The seven-speed single-clutch gearbox, dubbed ISR for independent shifting rods, uses twin shafts and four carbon synchronizers that allow for simultaneous engagement of one gear and disengagement of another. The results are shifts as quick as 50 milliseconds, superseding times of the E-gear trannies from the Murcielago (200 ms) and Gallardo Superleggera (120). Further, Lamborghini claims the 154-pound Graziano-made transmission is lighter than a comparable dual-clutch and smaller than a conventional manual. Of the ISR’s five operating modes — Strada and Sport (auto or manual) and Corsa (manual only) – only Sport and Corsa alter the steering, stability control, all-wheel drive, throttle, and shifting. In Sport, for example, expect heavier steering, less intrusive ESC, additional rear bias from the Haldex, more responsive throttle, and quicker shifts; in Corsa, be prepared for the extreme, including increased yaw, 80-percent rear torque bias, and violent, rapid gear changes with every pull of a paddle. Overall, the ISR is a marked improvement over the E-gear, both in terms of speed and seamlessness, and not that far off the finer DCTs.

Out on the Vallelunga circuit, the Aventador proved immensely entertaining. While the shocking straight-line speed was a given, the surprisingly adept handling was not. The LP 700-4 (so-called for its longitudinal-posterior engine placement, 700 metric horsepower, and four-wheel drive) feels firmly planted and reassuringly responsive at speed. It is far and away the best-driving 12-cylinder Lambo to date, making it relatively easy to pilot when pushing the limits and downright idiot-proof compared to its hairy precursors, For the ultimate idiot, of course, there are six airbags, not to mention the monocoque’s increased occupant protection. Mid-corner understeer is common, so the Aventador requires a patient right foot, or else it will push wide off-line. The steering, with a moderately quick 16.5:1 ratio, is linear and weights up nicely, but nonetheless lacks the telepathic tactility that makes Ferrari helms so engrossing. At about 3600 pounds, the Aventador weighs roughly 400 pounds less than a 599 GTB Fiorano, but it doesn’t feel comparably light; in fact, it comes across bulkier, a car that requires more manhandling.

Where the Aventador doesn’t fall behind its Italian foes is in braking. Armed with Brembo six-piston front/four-piston rear calipers squeezing SGL carbon-ceramic discs (15.7 inches front/15.0 rear), not to mention sticky 255/35R19 front and 335/30R20 rear Pirelli PZero rubber, the Aventador provides stout, fade-free stopping force. Lamborghini claims halting from 62 mph takes just 106 feet, which puts the Aventador right there with the 104-foot 60-0 distance we’ve seen from a 599.

Lamborghini says it will produce about 750 Aventadors annually for global consumption, which equates to roughly 250 making it stateside. The other 500 will head to Europe and Asia in equal parts. Naturally, the first 18 months’ supply is already sold out. On the bright side, Lamborghini has planned a 10-year run for the Aventador. So, by the time you get one in 2015, it may very well be using a direct-injected V-12 delivering 750 horsepower and, with cylinder deactivation, 20 mpg on the highway. Shot in the dark? Not with a cannonbull like the Aventador.

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