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a007apl

01-07-2002, 06:51 AM

"from 1991 still looks as sharp as a new pin today, so it is hard to believe that this sensational supercar will be nine years old next month.

True, some changes have been made along the way, principally, the addition of the four-wheel-drive VT, Roadster and the minimalist SV and SVR models. But by and large, the eyeball arresting shape has remained unmolested.

For 1999, a raft of changes, both visual and mechanical, will take Lamborghini’s finest to the Millennium and beyond. The most obvious way you will be able to spot a new Diablo as it blasts past is by its integrated headlamps which replace the clumsy pop-up light arrangement. Saving weight and improving beam alignment and the cars path through the air, these new lights combine Halogen and projector units under a single glass cover. Train-spotters will probably twig that these light units are from the now defunct Nissan 300ZX.

A myriad of changes under the familiar aluminium cam covers has boosted power and torque of the 5,707cc V12 engine significantly. Power is up 35bhp to 530bhp at a heady 7,500rpm and torque up 22 lb ft to 446.5 lb ft at 5,500rpm. Not only more beefy, the torque curve is also flatter thanks to electronically controlled variable valve timing for the intake side, larger valves, higher lift camshafts and revised fuel-injection and ECU programming. To maximise the improved power and torque, the gear ratios have been altered with closer stacked lower gears and slightly taller higher ratios for more relaxed cruising.

More than just being more powerful, the revised engine is also cleaner. So clean in fact that it meets next years tough American 50 State emission legislation. The on-board diagnostic OBD II and data-acquisition functions unique to Lamborghini have also been upgraded.

Driving a Diablo has always been a special experience. It starts with opening the huge butterfly doors which swing upwards on their front pivots. This time, when you open one of the doors, you are confronted with a totally revised dashboard. The old instrument pod has gone to be replaced by an all-new sweeping layout that looks far more modern and holds more minor instruments. The passenger side of the dashboard, now incorporates an airbag.

Getting in involves planting your bottom in the deep bucket seat and swinging your legs in. The seat back is fixed so finding the ideal driving position is down to sliding the seat forwards or backwards and then using the rake adjustable steering wheel to make up the difference. What is daunting is the width of the car, over six feet. The huge expanse of sloping glass in front of you only emphasises this.

Such trivial matters fade away quickly once you turn the ignition key though. The whirr of the fuel pump gives way to the whine of the pre-engaged starter and then the big V12 motor fires up with a sound that makes the hairs on the back of your neck stand and all heads within earshot turn.

It starts with a ‘kerumph’ as the twelve cylinders fire. The bark as the four big exhaust pipes cough hard is almost an echo of this. Then the powerful roar as you blip the throttle and the induction adds its own sucking to the proceedings is the icing on the cake. It is almost impossible to describe this sound with words. It has layers to it, textures as well and it changes with engine rpm. Suffice to say it is music to a car lovers ears, and significantly louder than a contemporary Ferrari V12 whose underbonnet activities are better screened from your ears by their front mounting.

530 rampant horses and 446.5 lb ft of torque require a very beefy clutch and gearbox if they are not to shatter the transmission into a thousand pieces. So you would expect the clutch to be heavy. In reality it is not. Yes, it requires firm pressure to operate, but this hydraulically actuated unit is also progressive and very sensitive. So sensitive that you can meter it in precisely enough to make this big 1,530kg supercar creep forward smoothly at a snails pace. At the other end of the spectrum, it is strong enough to take the abuse of repeatedly lighting up the huge rear tyres of the rear-drive only Diablo SV we tried first. In fact, more stress is created on the same clutch in the all-wheel-drive VT version, as the extra grip of 4WD is likely to cause clutch spin before wheelspin on a dry road.

The gearchange is also a culture shock for those unused to the supercar genre. It needs a firm hand to guide it smoothly around its alloy gate. But it is precise, and in the two cars we drove on the launch, we never missed a gear going up or down the box.

There is no substitute for cubic inches, and the big V12 has the strength of a grizzly bear crossed with the demeanour of Florence Nightingale. On the open road, you can open the taps full for the most exhilarating push in the back through the gears this side of a McLaren F1. In town, it is as docile as a kitten.

Accompanied by a soundtrack to die for as you slice the gearlever across the gate, the Diablo compresses the distance between corners like the USS Enterprise going into warp. In this car, roads you know change their complexion in the blink of an eye. What were once bends now become corners, so it is just as well that the giant brakes are now even bigger and attached to a new generation ABS that proportions the anchors on each axle to compensate for cornering forces. These huge Brembo brakes, upgraded with a larger servo, bigger calipers and larger diameter modular discs with separate centres in race style, are 355mm in front and 335mm at the rear. 18-inch wheels are needed to accomodate them. Progressive and full of pedal feel, they dissipate potentially frightening speeds on the approach to corners. Heel and toe to drop a gear or two, balance the car precisely through the bend on throttle, then open up to full noise again once the front wheels are straight. Exhilarating stuff!

In the rear-drive only SV we drove first, that ‘straight’ bit is important. Big as the 335/30ZR18 Pirelli P Zero tyres are, they are no match for 446.5 lb ft of torque if the road is damp. And remember that the Diablo is very long, very wide and very heavy with a high rearward biased polar moment of inertia. Trying to retrieve it once it is substantially sideways is very much an art the sensible will leave unpractised.

The 4WD Roadster VT on the other hand is almost an all-weather car except that the gumball tyres mean you have to watch for aquaplaning in the wet . On a dry road however, its ability to transmit all the V12’s power to the ground is unimpeachable. Thanks to fine engineering, the steering messages are relatively uncorrupted by having to share the front end with driving duties as well. In fact in both cars, the power steering is spot on for weight and feel although, as you would expect, the 2WD car tends to follow bumps and cambers in the road more. Not surprising really with 235/35ZR18 rubber in front.

Against the stopwatch, the new Diablo is staggeringly quick. Lamborghini claim 0-60mph vanishes in 3.85 sec in the 1,530kg VT, and in 3.95 sec in the 95kg heavier Roadster. The 4WD VT and Roadster models claim the same top speed of 335km/h or 209.3mph while the lighter SV which is geared for acceleration pegs out at 320km/h, or exactly 200mph. In truth, on a challenging road, the SV is the more rewarding of the two for the experienced and purist driver, its fractionally lighter weight and shade cleaner steering response and turn in giving it the edge.

These however, are all ultimates to be sampled on test tracks or on very deserted roads. In normal driving, the counterpoint is the Diablo’s docile nature. Unlike supercars of yore, the Diablo is not actually horrible to drive in traffic. Its strengths are beautifully progressive and balanced controls and an engine that will pull cleanly from just over tickover in fifth gear. One gear from 20 to 200mph would be an apt way of describing its magnificent tractibility. In traffic, its only real Achilles heel apart from its width is visibility. Magnificent and almost like a panoramic wide screen TV to the front, it is abysmal to the rear and positively hazardous in the rear three-quarters when you are merging with the traffic flow.

