Lamborghini continues to tease its Aventador successor (internal codename LB744) ahead of its full reveal just a few days from now. After talking about LB744’s monofuselage last week, the company has shared some more information this time.
As you might know already, the LB744 is gonna have a plug-in hybrid powertrain with a V12 engine. The new information is that the front axle is gonna be an e-axle with two electric motors—enabling torque vectoring. A third motor is integrated with an 8-speed DCT that—for the first time—is set transversely and behind the 6.5L naturally aspirated V12 engine—as opposed to longitudinale posteriore (LP) all these days. That’s right, the V12 is gonna be naturally aspirated.
Now that things have turned transverse, the central tunnel is a perfect location for a lithium-ion battery pack. It is unclear (yet) if the 8-speed DCT contains a reverse gear or the front e-axle performs reversing duties—just like in the SF90 Stradale. I’ll be super disappointed if the e-axle is not utilized for reversing functionalities. Lamborghini has shared power output figures that depend on the mode you’re in; please continue reading.
Active aero and suspension
And, Lamborghini says that active aerodynamics have achieved new levels of efficiency and downforce: +61% and +66%, respectively, in high-load situations compared with the Aventador Ultimae, especially thanks to the front splitter and roof design that channels airflow to the rear wing. The aerodynamics work in synergy with the semi-active wishbone suspension, controlled by the Lamborghini Vertical Control system—designed specifically for the LB744, which electronically manages vertical force exchanges such as sudden load transfers during track driving, adapting the suspension and rear wing behavior in real-time, the company added.
The LB744 also boasts the latest generation CCB Plus (Carbon Ceramic Brakes Plus). The 410 x 38 mm front discs are gripped by 10-piston calipers (Aventador Ultimae: 400 x 38 mm, 6-piston calipers), while the rear gets larger 390 x 32 mm discs (previously 380 x 38 mm). The discs are covered by a friction layer for better performance, thermal management and acoustic comfort when braking.
As you can probably see, the steering wheel has a lot of things going on. There’s a dedicated EV mode button with a rotary dial, there’s a button for what appears to be the rear wing, there’s one for the front lift system, and on the top-left, there’s a red rotary dial with a racing flag button in the middle. In all, the LB744 is claimed to offer 13 “driving experiences”.
One of the modes is Città (City)—which as the name suggests—is designed for urban use and be as fuel-efficient as possible. Here, the e-axle takes care of driving the vehicle and the power output is limited to 132.5 kW or 180 metric hp. The V12 kicks in only to recharge the battery pack (the mode changes to Recharge mode).
The familiar Strada mode is for dynamic everyday driving and long trips, where you get up to 652 kW or 886 metric hp; the V12 is always active here, of course. The Sport mode is where you get up to 667 kW or 907 metric hp, and this mode can apparently be combined with Recharge, Hybrid and Performance modes. But wait, there’s more.
In the Corsa mode, the hybrid powertrain offers a peak output of 746.5 kW or 1,015 metric hp. Here, the hybrid system is calibrated to get the most out of the e-axle in terms of both torque vectoring and all-wheel-drive.
Phew. I know, it’s too much to take in, but that’s where the future is headed.