Lamborghini Asterion
Although TG has been in many design offices over the years, usually we’re only admitted into specially vetted areas, once all the sexy secret-squirrel stuff has been sequestered. This time, it’s different. It’s early July, and Centro Stile is up to its eyeballs in a new Lamborghini concept car, due to be unleashed at the Paris auto salon in October. Rather than being stashed out of view, an unfamiliar shape beams out from every monitor. “So, what do you think?” says Filippo Perini, Lamborghini’s design director. “Wow” is what we think.
The Lamborghini Asterion is coming together. The official line is that it’s a ‘technology-demonstrator’, although any student of Lamborghini or Italian cars in general will recognise it as a vehicle inspired by the classic gran turismo cars. The form language is more subtle; the overall effect, vastly less egotistical than the likes of its Egoista, Sesto Elemento or Veneno predecessors. Yet the Asterion is arguably the most significant concept in the company’s 51 year history. Why ? Because it’s a plug in hybrid ibrido and, we would suggest, almost certain to make full production. We know what you’re thinking. Lamborghini is the self-styled bad boy of the automotive world, the last bastion of internally combusting multi-cylinder madness.
On the other hand, the Asterion touts a seismic set of figures. You’ve got to admit that a total power output of 910bhp is pretty compelling. It’ll do 298 kph and accelerate to 100 kph in three seconds, while emitting just 98g/km CO2. Nor is a real world range of 48 kilometres on pure electric power alone to be sniffed at. Finally, a claimed overall combined average of 120 kpl suggests that someone has been visiting the espresso machine too often. Has Lambo basically done a Porsche 918, then?
Nope. Sant'Agata may be an outpost of the VW Group empire, but it proudly goes its own way. The Asterion is all its own work and posits a new paradigm for the company, one that’s actually more radical than yet another piece of eye candy with exploding doors and carbon-fibre aero excrescences. The Asterion is a big, sexy transcontinental cruiser, much roomier inside than Huracán or Aventador, less theatrical to look at, more comfortable and easier to drive. When Ferruccio Lamborghini decided to stick one on Enzo Ferrari, the first car he built 1964’s 350 GT had almost exactly the same remit. Add in 21st-century conventions like corporate and social responsibility, and the result is the Asterion: the first Lamborghini that can wrestle and cuddle Polar bears at the same time.
The Asterion is effectively a mid-engined two-seater coupe. It uses an adapted Aventador carbon-fibre monocoque, mostly in the lower section, with a different roof structure, and it’s been elongated to create more interior space. The ICE is the 610bhp 5.2-litre V10 from the Huracán, hooked up to a blistering double-clutch seven speed rear-transaxle automatic gearbox. These days, there is no shortage of tasty stuff for Lamborghini to repurpose.
But the Asterion moves the game on in a way that only the most myopic purist could possibly decry. It’s a parallel hybrid, with an electric motor bolted onto the transaxle that incorporates a starter motor and generator. Two electric motors are located on the front axle. Between them, they serve up an additional 300 bhp. Rather like the Porsche 918, the Asterion uses the motors on the front axle to deliver four-wheel drive and provide a torque vectoring effect. There’s no mechanical connection between the front and rear axles. The batteries live in the central tunnel where you’d normally find a propshaft. This benefits both safety and the car’s centre of gravity. Electric power can also be used to fill in gaps in the engine’s torque curve. In all, the electrification system weighs 250kg, which Lamborghini admit, was the biggest hurdle for the development team. That’s a lot of battery cells, cooling gubbins and control electronics the antithesis of the ultra-lightweight ethos espoused by 2011’s Sesto Elemento.
Lamborghini’s powertrain boss Stefano Mazzetti confirms that, as well as trying to peg the weight back, integrating the different energy sources has been demanding. “When we started, there were 12 possible architectures,” he says. “We evaluated them all. Marrying the torque from the three electric sources and the thermodynamic engine, and providing it to the driver has been difficult. Perini adds, “The best suit for this car was one of tailored elegance. It’s not all about power.”
The Asterion’s roof has a dramatic air intake, and the car uses ‘Active Air Cooling’ a double-layered metal and titanium grid meshed together. There’s also a transparent engine cover, consisting of three hexagonal glass panels that switch according to power source: electric, hybrid or ICE.
Lamborghini can’t resist some theatre.
Alessandro Salvagnin is working on the Asterion’s interior. The insides feature ivory leather, as well as aluminium, forged carbon and titanium. There’s also more storage space, a prosaic but necessary commodity in a car for longer journeys. Three drive modes zero (for full electric), I (for hybrid ‘ibrido’), and T (for sport ‘termico’/thermal) are available via buttons on the steering wheel. The main dash binnacle has little leather straps on the side. “It’s a more human car, more usable,” Salvagnin says. A detachable tablet handles the Asterion’s infotainment, climate control and GPS functions. Perini frets that the supporting elements are currently too weak.