So in an age of speed limits and traffic congestion, has the Diablo come up against a brick wall just as Lamborghini is picking itself up off the floor? Not at all. It may not be practical enough to use everyday, but if you need entertainment, the Diablo has charisma enough to put a big grin on your face even if you only use half its towering abilities. In fact for many, its sensational looks, tactile driving experience and enthralling soundtrack will be enough."

a007apl

01-08-2002, 06:26 AM

Story by Joseph E. DeMatio

Milan—

The rain that is hammering the hotel restaurant’s glass-paneled roof seems unlikely to abate, which might be good news for northern Italian rice farmers but is the cause of considerable dismay to us. I’ve flown to Italy to drive Lamborghini’s latest Diablo, the 6.0, and Andy Christodolo has driven over from the French Alps to photograph it. Both of us could go about our assigned tasks more easily with dry tarmac and sunshine. As it is, I’m nervous enough about my first drive in the “Devil.” Back in Ann Arbor, executive editor Mark Gillies had warned me that the Lambo can be “truly scary.” So here I am, about to drive it in the wet. Not exactly confidence-inspiring conditions.

As we wait for Lamborghini’s affable, chain-smoking PR man, Alberto Armaroli, to come down from his room, Christodolo ventures that our host may be tied up on the phone with one of the firm’s venerable test drivers, debating whether or not to call off the day’s media excursion. I mean, would you want to put a handbuilt, quarter-million-dollar supercar in the hands of some American journalist you’d never before met and let him drive it in the pouring rain?

Armaroli does, and so an hour later, we find ourselves at a small, flat, but fairly challenging handling track owned by the Italian automotive magazine Quattroruote. Given the weather conditions, and the fact that at Lamborghini’s last press introduction an accident involving a Diablo GT driven by a factory test driver resulted in two deaths [“The Light and the Dark,” March 2000], it is not surprising that we are to drive the Diablo 6.0 only on a track. Given the nature of the car and my unfamiliarity with it, I have to admit I am a little relieved, as much as I would like to roar down an autostrada at 150 mph. (The Diablo 6.0 reportedly will surpass 200 mph, but not with me at the wheel, folks.)

Three Diablo 6.0s are waiting for us in the garage bays, seemingly plucked from a bowl of Lamborghini fruit: an incredibly shiny orange car, a comparatively somber model with plum-colored paint, and the bright-as-sunlight, pearlescent banana Diablo you see in the accompanying photos. With the track driving not scheduled to begin until after lunch, there is ample opportunity to ogle the cars and fondle the new carbon fiber bodywork (whose paint, by the way, is flawlessly applied). Yes, I already did this at the Detroit auto show, but not with the anticipation of driving the car. The sensations are a little different.

I push the driver’s door latch and pull the insect wing of a door up, a maneuver that takes some getting used to. Getting into the Diablo’s narrow, heavily bolstered seat is not a task for one’s grandmother, unless it is part of her daily calisthenics routine. At least the wide rocker panel is lined with carbon fiber and leather, appropriately upmarket materials for the Versace pant legs that owners might slide across it.

The rest of the interior is also nicely appointed and a marked improvement over the previous Diablo’s cabin, which was reminiscent of the stage set of a bad Italian TV game show. The trite marketing term sporty elegance even comes to mind now, what with the simple, aluminum-ringed instruments and secondary controls, the careful application of carbon fiber trim, and the judicious use of supple black leather. The temperature gauge is centered in the arc-shaped, carbon fiber–faced instrument panel, with the speedometer to its left and the tach on the right. The vents for the climate control system, which was completely revamped this year, have subtle Lamborghini bulls molded into the plastic. We have little occasion to test the A/C, but it’s good to know that Lamborghini finally realizes that although many Diablo owners consider themselves to be supernatural human beings, they are not immune to sweating. The orange Diablo is lined with a combination of black leather and suedelike Alcantara fabric with orange stitching; the effect is much classier than it sounds. The only remnant of Italian exoticar cheesiness is the presence of four exposed screws holding a piece of carbon fiber to the center console.

It’s after lunch, and it’s time to drive. With only four journalists on hand, we are blessed with a car-to-driver ratio of three to four. This improves as two of the drivers, Italians who have already driven the car, leave early, no doubt prompted by the continuing rain. But first I ride shotgun with one of them, Stefa-no Pasini—ophthalmologist, motoring journalist, and author of Automobili Lamborghini, a definitive history of the marque—while he gives me a familiarization lap of the track. Then it’s my turn.

The Diablo’s 6.0-liter V-12 engine comes to life easily and idles fairly gently but certainly not inaudibly, aided by new engine-management software and an exhaust-noise-control system. An increase in the V-12’s displacement from 5707 to 5992 cubic centimeters yields not only the new “6.0” badge but also 20 more horsepower and 11 more pound-feet of torque, for the incredible (but perhaps still conservative) figures of 550 bhp and 457 pound-feet. The revamped twelve also boasts coil-on-plug ignition, titanium connecting rods, and a lighter crankshaft, and, like the 1999 Diablo V-12, it incorporates variable intake valve timing.

Easing the Diablo from pit lane, I am surprised not only by the smooth clutch en-gagement but also by the car’s relative user-friendliness. The driver’s seat in the re-decorated cabin has been repositioned, and wider front and rear tracks afford more foot-well space, so there’s actually room down there for big American feet, as long as they’re clad in diminutive Italian loafers. The forward view is reasonable despite the high cowl and the sharply sloped front end, while peripheral vision is aided by the low-cut anterior portion of the side windows. Forget about the rear view—the mirror is filled with the image of two rows of engine vents flanked by the huge wings. Besides, in the Diablo, you don’t have to worry about anyone overtaking you. Parallel parking this car on a busy city street, however, surely would risk scraping the lovely new magnesium alloy wheels.

Not that I need concern myself with that. Once on the track, I sink my right foot and listen to that glorious V-12 resonate as the rev needle climbs toward the 7500-rpm redline. Ultimately, this is what American Diablo buyers pay $275,000 for: the sound and fury of an aluminum-and-magnesium, 48-valve, double- overhead-cam twelve-cylinder engine at work. That and the exterior styling are the very essence of the Diablo. During this first burst of acceleration, I realize that the luxury of having a seemingly unlimited supply of power and torque, ready to be delivered in great bellowing blasts in any gear, might just be worth all that money.

The one-two shift is unintuitive. First gear is in the lower left corner of the aluminum shift plate, below reverse, with second above it and to the right. The movement is made more difficult by the tall center console, which raises my right arm to the point where my elbow is higher than my wrist. As I become more acquainted with the car and drive faster, the ability to execute smooth shifts is at once more difficult and more important, and the most discernible debit in the Diablo’s dynamic profile.

