the Roadster can. Related Video: Featured Gallery Lamborghini Aventador S Roadster: Frankfurt 2017 Related Gallery Lamborghini Aventador S Roadster View 14 Photos Image Credit: Lamborghini Lamborghini Convertible Supercars lamborghini aventador s

2015 Lamborghini Huracan LP 610-4 Review

For seven years, Lamborghini sold the Gallardo alongside the Audi R8. And despite sharing more with the Audi than most Italians would like to admit, the Gallardo was a true Lamborghini. Meanwhile the Audi R8 was every bit the stoic German. How did the Gallardo do it? Emotional distance. As cliche as it sounds, the Lamborghini felt more temperamental, although not always in a good way. That fiery disposition made it salacious at mere idle and a baying brute at the limit. The Gallardo's successor, the Huracan, incredibly is even closer to the R8 under the skin, but is galaxies apart from the Audi in terms of impression and intent. The R8 already has a reputation as an everyday supercar, faster than a speeding bullet, able to carry small groceries in a single trunk. With the Huracan, we wanted to find out if it offers the same benefits without dampening that scalding Italian attitude. That difference from old to new starts with subtlety: the Huracan's "dynamic wedge" shape doesn't boast; there isn't a single clingy component demanding your attention. The package fits together so well that you can't just look at one thing, you have to look at everything. There are details atop details, from the Y-shaped LED daytime lamps to the side glass that tucks into the body like an alien canopy. The designers worked to build in enough downforce that the Huracan wouldn't need active or moving aerodynamic devices. So whereas the Gallardo Superleggera looked good with a wing, putting such spoilage on a non-competition Huracan should incur one of those NHTSA-sized, $14,000-a-day fines. There are some hitches to just getting in and driving. There's no reflexive ease to the start and transmission procedures. We always need to remind ourselves of the steps to the dance and "Oh, that's right, pull this for Reverse." Lamborghini changed the shape of the Audi buttons lining the waterfall console, but it looks too close to the A4. The Italians also carried over that funky two-step process of pushing a button and turning a knob to control fan speed. The Huracan ditches Audi's stalks on the steering column by placing buttons on the wheel. The result is fiddly, but okay. It's a fine office, though. The cabin trim feels like eight different shades of Black Hole, and you sit so close to the ground that Lamborghini should offer a bucket-and-pulley system on the options list. The seats are firm and supportive where they need to be, and comfortable everywhere.

Lamborghini's Lock out as American COO

It looks like Lamborghini is going to need a new executive to run its North American operations, as the man who's held the job until now has parted ways with the exotic automaker.
That man is Michael Lock, who has held the position of Chief Operating Officer at Automobile Lamborghini America LLC for nearly two years now. We don't know what the reasons are for his departure, or for that matter whether the departure was instigated by Lamborghini or Lock. However, Lamborghini's official notice released yesterday does state rather flatly: "as of today the collaboration with Michael Lock, COO of Automobili Lamborghini America, is terminated" even as it thanks the executive for his efforts and wishes him the best moving forward.
For the moment, Lock's post will be assumed by Thomas Felbermair, Commercial Director at Automobili Lamborghini, while site operations will be handled by Rene? Sueltzner, who is also in charge of after sales at Automobili Lamborghini America.