Lots of midnight oil was burnt at Centro Stile between midsummer and early autumn. Italy tends to go on holiday for the whole of August, but Perini and his guys didn't have that luxury. The finished, full-size Lamborghini Asterion only just made its Paris show deadline, and it looks sublime. Now the hard work can really begin.
The Lamborghini Asterion is coming together. The official line is that it’s a ‘technology-demonstrator’, although any student of Lamborghini or Italian cars in general will recognise it as a vehicle inspired by the classic gran turismo cars. The form language is more subtle; the overall effect, vastly less egotistical than the likes of its Egoista, Sesto Elemento or Veneno predecessors. Yet the Asterion is arguably the most significant concept in the company’s 51 year history. Why ? Because it’s a plug in hybrid ibrido and, we would suggest, almost certain to make full production. We know what you’re thinking. Lamborghini is the self-styled bad boy of the automotive world, the last bastion of internally combusting multi-cylinder madness.
On the other hand, the Asterion touts a seismic set of figures. You’ve got to admit that a total power output of 910bhp is pretty compelling. It’ll do 298 kph and accelerate to 100 kph in three seconds, while emitting just 98g/km CO2. Nor is a real world range of 48 kilometres on pure electric power alone to be sniffed at. Finally, a claimed overall combined average of 120 kpl suggests that someone has been visiting the espresso machine too often. Has Lambo basically done a Porsche 918, then?
Nope. Sant'Agata may be an outpost of the VW Group empire, but it proudly goes its own way. The Asterion is all its own work and posits a new paradigm for the company, one that’s actually more radical than yet another piece of eye candy with exploding doors and carbon-fibre aero excrescences. The Asterion is a big, sexy transcontinental cruiser, much roomier inside than Huracán or Aventador, less theatrical to look at, more comfortable and easier to drive. When Ferruccio Lamborghini decided to stick one on Enzo Ferrari, the first car he built 1964’s 350 GT had almost exactly the same remit. Add in 21st-century conventions like corporate and social responsibility, and the result is the Asterion: the first Lamborghini that can wrestle and cuddle Polar bears at the same time.
The Asterion is effectively a mid-engined two-seater coupe. It uses an adapted Aventador carbon-fibre monocoque, mostly in the lower section, with a different roof structure, and it’s been elongated to create more interior space. The ICE is the 610bhp 5.2-litre V10 from the Huracán, hooked up to a blistering double-clutch seven speed rear-transaxle automatic gearbox. These days, there is no shortage of tasty stuff for Lamborghini to repurpose.
But the Asterion moves the game on in a way that only the most myopic purist could possibly decry. It’s a parallel hybrid, with an electric motor bolted onto the transaxle that incorporates a starter motor and generator. Two electric motors are located on the front axle. Between them, they serve up an additional 300 bhp. Rather like the Porsche 918, the Asterion uses the motors on the front axle to deliver four-wheel drive and provide a torque vectoring effect. There’s no mechanical connection between the front and rear axles. The batteries live in the central tunnel where you’d normally find a propshaft. This benefits both safety and the car’s centre of gravity. Electric power can also be used to fill in gaps in the engine’s torque curve. In all, the electrification system weighs 250kg, which Lamborghini admit, was the biggest hurdle for the development team. That’s a lot of battery cells, cooling gubbins and control electronics the antithesis of the ultra-lightweight ethos espoused by 2011’s Sesto Elemento.
Lamborghini’s powertrain boss Stefano Mazzetti confirms that, as well as trying to peg the weight back, integrating the different energy sources has been demanding. “When we started, there were 12 possible architectures,” he says. “We evaluated them all. Marrying the torque from the three electric sources and the thermodynamic engine, and providing it to the driver has been difficult. Perini adds, “The best suit for this car was one of tailored elegance. It’s not all about power.”
The Asterion’s roof has a dramatic air intake, and the car uses ‘Active Air Cooling’ a double-layered metal and titanium grid meshed together. There’s also a transparent engine cover, consisting of three hexagonal glass panels that switch according to power source: electric, hybrid or ICE.
Lamborghini can’t resist some theatre.
Alessandro Salvagnin is working on the Asterion’s interior. The insides feature ivory leather, as well as aluminium, forged carbon and titanium. There’s also more storage space, a prosaic but necessary commodity in a car for longer journeys. Three drive modes zero (for full electric), I (for hybrid ‘ibrido’), and T (for sport ‘termico’/thermal) are available via buttons on the steering wheel. The main dash binnacle has little leather straps on the side. “It’s a more human car, more usable,” Salvagnin says. A detachable tablet handles the Asterion’s infotainment, climate control and GPS functions. Perini frets that the supporting elements are currently too weak.
Lots of midnight oil was burnt at Centro Stile between midsummer and early autumn. Italy tends to go on holiday for the whole of August, but Perini and his guys didn't have that luxury. The finished, full-size Lamborghini Asterion only just made its Paris show deadline, and it looks sublime. Now the hard work can really begin.
Lamborghini Asterion
Reviewed by Unknown
on
9:16 AM
Rating:
Reviewed by Unknown
on
9:16 AM
Rating:
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