While it replaced most of the Diablo’s body panels with carbon fiber (the steel roof and the aluminum doors remain for safety), Lamborghini also beefed up the chassis with carbon fiber inserts. The resultant increase in torsional rigidity, the standard VT (for viscous traction) all-wheel-drive system, and the perfectly calibrated steering make the car feel much more solid, stable, and chuckable on this wet track than I expected. The greatest surprise is how easy the car becomes to drive (admittedly at relatively low speeds), how quickly I forget about the huge mass of automobile, weighed down by the engine, that is behind me. A bit of oversteer is possible, especially in the wet, before VT engages and sets the car straight. One particular left-hander gets the viscous fluid churning for me every time, until I finally come into it too fast, the rear end slides right, my front wheels go left, and I end up sideways, at a standstill, my momentary visions of spinning wildly arrested by the torque-split mechanism.

I’m at the far end of the track, so it’s doubtful that anyone has noticed my near-spin, not that anyone would care since there are no barrier walls nearby. I return to the rhythm I’ve established around the now-familiar route: To 5000 rpm in third on the short back straight; 4500 rpm is the sweet spot where engine vibrations start traveling through the seat and you know you are driving a true thoroughbred. Brake for an extremely tight, low-speed, lefthand curve leading toward the main straight, where 210 kph (130 mph) is about all I dare in the rain. Then it’s hard on the Brembos for a right-hander, and a bit of a struggle to keep the rear end in line while downshifting. Through a series of first- and second-gear turns, and then roar down the back straight again.

It’s five p.m., and I realize I’m the only person left on the track; the third journalist has left to catch a plane. I’ve done about five laps in the orange Diablo and ponder switching back to the banana. But once I’m back in pit lane, everyone will want to go home, so I’ll stay out here and do one more lap. Which turns into another. And another. I can’t bring myself to make the right-hand turn onto the track’s exit lane. It probably will be a long time before I’m able to drive a Diablo again, let alone by myself on a track.

“Enough?” asks a grinning Armaroli, after I finally succumb and pull into the pit. Is one afternoon in the Diablo enough? That’s like asking if one slice of chocolate génoise cake is enough. For Diablo owners, enough must be a relative term. The previous Diablo’s 530 horsepower was surely sufficient; after all, NBA bad boy Latrell Sprewell admitted to the New York Times that he had driven his Lamborghini 180 mph on the San Mateo Bridge over the San Francisco Bay. But maybe he would have made it to 200 mph with 20 more horses.

a007apl

01-08-2002, 06:58 AM

6.0

a007apl

01-08-2002, 09:56 AM

First car made in 1992, first production car made in 1996.

Years built 1996 - present.

Production Not available.

General.

Vehicle type:

Two-door.

two-seater.

mid-engined open car.

Openable hard top with housing on the engine caover.

Four-wheel drive.

Body styling

Modified rear bumper.

Modified engine cover and airintakes.

New side airintakes.

New exhuast pipes.

New wheels.

Dimensions.

Exterior:

Wheelbase 265,0 cm.

Track:

Front: 154,0 cm.

Rear: 164,0 cm.

Length 446,0 cm.

Width 204,0 cm.

Height 110,5 cm.

Ground clearance 14,0 cm.

Weight 1626 kg. (w/fluids).

Weight distribution, front to rear 47/53 %.

Interior:

Head room 95,0 cm.

Leg room 102,0 cm.

Shoulder room 151,0 cm.

Hip room 80,0 cm.

Chassis.

Frame: Rectangular tubes in high strength steel alloy and carbon fiber composite material.

Body: Alminium alloy and hand lay-up composite materials.

Suspension: Independent front and rear double wishbones, coil springs, anti-roll bar.

Brake system: Power Vacuum H system, alminium alloy calipers, ventilated discs.

Front disc size: 32,5 cm x 3,3 cm.

Rear disc size: 31,5 cm. x 2,8 cm.

Steering: Power assisted rack and pinion: Curb to curb turning diameter 13,0 m.

Turn to turn 3.2

Tires: Perelli P Zero.

Front 235/40 ZR 17.

Rear 335/35 ZR 17.

Wheels: Alminium alloy, (OZ-Racing).

Front: 8,5 x 17 inches.

Rear: 13 x 17 inches.

Performance.

Top speed: 322 km/h.

Acceleration: 4,09 sec.

Standing kilometer: 20,7 sec.

Fuel Consumption: (EPA standards).

Highway: 5,9 km/liter.

City: 3,8 km/liter.

Engine.

V12 quad valve DOCH alminium construction, mid-longitudinal

Displacement: 5707 ccm.

Bore and Stroke: 87,0 x 80,0 mm.

Compression Ratio: 10,0:1.

Maximum Horsepower: 492 SAE @ 7000 rpm.

Maximum Torque: 580 Nm. @ 5200 rpm.

Fuel Requirement: Premium Unleaded fuel.

Cooling system Pressurized water cooling.

Ignition system Electronic integrated with fuel injection.

Fuel injection L.I.E. (Lamborghini Injectione Electronica), sequential multipoint electronic.

Drivetrain.

Transmission: 5 speed manual.

Clutch: Dry singel plate 10".

Gear Ratios:

1st 1:2,31 97 km/h.

2nd 1:1,52 147 km/h.

3rd 1:1,12 200 km/h.

4th 1:0,88 254 km/h.

5th 1:0,68 325 km/h.

Reverse 1:2,12 105 km/h.

Differential:

Front - Bevel gear type - limeted slip 25 % - ratio 1:2,81.

Rear - Bevel gear type - limeted slip 45 % - ratio 1:2,41.

Central Differential - Viscous Coupling.

Capacities.

Engine Oil: 13 liters.

Fuel Tank: 100 liters.

Engine Coolant: 15 liters.

Trunk Volume: 140 liters.

Comments

With the diablos width of 204 cm. it is the widest production car in the world!

a007apl

01-08-2002, 10:20 AM

Of all the great supercar survivors, Lamborghini has had probably the most knife-edged commercial history while making some of the world’s most dramatic cars.

The company was created in 1963 by Ferrucio Lamborghini, a Ferrari-owning tractor manufacturer who had been treated as badly as many other customers by Enzo Ferrari - but Ferrucio had the resources to strike back. The first Lamborghini prototype, created by a talented young design team, showed he was serious. And when the first production Lamborghini, the 350GT, went on sale in 1964 it was hailed as a real Ferrari rival.

Since then, the company has lived on the edge and been through an extraordinary number of owners; but the cars - like the ground-breaking mid-engined Miura and the outrageous Countach - have never been ordinary. In 1999, Lamborghini was taken over by Audi and eventually there promises to be a new, more compact, more ‘affordable’ Lamborghini to give the famous company the volume it needs to survive. In the meantime, there is only one Lamborghini, the Diablo, and it is now down to only two distinct versions, but the Diablo still represents everything Lamborghini stands for.

