I know people should accept change, but the V10 will in my opinion never be beaten for this line of Lambos. It’s what defined them for me. Not that I can afford anything like any of these ever, if I could I would always opt for the older slower V10 naturally aspirated car but maybe that’s just me
Love them graphics. All that's missing is a sound over cut away "10,000 RPM" with fire effects. "TurboCooler!" "Overboost!" Wait that was in a old Driven Media episode.
Any ZR1 has always shit on any Lambo mate. They are different level of cars. C6 ZR1 was multiple seconds faster than a Ferrari Enzo on Nurburgring and used same brakes as a Bugatti Veyron. Bugatti is positioned much higher than Lambo in the VAG group.
@@nodo7575, ZR1 is way slower than the Aventador on Nurburgring. I don’t know where did you take it is higher grade than Lamborghini, it is always just an cheap fiberglass car with low tech engine. Only in the C8 they improve the engine technology, but it is not hybrid than Lamborghini.
Alot of people buy these high end brands are purchased by status chasers. These owners want the badge and to Rev in traffic they don't care about 200hp
Still surprised the fact that the 5.2L naturally aspirated V10 engine has been one incredible sounding motor for 20 years from the Gen 2 Gallardo and the Audi R8 to the Huracan until the R8 GT and the Huracan Tecnica
On a deep analysis of Czinger C21 engine is an Evolution of JFC Turbo Hayabusa V8 engine but done in house by Czinger with some AID of Generative Design (AI) tools in order to transform the Engine in a full stress member of the Chassis
It's got a Hot-V setup, so no variable air intake and no dual injection like Huracan. Side mounted high pressure fuel pump with direct injection, which will result in carbon deposits on valves and wastegate valves and increase in soothing and PM emissions. Unless it's got a "oil-catch can" type setup like in Aventador. Top mounted air-to-water intercooler, meaning increase in CG of car. 3 electric motors can result in a significant increase in weight and complexity. We'll see how this engine will turn up in the next 5 years from reviews of garages and workshops with independent technicians as the service and maintenance of the engine will become a nightmare. Direct injection at 10000 RPMs will mess the timing chain up. I am always an admirer of Lamborghini engines. Especially their V12s and V10s. But I am not fond of this one. As a suggestion, they should have added Dual-Injection system instead of just Direct injection, just like in Huracan. Place the turbos in a Cold-V setup. This would have allowed it to incorporate variable length intake manifold for optimal acceleration.
Someone needs to remind Lamborghini they're known for agressive designs not sleek ones. I admit some parts need to be sleek but the front of the 'temerario' looks horrible, Huracan is waaaaay better
@@aluisiofsjr I think it’s more likely that nobody was going to spec the 3 cylinder. I’m guessing their free valve tech is good it’s not like this company hasn’t done revolutionary things before the LST, single gear car.
Hear me out: Small displacement V10 (Like the LFA) with turbos, so 4.5-4.8 litres V10 and the turbo setup….Could actually maybe see 11000rpm and have the soundtrack👀🙌🏽
Turbochargers become more difficult at high RPMs. The impellers can be small, but at the cost of stall or overheating at high RPMs, or large at the cost of inertia and lag. Think F1 in the 1980's. Of course variable geometry turbochargers, complex multi-turbos, and even more exotic solutions to forced induction exist, but it only adds complexity when trying for ultimate revs. I love small displacement V engines, but NA is definitely the way to go if you want 11,000+ RPM. Imaging the mid 2000's Ferrari 3.0 Liter V10s in a road car. 🤤
I dont think you'd want a worn down engine at 50 thousand kilometers, if you want to rev that high its better NA, you'll hate the power band.. Motorcycles with turbos, never was very confidence inspiring, unpredictable as hell. Wide power band with boost isn't very intuitive.
Turbo is more difficult to have high rev than NA while keeping the acceptable wear rate. AMG One did this (11k RPM Turbocharged engine) and the engine itself only able to drive 50 thousand kilometers before teardown.
Im going to miss that V10. It was perfect. No matter how much the fan boys say the V12 in the definition of lambo, i disagree. That V10 was unique from everything else and im still mad they are getting rid of it.
So what can this V8 do that a V10 version of it can't? All that tech is great but it would be more great if it was a V10 with an extra litre of capacity.
A ttv8 can keep a lot of linear continuous acceleration as the torque loss between shifts is minimal because the torque is spread on a wider rev range, something NA engines struggle with. A ttv8 will also improve the efficiency and is lighter than a V10 which will enable the car to accommodate extra battery and motor weight and will help keep the weight low although it will still be heavier than the outgoing huracan but it won't be as heavy if they went with hybridizing the na V10 itself. The main reason this engine is being used is because it's race bred, specifically endurance race bred, meaning it has much higher tolerance to boost and is packing more potential for future models.
@@siraff4461 because "why not" isn't that easy to do, there is a lot of engineering behind making a brand new engine that performs at such sheer forces and is reliable a good example would be ferrari's transition from 458 to 488, the the later is NA and the former is a TT version of the same engine, yet it still required a few years of RnD to get that engine running reliably, another recent one is revuelto's L545 which was developedd to have more power and higher revs than L539 in the aventador, engine making isn't something very easy when manufacturers have to deal with real life physics and jump through hoops to meet regulation standards. "engine with all this tech and design but a V10?" a TTV8 is less complex than a V10 to build, also as explained in this video, reciprocating mass increases with increase in number of oscillating/moving components, that also includes the two extra cylinders, this extra reciprocating mass does not only make the engine more prone to damage in high rpms but also can destabalize the car and even eat up some hp produced by the engine, and this is not good if you wanna make a 10krpm supercar that you can drive everyday.
Preasure .. engine is running under higher load on boost due to more air pressure.. so spinning up faster and having extra intake air pressure is more likely to kill an engine .. also exhaust. an engine needs to breath .. if it's breathing fast at high RPM you need high exhaust flow rate which is hindered if you put a turbine in the way .. (due to exhaust being what spins up a turbo ofc)
Because the limits of the turbo. I think the compressor blade will hit supersonic speed and stalls. You can adjust the turbo specs to fit higher rpm but then the lower end engine rpm will be without boost.
Oops! We got that wrong. For some reason I thought their F1 V12 was derived from the road going version they've used since the company's beginning, but it was a clean-sheet design
Ah, put down Ariel for no real reason, what does it matter that its engine is a customs designe made from motorcycle engines? Also, 3 litre V8 isn't that much smaller than a 4 litre one, when you think about it but the smart design and engineering behind it make it that sub 100 kg wonder that it is. So, one would do good to appreciate the achievements of a smaller company (especially when they made this engine some years ago) while hyping up a multi-billion [project from one of the world's largest car manufacturer.
It's cool and all but a big part of those supercars is the big and exotic engine, it's a distinct feature. If you remove cilinders, you make the car less special. Big V8s you have them on a Corvette, and the ZR1 will probably make more power for less than half the price of this Lambo. Rumours say the La Ferrari successor will have a V6. That puts it below their front engine V12 imo.
The r6 engine revs to 15k Hell, the zx25rr engine revs to 15k The 2011 TVS Apache 160 engine revs to over 10.5k, FFS Edit: Been working as a mechanical engineer for almost half a decade now. The misconceptions people have about mechanical engineering and designs are mind-boggling. And, Apparently, nobody reads replies to comments
