Keep pushing mercilessly for lap after lap, and they will eventually tire, fade, and even smoke if you have no mechanical sympathy, but for the most part, they'll hold up well. With great power and exceptional steering, you need a resolute chaperon when it's time to bring things back to a more pedestrian pace, and the huge carbon-ceramic discs are impressively up to the task, proving relatively easy to modulate and fade-free under all but the most testing circumstances. In addition, the suspension is relatively compliant over broken pavement and stiffens up further in the more aggressive drive modes of Sport and Corsa. Extensive use of composite materials has helped drop the weight, and the dynamic steering system has been updated too, which allows the hulking beast to turn far more sharply and quickly than you may expect. Thanks to enhanced aerodynamics and a manually-adjustable rear spoiler, the Aventador SV is more than just a badge-engineered marketing exercise - it's a genuine racecar for the road. With a Nurburgring Nordschleife lap time of under seven minutes, the SV can truly hustle around corners, with only the elite of the hypercar world, cars like the 918 Spyder and McLaren's P1, proving fractionally quicker for double the price. Thanks to a pushrod suspension that is improved by active magnetic dampers, the Aventador SV is a brilliantly handling thing that is far more capable than its size would suggest. Combined with launch control, every blast in the SV is a visceral and adrenaline-inducing moment to be savored. With 6.5 liters of capacity from the V12, 740 hp, and 509 lb-ft of torque, output isn't exactly mediocre anyway. Having revs to play with and being able to enjoy the sound of an unimpeded exhaust is one of the joys of car life, and the reason that the aging Aventador still has so much charm - even when some turbocharged alternatives produce more power. After that, it's a blend of heavy metal and London Symphony Orchestra, and the shove in the back is a good one. That's not to say that it's bad in any way, but below 4,500 rpm, the tone is less than exciting. The engine is similarly, uh, characterful. The shifts are so jolty that they feel as if a rifle is being jammed into your back.
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If you're not used to it, it will feel like something is wrong with the car. That said, you still have absurdly slow and sloppy shifts in the most relaxed Strada setting, with Sport improving things and Corsa (or Race) being phenomenally quick, but also unbelievably harsh. An automated seven-speed single-clutch gearbox is a very complicated way of saying 'awful.' However, the SV benefits from an improved version of this transmission that is slightly more agreeable with normal road use. If you've read any review of any version of the Aventador, you'll likely recall that the weak point on these cars is the ancient and disturbingly clunky transmission. In fact, the Aventador SV is so good, that some million-dollar hypercars like the Porsche 918 Spyder will require ultimate focus and commitment to keep the SV in the rearview mirror. Thanks to improved aerodynamics, weight saving, and a lot of time perfecting the suspension and improving the gearbox, not only can the SV launch hard and keep pulling, it can do corners better than its more pedestrian and "common" Aventador baby brother. With astonishing throttle response and peak power at 8,400 rpm, just 100 rpm before the redline, the Aventador SV is a monster of high-speed ability that loves to be opened up. Top speed is claimed to be "in excess of 217 mph", and we don't doubt the boast.
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Speaking of bark, that hulking 6.5-liter V12 is a phenomenal power plant, hurtling you from 0-62 mph in a scant 2.8 seconds. Nobody wants to buy an extremely expensive supercar with outlandish styling if the bite doesn't match the bark. With run-out special editions, particularly those from manufacturers of fine Italian exotica, performance is arguably the most important aspect of the vehicle.