The Diablo was introduced back in 1990, but there is still no other supercar with such an ability to turn heads and few to match this legendary Lamborghini’s all-round performance credentials. Styled by Marcello Gandini, the extrovert Diablo, with its broad arrow tail, dipping side lines and scissor doors, is pure Lamborghini. The chassis is an old-school cage of steel tubes and composite panels, clad in an alloy and composite skin. It has double wishbone and coil spring suspension all round, king-size ventilated disc brakes, and rack and pinion steering. Since 1999 it has also had automatic damping control, ABS and the steering has finally gained much-needed power assistance.

The mechanical layout is a classic example of Lamborghini’s free thinking. Their solution to fitting a massive engine and bulky gearbox between cockpit and rear axle was to position the big V12 ‘back to front’ with the gearbox ahead of it, largely between driver and passenger. Power returns to a final drive unit behind the engine via a driveshaft running in a sealed tube through the bottom of the block, below the crankshaft. So the tail of the Diablo can be smaller than the flight deck of an aircraft carrier. Just slightly smaller.

As unveiled, Diablo took another poke at Ferrari. In 1990, the limited edition F40 was the most powerful and fastest supercar of all - with 478bhp and a top speed of 201mph. The Diablo had 492bhp, and Lamborghini announced a verified maximum of 202mph, and 0-62mph in 4.1 seconds. It was the fastest production car in the world.

Between then and now, there have been several versions. In 1992 the Roadster combined a lift-off roof with 200mph performance. In 1993 ‘Visco Traction’ four-wheel drive, in the Diablo VT, offered a little more point-and-squirt security. By 1995 you could combine Roadster with VT, and in 1996 the lighter, more powerful, two-wheel-drive Diablo SV ‘Sport Veloce’ appeared as a road-going spin-off of the SV-R, Lamborghini’s one-model race series Diablo.

In 1999 came minor styling changes, interior changes, more power, more performance, and more flexibility - in a range which at the time comprised SV, VT coupe and VT Roadster. New fixed headlamps were neater and lighter, with better performance than the retractable originals. The cockpit was restyled, with a curvy, easier-to-see full-width dash replacing the old pod, and allowing for the first time a passenger airbag in addition to the driver’s.

Lamborghini’s V12 is a masterpiece. It has four camshafts, 48 valves, and now has electronically controlled variable valve timing and improved injection and management systems - all first seen on the SV.

Late in 1999 Lamborghini introduced the limited edition Diablo GT, which was lighter than the SV (thanks to more composite and fewer alloy panels). It had a number of aerodynamic and chassis tweaks along with another increase in power thanks to cylinder capacity growing from 5.7 to 6.0 litres and output from 530 to 575bhp. It claims a maximum speed of 211mph, with 0-62mph in around 3.6 seconds. That 6 litres is now standard Diablo fare, with the GT up now to 600bhp and the 6.0 VT to 550. All these recent engines replace the earlier V12’s notorious peakiness with a more user-friendly power spread, and the VT isn’t far behind the GT, with headline figures of 208mph and 0-62mph in 3.8.

The Diablo is the best it has ever been with no less character but fewer compromises. ABS was a welcome addition with still bigger brakes and a proportioning system, DRP, which allows for cornering effects as well as squat and dive. This reduces stopping distances from excellent to amazing and pedal effort from huge to merely heavy. Massive tyre profiles provide colossal grip. The Diablo is half comfortable on most roads thanks to its four-stage automatic damping control and surprisingly compliant springing. Only potholes and big bumps really catch it out, with shudders through the chassis and scrapes on the absurdly low underside.

The steering is firm and quick. While slightly dead at low speeds, it comes alive nicely once you’re nipping along. The handling is neutral to way beyond the levels of bravery or prudence that most drivers will ever explore - and limited by cautionary understeer or scary oversteer, depending on how aggressive you’ve been. The effect is similar in the VT, where only up to around 30 per cent of the torque is ever diverted to the front wheels, so the change of balance and feel is only a subtle one, not a box of miracles.

It’s a shame that the keep-it-simple SV isn’t around any more, but what’s left is as sensational as ever. That’s why Lamborghini still has a future.

Brian Laban

a007apl

01-08-2002, 02:41 PM

V12
:eek2:
Perfect!

a007apl

01-08-2002, 05:44 PM

The devil goes into its final year in full 543-hp rage.

BY LARRY WEBSTER
July 2000

Putting every kind of car imaginable through our tire-squealing, sheetmetal-quivering, eyelid-fluttering performance tests is, as you can imagine, more fun than finding out your fiancee's parents have a large Ferrari collection that needs regular exercise. But every so often, particularly with cars named after, oh, the devil, there emerges at the test track a potential for mechanical hara-kiri that verges on the terrifying.

Such was the case recently when we flew to Milan, Italy, to test the latest Lamborghini Diablo VT (the VT indicates the four-wheel-drive version). This last Diablo in a decade of flamboyant--some daresay outrageous--sports cars first introduced in 1990 is certainly the best Diablo.
The VT is, curiously, a very high-powered four-wheel-drive beast. Situated amidships is the biggest, baddest V-12 engine we've ever tested in a Diablo. For this 2000 model, Lamborghini has lengthened the stroke by 0.16 inch, lightened the crankshaft, used lighter and stronger titanium connecting rods, and updated the old 16-bit engine-control system to a more powerful 32-bit unit. As a result, peak engine output has been promoted to 543 horsepower at 7100 rpm, 20 more than found in the last Diablo. Torque is up 11 pound-feet to 457 at 5800 rpm. Horsepower freaks take note: This latest Diablo now has more horsepower than four four-cylinder Toyota Camrys. (Hey, where else can you get these vital comparisons?)

Despite the fact the rear tires--Z-rated Pirelli P Zeros, good for more than 200 mph--are so wide that, at first glance, they appear to form a solid rolling pin of rubber across the rear of the car (they're 13.2 inches wide), 543 horses and 457 pound-feet of torque can reduce them to pudding. To counter that possibility, the Diablo VT's four-wheel-drive system makes perfect sense. A viscous coupling transfers power to the front wheels if the rears slip; the rest of the time, the Diablo prowls about as a rear-drive car. At most, 28 percent of engine torque is routed to the front wheels. There are no levers to switch or buttons to punch to engage this four-wheel-drive system, and during routine driving, you'd never know this wild Italian was a four-wheeler.
Perform a drag-strip launch, however, and you'll instantly realize the Diablo VT is not a rear-driver. Usually, those of us who drive in hard acceleration tests rely on a touch of wheelspin to get the car moving in the quickest manner. In a four-wheel-drive car with sticky tires, it is almost impossible to get those rears spinning in a hard launch, unless the car has a system that allows some initial rear wheelspin before the fronts get the juice. An example of one such car is the 1997 Porsche 911 Turbo S. Hold the gas pedal down to create 4500 rpm in that sports car, then drop the clutch, and the rear tires will spin for a moment before power is directed to the front wheels; the tires dig in and you're off. In that Porsche, we've recorded 0-to-60-mph blasts in an amazingly fast 3.7 seconds.

