Speaker 1: A lot of performance cars are built around their engines, but this thing, this thing's built to celebrate an engine. It's a Lamborghini Senza SC V 12, a two and a half million ode to a long line of beautiful Lamborghini, V 12 S they're only building 40 of these things in today. We're taking this one first a bit.
Speaker 1: [00:00:30] The engine here is the six and a half liter V12. That's similar to what's used in the event door and the cion, but really the significance is much greater than that. You see Lamborghini says, this is its final pure unadulterated V12 for a production car. Everything from here is gonna be hybrids and EVs, and maybe even some form of forced induction. This then is the end of a line that started way back in the early sixties with Lamborghini's first road car, the three 50 GT [00:01:00] and its three and a half liter V12. But it was the second evolution of that V12 that would really change the world as a 3.9 liter engine shoehorned into the insanely beautiful Lamborghini mirror. An evolution of that same engine would power the iconic KTO growing over the years to 5.2 liters before continuing on into the nineties in the Diablo, and then all the way through 2010 in the mercy Lago, finally, a new V12, a six and a half liter unit would sit in the back of the inventor.
Speaker 1: And it's [00:01:30] deriv is like the cion, but things are a little bit different here. Now the ASEN might look a little bit like an inventor with a pretty outrageous body kit on it, but one look under here and you can tell that this is a very significantly different machine. And though, as engine shares the displacement of the V12 in the evented door, it's pretty significantly different too. It is making more power somewhere around 800 2830 horsepower, depending upon your chosen measurement system. But the more significant difference is the way that this positioned in the car in the evented door. It's actually [00:02:00] turned 180 degrees from here because in the evented door of the transmission sticks off the front as a drive shaft, that goes up to drive the front wheels because the event door is of course an all-wheel drive car in the ASEN. This was always intended to be purely a rear wheel drive car.
Speaker 1: And so they flip the engine all the way around and at the back we have a six speed sequential transmission hanging off the rear here. And because this is an X track, six speed racing transmission, this thing is strong enough that they could basically end the chassis here and Mount the rear suspension directly to [00:02:30] the rear transmission. So now we've got the Oland suspension mounted in board, a push rod suspension, which moves the weight of the suspension in closer to the central gravity of the car and reduces the unsprung mass of the car as well. Everything under here is precision machined in absolutely beautiful. If anything, the interior looks even more, ay, your average Lamborghini has a pretty wild interior, but nothing touches this. Everything's been paired back to the bare minimum with some design flourishes. Of course, we've got a lot of bear carbon fiber, even 3d printed components here inserted [00:03:00] as well, but everything is what you need to go racing.
Speaker 1: I've got a center control here with a few buttons for things like staring the lights and changing the dashboard, things like that, the ignition and the engine starter on here as well. But the majority of the controls of the car are all centered here for the steering wheel, which I'll pop off. So you can get a better look at it. And man, just look at this thing. This looks like it's straight out a form of the one car and it's very similar in terms of the design, a very formula inspired wheel. We've got rotary controllers on the side here for abs and trash control underneath my thumbs, the upper left, I can change the differential binding. I can change the power steering [00:03:30] resistance here and then buttons for the typical things like bit speed limiter radio control. I can put in neutral, get a drink button.
Speaker 1: If I got thirsty on the bottom, there are four knobs here on the left, changing the clutch bite point. This has an electrically actuated clutch. So I don't have to worry about a clutch panel on the back of the steering wheel here. Wiper speed, the engine mode and the page for the display, which is a Motech display built into the steering wheel itself. The mode here is probably the more important one for me starting at one is basically where they've recommended me to start. But as I turn this up to five, five gives me full hour from [00:04:00] that V 12. So my goal is to get to five by the end of the day, and to try to get this traction control down as low as I can as well. And if you look around here, there's one thing that you might notice is missing from a race car. There's no roll cage in here. This is the first FIA certified race car without a roll cage. It's all carbon fiber structural. It's all pretty cool. And frankly, I'm done talking. I wanna go racing, pulling outta the pits in the ASEN and I'm immediately struck by just how loud this thing is.
Speaker 1: Now an event to S VJ at [00:04:30] full song is an ear opening experience, but this is next level stuff louder than any race car that I have ever had. The pleasure to pilot the wine of that six feet gearbox alone is enough to rattle my teeth. I'm micd up for this drive so that I can talk you through it. But the volume in the cabin is so great. I literally cannot hear myself talking. And so here I am a little later adding some voice over commentary. First order of business is warming things up and you can see me cranking the wheel over to force under steer and to get those front tires up to temp. It's [00:05:00] a cool day for my drive. About a 50 degrees Fahrenheit on a bumpy, dirty track with little grip to give, I need to get as much heat in those tires as I can. The same goes for the brakes. Strangely, the ASCE has a long, soft pedal, a stark contrast to the BMW F four GT four. I just drove, which was a little bit like kicking the brick wall. Whenever I stepped on a brake pedal, I heard a firm pedal myself, but the long throw, the Lamborghini meant easy modulation on the tracks, many transitional breaking zones, oh, [00:05:30] without training my left calf,
Speaker 1: The seating position is distinct as well. I feel like I'm laid back more like a formula car than many GT cars then at least is in keeping with Lamborghini road cost. So two is the light steering, despite the width of those massive 19 inch tires up front, the resistance of the steering can be quickly adjusted if you'd rather use a little more muscle to turn the thing, but I'm [00:06:00] pretty happy to leave that setting alone. I am however, making frequent adjustments to the engine mapping and traction control starting on maximum power and maximum traction control is still quite an experience in this thing. The stepping up to two and three on the engine map, while it really just makes the track short front straight disappear a little bit more quickly, [00:06:30] But dialing back the trash control that changes everything. As I turn that down, the car comes alive, powering out of corners, much more aggressively and spinning up the rear wheels on every mid corner bump.
Speaker 1: As I step up to maximum power engine map five, I need to start taking a higher gear through the tracks final long right hand corner. Not just because I'm going faster, but because the bumps are enough to make my right foot bounce [00:07:00] in the accelerator with well over 800 horses going through the rear wheels, it's very important to keep your mid corner throttle application smooth and a higher gear helps with that. Eventually though it was time to pull into the pits. My time with the ASEN SCV 12 was over. And with that, the end of my time with an unassisted V12 from Lamborghini, the company has said that its vented door replacement due in 2023 will be a plugin hybrid of some sort, no details yet on ranger, battery [00:07:30] size or type just that whatever V 12 a carries will have some sort of an electric partner.
Speaker 1: This then is the end of the line for the company's to traditional V12. S I guess I should be sad that Lamborghini V12 S are going away, at least in their unassisted, non turbocharge, non supercharged forms. But honestly, I'm not really that sad. I mean, yeah, it was an honor to drive this thing and it will be a shame to have them go away, but ultimately whatever comes next, whether it's hybrids or electric cars or whatever, [00:08:00] there's still gonna be a Lamborghini. And that means there's still gonna be outrageous and there's still gonna be great.
