Still hefty but with more aerodynamic grip and increased agility from the four-wheel steering Lamborghini clearly hopes to address those criticisms about the Aventador's lack of dynamic sparkle. Just in case you thought it was in danger of taking it all a bit too seriously it's also added a new configurable driving mode over and above the familiar Strada, Sport and Corsa settings and called it 'Ego'.
Further evidence the S upgrades are more about handling than bottom line stats comes when you browse the spec sheets. The 219mph top speed remains as before and the 0-62mph time is also identical to the LP700-4's at 2.9 seconds. It'll push past that to 125mph in 8.9sec from rest while 0-186mph takes just 24.2sec. Be under no illusions, the Aventador S is a ferociously fast car and underlines quite how outrageous that V12 remains, even in this age of hybrid assistance. Forget any electrically assisted pretence of saving the planet while travelling at 200mph though - updated or not the V12 still chucks out a suitably unapologetic 394g/km of CO2 while achieving just 16.7mpg on the official combined cycle.
Prodigious straight-line speed and profligate fuel consumption are a given in a V12 Lamborghini of course. What the four-wheel steering and other changes bring is vast scope for the engineers to tune it to be as keen to go round corners as it is make lots of noise about going fast and burning lots of fuel. As in other applications the four-wheel steering can turn the wheels in opposite directions to effectively shorten the wheelbase for greater agility in low speed corners while going the other way for high speed stability.
Meanwhile the variable steering can go from 2.1 turns lock to lock to 2.4, offering scope for front-end bite as well as relaxed cruising and good manners around town. Where, let's face it, most Aventadors spend their time. For those who dare to go on track 130% more downforce at 150mph from a new front bumper and splitter further emphasises Lamborghini's efforts to improve the front end grip, suggesting it's listened to the earlier criticisms. Does it all work though?
Freak weather on the Valencia-based launch event somewhat scuppered Lamborghini's desire to demonstrate that it has. Four-wheel drive or not, a waterlogged track in the midst of the region's biggest storm in decades is not the best place to be putting a 730bhp Lamborghini through its paces. The road route wasn't any better, the mountain roads actually closed by snow.
When the track eventually opened it was strictly controlled ducks and drakes (appropriate term, given the conditions) behind cautious instructors. But even at this pace the work that's gone into this new S model flagship is evident. Working through the modes Strada maintains the surprisingly ponderous feeling you could get from the LP700-4. Unlike most competitors Lamborghini has stuck with a single-clutch automated manual - dubbed ISR - rather than a faster, smoother dual clutch. The engineers will tell you it's for reasons of weight and packaging but, in the faster modes, it's also more 'dramatic' in the fearsome way it swaps through the seven ratios available.
In Strada though it's hesitant and long-winded in automatic and slow to respond to the paddles in manual. The conservative front to rear torque split of 40:60 also means little choice but to tread carefully into the corner and then bide your time on the way out. In the wet, Sport is much more exciting, sending up to 90% of the drive torque to the rear axle and letting you dial out mid-corner understeer on the throttle, the car rotating with commendable predictability considering the variances in steering lock, effective wheelbase length and rear-wheel steering.
In this mode the stability control is sufficiently lenient to demand assertive corrections in slippery conditions too. Corsa throws in brutal gearshifts you really don't want to be unleashing mid-corner for fear of destabilising the car and a more neutral torque split that'll send up to 80% to the rear axle. Perhaps more suited to a dry track, on the day the car understeered stubbornly before eventually sending drive to the front axle to pull the car out of the corner. Ego, for all the novelty value of the name, simply lets you mix and match your preferred settings for steering, powertrain and suspension from the above.