But we've tested just one Diablo VT before (C/D, September 1994), because they are very tough to come by--just 23 were sold in the U.S. in 1999, apparently to people who own small countries or athletic shoe companies, at a price of about $275,000. At that test, we declined to risk the dropped-clutch technique, figuring the Diablo's massive tires (235/40ZR-17s up front and 335/35ZR-17s at the rear) and substantial weight (3900 pounds) would result in gobs of traction and no wheelspin. More to the point, there's a good chance that revving the engine and dumping the clutch would fry the clutch and possibly destroy it, and we did not want to find out what that repair bill would look like. A good guess is somewhere in the vicinity of $9000.

Turns out we were half right. The Diablo can, with the right driver, survive drop-clutch launches -- we watched three such feats performed remarkably by Lamborghini's own test driver, Mario Fasanetto (You were expecting whom--Jim Scoutten?). After Fasanetto performed three flawless wheelspinning launches in a gray Diablo, a writer for another magazine who was on hand decided he'd like to acquire his own test numbers. Fasanetto got out of the Diablo and instructed the magazine writer to drop the clutch while the engine was revving between 6000 and 7000 rpm. Fasanetto also warned him: "If you make a mistake and don't get wheelspin, you'll destroy the clutch in two tries." The writer drove to the staging area, held the revs at the instructed point, then dumped the clutch. Instead of rear wheelspin, we were treated to the nauseating sound (and then the smell) of an overstressed clutch that was busy producing nightmarish blue smoke. But the Diablo still drove fine, so after performing one more, less stressful launch, the writer parked it.

We were originally scheduled to test that same day, but Ferrari's Formula 1 team decided it needed the track more than we did, so we tested the following day at Pirelli's test track in Vizzola.
On our way there in a fresh yellow Diablo, we chatted with Fasanetto and marveled at the Diablo's interior comfort. Diablos are not yet ready to be considered luxury vehicles, but they are unexpectedly pleasant automobiles. According to Lamborghini's new chairman, Giuseppe Greco, Diablo owners drive their cars an average of 6500 miles a year, three times farther than they drove them 10 years ago. That suggests that customers are happy with the continual improvements Lamborghini has made beneath that flamboyant body.

This year the Diablo's comfort level is increased again, thanks to a host of interior and mechanical refinements. The front suspension was redesigned to widen the interior foot box and allow for larger, easy-to-use pedals. To accomplish this, the front frame section was widened to move the suspension mounting points outward, and the front track was increased 2.8 inches. Each of the three pedals was widened 1.6 inches.
Also new are the seats and the climate-control system, and the dash and interior trim have been revised. The seats now have adjustable backrests (previous Diablo's had fixed backrests) and are wonderfully supportive. They feel like stiff racing shells that have been given a thin covering of foam and leather. Lamborghini says the new automatic climate-control system has more cooling capacity and is easier to use. It certainly worked well; we set a temperature and never touched it again. There are also several conveniences sprinkled throughout the interior that we didn't expect in an Italian exotic. Behind the seats are small storage compartments, map lights reside on the rear of the center console, and there's even a pair of coat hooks.

The dash and the center console are covered in carbon fiber, a styling cue that reminds the owner that the car's body panels--except for the aluminum doors and steel roof--are now made of the same carbon fiber found in the world's best (and safest) racing cars. Lamborghini says the new body is lighter, but since the new front suspension and climate-control system added weight, overall vehicle weight is the same as it was last year. There's also a newly styled nose, which to us is not an improvement over last year's beak.
At Vizzola, Fasanetto performed the first acceleration runs. That way, we'd get some highly competitive numbers before yours truly began some experiments in which the clutch might wind up needing a doctor. Fasanetto staged out of view, but we could hear the launch and knew immediately something was not right. The engine revved, but we couldn't hear any wheelspin. He rolled into the pits and said the clutch of this test car had been worn to the point that wheelspin was not possible. We would later learn that our test car had spent nearly all of its 1000 miles in the hands of ham-fisted journalists. A new--or at least unabused--clutch is a must to get the quickest acceleration runs. Even without the optimal launch, the Diablo ripped off some impressive numbers--0 to 60 in 4.3 seconds, 0.2 second faster than a Ferrari 360 Modena can manage. By 100 mph, at 8.2 seconds, the Diablo is 2.3 seconds ahead of the Ferrari. As holy as those number sound, we know the latest Diablo is! potentially quicker. For those willing to risk a clutch, it might well turn the 0-to-60 trip in the mid-three-second range.

We did not get a chance to perform a top-speed or skidpad test. Lamborghini figures the Diablo tops out at 208 mph. Lateral acceleration on the VT we tested in '94 was 0.89 g, but we expect the new car to make about 0.95 g with the wider front track and revised shock and spring rates.
What amazes us most about the Diablo, however, are its benign handling characteristics. We wouldn't call it nimble, or tossable, but it is immensely stable and forgiving. Overcooking any corner results in mild understeer and never any unwanted fishtailing. Thanks to the four-wheel drive, an overly aggressive right foot won't smoke the rears when exiting a corner.

The massively powerful V-12 is a huge part of the Diablo driving experience. It feels similar to a Viper V-10 engine in that there's absolutely gobs of low-end grunt and little need to shift. But unlike the Viper, the Diablo rips all the way to a 7500-rpm redline, which makes the Diablo's V-12 one of the most flexible engines built today.
Prices have not been set yet, but don't expect much change from a $300,000 check. For the current model year, only the VT fixed-roof model is available.

Considering the laundry list of new stuff, we were surprised to hear that Lamborghini will produce an all-new Diablo in 2001. We expected Audi ownership to pay dividends, and so it has. A second, all-new Lamborghini is now on the planning boards--a V-10 model that will be priced to compete with the Ferrari 360 Modena. It should debut within three years. The hope is that the new car could result in annual production going from 250 cars to about 1100.
The Diablo's price can make anyone gasp for air, but hey, it has coat hooks. And few cars can make it to the dry cleaner's faster.

LAMBORGHINI DIABLO VT
Vehicle type: mid-engine, 4-wheel-drive, 2-passenger, 2-door coupe

Estimated base price: $300,000
Options on test car: navigation system

Major standard accessories: power steering, windows, and locks; A/C; tilting and telescoping steering wheel
Sound system: Clarion AM/FM-stereo radio/cassette/ 6-disc CD changer, 4 speakers

ENGINE
Type. . . . . . . . . . . . . . . . . . . V-12, aluminum block and heads

Bore x stroke. . . . . . . . . . . . . . . 3.43 x 3.30 in, 87.0 x 84.0mm
Displacement. . . . . . . . . . . . . . . . . . . . . .366 cu in, 5992cc

Compression ratio. . . . . . . . . . . . . . . . . . . . . . . . .10.7:1
Engine-control system. . . . . .Lamborghini LIE with port fuel injection

Emissions controls. . . . . . . . . .3-way catalytic converter, feedback air-fuel-ratio control
Valve gear. . . . . . . .chain-driven double overhead cams, 4 valves per cylinder, hydraulic lifters, variable intake-valve timing

Power (SAE net). . . . . . . . . . . . . . . . . . . .543 bhp @ 7100 rpm
Torque (SAE net). . . . . . . . . . . . . . . . . . 457 lb-ft @ 5800 rpm

Redline. . . . . . . . . . . . . . . . . . . . . . . . . . . . .7500 rpm
DRIVETRAIN

Transmission. . . . . . . . . . . . . . . . . . . . . . . 5-speed manual
Final-drive ratios. . . . . . . .F: 2.81:1, R: 2.41:1, rear limited slip

Transfer-gear ratio (to rear axle). . . . . . . . . . . . . . . . 1.62:1
Gear Ratio Mph/1000 rpm Speed in gears

I 2.31 8.2 62 mph (7500 rpm)
II 1.52 12.5 94 mph (7500 rpm)

III 1.13 16.9 127 mph (7500 rpm)
IV 0.89 21.4 161 mph (7500 rpm)

V 0.68 28.2 208 mph (7400 rpm)
DIMENSIONS AND CAPACITIES

Wheelbase. . . . . . . . . . . . . . . . . . . . . . . . . . . .104.3 in
Track, F/R. . . . . . . . . . . . . . . . . . . . . . . . . 63.4/65.7 in

Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176.0 in
Width. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80.3 in

Height. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43.5 in
Frontal area. . . . . . . . . . . . . . . . . . . . . . . . . 18.9 sq ft

Ground clearance. . . . . . . . . . . . . . . . . . . . . . . . . 5.5 in
Curb weight. . . . . . . . . . . . . . . . . . . . . . . . . . . 3750 lb

Weight distribution, F/R. . . . . . . . . . . . . . . . . . . . . 41/59%

Fuel capacity. . . . . . . . . . . . . . . . . . . . . . . . . .26.4 gal

Oil capacity. . . . . . . . . . . . . . . . . . . . . . . . . . .13.7 qt
Water capacity. . . . . . . . . . . . . . . . . . . . . . . . . .15.9 qt

CHASSIS/BODY
Type. . . . . . . . . . . . . . . . . . . . . . steel-tubing space frame

Body material. . . . . welded steel and aluminum stampings, carbon-fiber
reinforced plastic

INTERIOR
SAE volume, front seat. . . . . . . . . . . . . . . . . . . . . 45 cu ft

luggage space. . . . . . . . . . . . . . . . . . . . 5 cu ft
Front seats. . . . . . . . . . . . . . . . . . . . . . . . . . . .bucket

Restraint systems, front. . . . . . . . manual 3-point belts, driver and passenger airbags
SUSPENSION

F:. . . . . . .ind, uequal-length control arms, coil springs, 4-position cockpit-adjustable shock absorbers, anti-roll bar
R:. . . . . . ind, unequal-length control arms, coil springs, 4-position cockpit-adjustable shock absorbers, anti-roll bar

STEERING
Type. . . . . . . .. . . . . . . . . . . rack-and-pinion, power-assisted

Turns lock-to-lock. . . . . . . . . . . . . . . . . . . . . . . . . .2.3
Turning circle curb-to-curb. . . . . . . . . . . . . . . . . . . 43.1 ft

BRAKES
F:. . . . . . . . . . . . . .14.0 x 1.3-in vented and cross-drilled disc

R:. . . . . . . . . . . . . .13.2 x 1.3-in vented and cross-drilled disc
Power assist. . . . . . . . . . . . . . . .vacuum with anti-lock control

WHEELS AND TIRES
Wheel size. . . . . . . . . . . . . . . .F: 8.5 x 18 in; R: 13.0 x 18 in

Wheel type. . . . . . . . . . . . . . . . . . . . . . . . cast magnesium
Tires. . . . . . . . . . . . . . . . . . . . Pirelli P Zero Asimmetrico; F: 235/35ZR-18 86Y, R: 335/30ZR-18 102Y

C/D TEST RESULTS
ACCELERATION Seconds

Zero to 30 mph. . . . . . . . . . . . . . . . . . . . . .2.1
40 mph. . . . . . . . . . . . . . . . . . . . . .2.9

50 mph. . . . . . . . . . . . . . . . . . . . . .3.6
60 mph. . . . . . . . . . . . . . . . . . . . . .4.3

70 mph. . . . . . . . . . . . . . . . . . . . . .5.6
80 mph. . . . . . . . . . . . . . . . . . . . . .6.7

90 mph. . . . . . . . . . . . . . . . . . . . . .7.9
100 mph. . . . . . . . . . . . . . . . . . . . . .8.2

110 mph. . . . . . . . . . . . . . . . . . . . . .9.7
120 mph. . . . . . . . . . . . . . . . . . . . . 11.8

130 mph. . . . . . . . . . . . . . . . . . . . . 13.7
Street start, 5-60 mph. . . . . . . . . . . . . . . . . .4.7

Top-gear acceleration, 30-50 mph. . . . . . . . . . . . .7.6
50-70 mph. . . . . . . . . . . . .6.9

Standing 1/4-mile. . . . . . . .. . . . .12.2 sec @ 122 mph
Top speed (manufacturer's rating). . . . . . . . . . 208 mph

BRAKING
70-0 mph @ impending lockup. . . . . . . . . . . . . .165 ft

Fade. . . . . . . . . . . . . . . .none
PROJECTED FUEL ECONOMY

EPA city driving. . . . . . . . . . . . . . . . . . . 10 mpg
EPA highway driving. . . . . . . . . . . . . . . . . .13 mpg

INTERIOR SOUND LEVEL
Idle. . . . . . . . . . . . . . . . . . . . . . . . . 67 dBA

Full-throttle acceleration. . . . . . . . . . . . . . 92 dBA
70-mph cruising. . . . . . . . . . . . . . . . . . . .80 dBA

70-mph coasting. . . . . . . . . . . . . . . . . . . .79 dBA

a007apl

01-09-2002, 07:15 AM

"The fastest production car in the world!
At the Geneva Motor Show Lamborghini has presented a new very high performance car that will be produced in limited edition. Only 80 Diablos GT will leave the factory of Sant'Agata Bolognese to find happy owners among the enthusiasts of supercars.

The Diablo GT is derived from the experience gained in the development of a GT2 race car combined with Lamborghini's competence in the production of high performance road cars.

The result is a sports car with very high performance, while homologated inmost countries, and driveable on open roads. In fact the Lamborghini Diablo GT is the fastest production car in the world with a top speed of 338 km/h.

The most important innovations, in comparison with the Diablo's range already in production are:

New Lamborghini V12, 6 litre engine
New design of the body
Wider front track
Improved chassis and suspensions
Reduced weight
New sportier interior
Significantly higher performances
The new Lamborghini Diablo GT will be available from September this year but the Lamborghini Dealers are ready to accept orders from now.
Engine

New Lamborghini 6 litre V 12 engine, particularly conceived for superior performance (max power 575 PS (423 kW) at 7300 rpm, max torque 630 Nm at 5500 rpm).
Multi-throttles intake manifold ("individual intake system": one throttle unit per each cylinder), with improved runners for high flow coefficients.
New intake and exhaust camshafts, tuned to achieve very high charge efficiency at medium-high engine speeds
Intake variable valve timing system (derived from the well proven system already used on Diablos model year '98 and '99) in order to guarantee good charge efficiency and then good torque not only at high but also at low engine speeds
Dynamic air inlet duct upstream the intake plenum for additional improvements of charge density and then engine power with the increasing of car speed
Aluminium construction (as Lamborghini's tradition) with magnesium intake manifold and cylinders head covers
Titanium connecting rods and lighter crankshaft
Improved exhaust system for reduced backpressure, with Lamborghini ENCS (Exhaust Noise Control System) for noise control
Lamborghini Diablo GT Technical Specifications
Dimensions Overall length 4430 mm
Overall width 2040 mm
Overall width (rear mirrors included) 2200 mm
Overall height 1115 mm
Track: front 16110 mm
rear 1670 mm
Wheelbase 2650 mm
Weight 1460 kg
Weight distribution in % front 40 % rear 60 %

Engine
Main characteristics
No. of cylinders 12 V 60 degree
Cycle-stroke Otto-4
Bore on stroke 87 x 84 mm
Engine capacity 5992 cc
Compression ratio 10,7:10.2
Max. power 575 Hp (423 kW) at 7300 rpm
Max torque 630 Nm at 5500 rpm
Cylinder heads aluminium alloy + magnesium
Crankshaft bearings 7
Crankcase aluminium alloy
Intake manifold magnesium

Distribution

DOHC, 4 valves per cylinder

Intake

Variable valve timing, electronically controlled

Performance
Although Lamborghini Diablo GT is a true road car (conforming to EU safety and emissions requirements), the combination of a very powerful engine, reduced weight and improved suspension provides "race car" characteristics for acceleration, handling and top speed (338 Km/h).
Cooling system
Lamborghini's traditional two engine cooling radiators "in parallel" with a new front mounted engine oil cooler.
Transmission
RWD transmission, Lamborghini 5 speed gearbox with various gear ratio options to satisfy different customers' requirements. The gearbox control lever is on the central tunnel, in an asymmetric position closer to the steering wheel for better ergonomics.
Chassis frame, suspension
In comparison with the standard Diablo versions, the GT features a larger front track (+ 1 10 mm) with modified suspension and chassis frame in order to achieve optimal handling characteristics for sport driving at high speed. New pedals and new lightweight aluminium alloy wheels are fitted.
Brakes
The brake and the ABS systems are derived from the well proven high performance systems of the Diablo range with self ventilated large diameter discs (355 mm front, 335 mm rear) with high performance calipers and last generation ABS system. For Lamborghini Diablo GT even better performances are achieved, thanks to the reduced car weight.
Body
Lamborghini Diablo GT combines a new construction technology with a new design. Almost all the body parts are made of carbon fibre, excluding the roof and the doors only.
Front bumper of new design, with integrated air intakes for the new front mounted oil cooler and for the brakes. Rear bumper of new design, "wing shaped". Front fenders of new design, matching the larger front track. Front bonnet of new design, with integrated air outlet from the oil cooler. Engine bonnet of new design, incorporating the engine dynamic air intake.

Interior
In the interior, of new design, most components are made of carbon fibre.
Racing seats, racing 4 point safety belts, sporty steering wheel and general sport trimming, leather and Alcantara upholstery, carbon fibre parts "in sight", are all elements that give a sporty feeling to the driver and to the passenger. The air conditioning system is standard equipment to maintain a high comfort level."

A dual air bag system is available as an option.

Sant'Agata Bolognese, 8.3.1999

a007apl

01-09-2002, 07:32 AM

Limited Edition

a007apl

01-09-2002, 11:05 AM

"During the second Lamborghini Day held in Monte Carlo on January 21st 1990, the Diablo was presented to the public, the successor to the Countach took five years of development, but it was worth the wait.

The new Diablo was designed by Marcello Gandini, and for the first time his own signature was actually present on the car, an early production unit of this new low and wide Lamborghini reached a top speed of 340 Km/h on the Nardo circuit by using the new 5.7-Liter V12 with 492 Bhp.
The Diablo was a very modern design, no more square air intakes, but nicely integrated ones and a rear bumper that actually doubles as a down-force wing, although a massive rear wing was still a possible option. A very nice front spoiler with two pairs of flash lights completemented the pop-up lights on this new Lamborghini model.
Because the US market was taken into account from the start there was no need for special bumpers, both the European cars and the US models looked more or less the same, only a few details were different.

The Diablo received large 17 inch wheels with massive 335-35 tyres at the rear and bigger disk brakes, these early models didn't have an ABS system or powersteering, these were only introduced on the later models."

a007apl

01-09-2002, 11:09 AM

The Lamborghini Diablo was introduced in 1990 as a replacement for the long lived Countach, which had first been seen in 1971, and in production since 1973. Stylistically the Diablo shared many features with it's predecessor, including upwards opening doors, characteristic wedge shape and a mid-mounted V-12. This was no surprise as Marcello Gandini designed both cars. In fact, at the time of the Diablo's launch, Gandini had also styled another Italian supercar, the Cizeta V-16T, which looked very similar to the Diablo. Lamborghini and there then owners, the Chrysler Corporation were none to pleased by the similarities between the two cars, but the Cizeta never made it into full production and only a handful of cars were built before the project folded.

Most Lamborghini's prior to the Diablo were named after famous fighting bull's, which went with the logo on the Lamborghini badge. (The Countach being an exception, "Countach" being a local expression for astonishment in the region where Lamborghini's are built). Although it also means "the Devil", Diablo is also the name of a famous bull.

Throughout the 90's, Lamborghini constantly improved the Diablo. A four wheel drive VT model, in both coupe and a new "Roadster" body were introduced in the mid-1990's. Ownership of Lamborghini changed first from Chrysler to a Malaysian consortium and then to current owners Audi. The "base model became the lightweight 2 wheel drive SV, which was not only the cheapest, but also the fastest.

In 1998, the pop-up headlights were replaced by flush fitting headlamp units from the Nissan 300ZX. Engine size also grew to the current 5.7 litres, with corresponding increases in power.

By now (1999), the Diablo was due to have been replaced, but new owners Audi did not like the replacement, and so have started a redesign which will mean the Diablo will have to soldier on for a further 2 or so years. To keep it fresh in the marketplace, a special new model, the lightweight and extra powerful Diablo GT was introduced in 1999. Contemporary road testers loved it as they felt it represented the last of it's kind in brutish mid-engined Italian supercars. It is certainly not a user friendly car, with heavy steering, poor visibility and a tricky clutch, not to mention an uncomfortable, off-set driving position, but the motoring press loved it's "character" and uniqueness in todays market. By contrast, Ferrari have gone back to a front engined layout in it's latest range topper, the 550 Maranello. This makes it easier to see out of and Ferrari have also made the controls smoother and lighter, so that trundling around in traffic should be no problem.

This model is by AUTOart, who are newcomers to the 1:18th scale car market, but have very quickly established themselves as having some of the highest quality products available. This Lamborghini is no exception. The fit and finish is superb, and the red paintwork looks great. The interior is well detailed and carpeted, as is the front luggage compartment (which also contains the amplifier for the cars standard Kenwood hi-fi system). The engine bay is nicely represented, and the trademark V-12 firing order is visible on the internal engine cover. I have also seen this model in yellow, which looks equally superb. AUTOart also make a Diablo SV Coupe and a VT Coupe in a variety of colours, and both are also in my collection!

The only gripes I have are the left hand side door mirror which is loose (but luckily sits in the correct position), and that the roof panel (which sits on the engine cover when the cabin is open) cannot be removed and placed in the closed position. Apparently it is supposed to be able to come off, but I have seen correspondence on other sites where other collectors had broken the roof panel when trying to remove it. Consequently I am happy enough to leave it where it is!

Without a doubt, when compared to the Diablo's offered by Maisto and Bburrago, AUTOart are streets ahead in the level of detail and finish of the model.

Below is a link to a sound file which allows you to listen to a Diablo start up and accelerate away. The V-12 engine sounds superb! Be sure to listen.

http://www.iol.ie/~donohoer/0Lamborghini_Diablo_VT_Roadster.htm

a007apl

01-09-2002, 05:10 PM

By Tony Whitney

As an automotive journalist busy with tests for everything from television shows to lifestyle magazines I get to drive just about everything sooner or later. But don't ever think that I get jaded doing this kind of work. Every new car I climb into has some kind of appeal and there's always a sense of excitement and anticipation (at least, for me) when I get behind the wheel of something I've never tried before.

But of course, there are some cars that are more exciting than others. The thrill of turning the key and firing up Jaguar's latest isn't QUITE duplicated when the target of my evaluative effort is a Lada Samara.

Every now and again, though, something comes along that really IS special, a roadgoing icon that even hardened auto scribes can get quite light-headed at the very thought of.

On my way back from a recent drive to Death Valley and back (in a 1998 Ford Windstar) where I was testing a couple of new Fords, I dropped in on my friends at Bellevue Alfa Romeo to find that they'd recently taken on the Lamborghini franchise for the Pacific Northwest. Sitting in the shop in all its predatory glory was Lamborghini's US press car and the guys asked if I'd like to give it a good workover. Having responded with all the usual comments about what bears do in the woods, I booked a test session, returning later with a TV crew to cover this rare Western Driver contributor Ted Laturnus. I know of no other Canadian auto writer who's gotten his hands on a Lambo of any kind, so this feature is something of an exclusive.

The Diablo, of course, replaced the legendary Countach - the stealth fighter of the automobile world and a model that upstaged even Ferrari in the supercar stakes for sheer drama and brashness.

The Diablo is no less dramatic and one of the main problems of driving a car like this is worrying about other drivers having an accident while trying to look at it. After I'd familiarized myself with the cockpit layout I headed out into the Seattle-area traffic to the general amazement of 'mere mortals' in Cavaliers and Kenworths.

It would be a complete understatement to say that this is a striking automobile. It looks spectacular from every angle and has power and handling to live up to its promise. Only the Italians could build a masterpiece like this and the Diablo succeeds a remarkable assortment of fascinating ancestors - cars like the Miura and Espada. My tester was finished in a beautiful light gold color and is the only one in the world in that shade. As almost everyone with an interest in automobiles knows by now, Lamborghini started out as a manufacturer of agricultural tractors and decided that he could 'out-Ferrari' the folks in Maranello in the lucrative supercar business. Many believe that he did.

Bodywork uses aluminum alloy and carbon fibre composites and even the frame employs tubing made from these materials. If you're a fresh air motoring fan, by the way, you can get a Diablo roadster with a removable roof. Bugs-in-the-teeth motoring in a car that costs more than a decent house must be quite an experience.

Cars like this can be a bit daunting - even to experienced automotive journalists. After all, it's not every day you get to climb into a road rocket with 492-horsepower on tap and a zero to 60 mph time of just four seconds.

Getting in is probably the toughest part, though. Owners must develop a kind of 'Lamborghini crouch' to get past the swing-up doors without cracking their heads. Actually, I got the hang of this pretty quickly - so clearly I was born to own one of these cars!

Once tucked in the driver's seat, everything is just fine. The footwell seems racecar-tight at first, but after a few minutes on the road it becomes clear that pedal placement is just about ideal. To my delight, I soon felt pretty happy with the beast. Interior trim, incidentally, is all leather - even the dash top and roof lining. You'd have to be a cow to have more leather surrounding you than this. Don't even ask about cupholders though. I was amazed to find that the view from the driver's seat was very good indeed. Many supercars are the devil to see out of, but not this one. At no time, on back road or freeway, did I feel that I was suffering from restrictive vision. The rear view mirror gives a decent indication of what's happening behind and it would take a crafty highway patrolman (and a fast one!) to sneak up on you. The car is much better in this respect than a Lotus Esprit. The 5-speed manual gearshift is gated like other cars in this class - including Ferraris - but you soon get used to it. I miffed one shift, but that's about all.

In fact, I found the Diablo a surprisingly driver-friendly car to tool around in. It wasn't quite as daunting as I'd expected and after an hour or so I was quite used to it. You have to watch out for concrete parking spot markers with the low nose, but I found that the turning circle was better, if anything, than that of a Volvo C70 I tested for Western Driver recently.

The 5.7-litre, 48-valve V-12 makes the most wonderful noises, although this is not a car that'll numb your ears after a blast up the road, even if the huge and impressive powerplant is just behind your head. You'd expect more noise intrusion, but this isn't the case. Best of all, my test Diablo was a VT or Viscous Traction version - a four wheel drive exotic, no less. I've always felt that all wheel drive was essential for cars in this class. It really helps to get the power on the road - via huge Pirelli P-Zero tires in the Diablo's case. Even a good stab at the throttle pedal doesn't produce any unwanted gyrations. You have to take care with the clutch when starting on grades with all that horsepower and I would imagine that a replacement unit for a Diablo would run you a buck or two for sure.

Cornering is incredible, to say the least. What with the four wheel drive, grippy tires and a superbly-engineered suspension, this car really does corner like it's on rails. Although I didn't push it anywhere near its limit, I drove it quickly enough to find an uncanny absence of body lean. I once rode in a Diablo in Sicily with rally/race great Sandro Munari, who does PR work for Lamborghini, and he really showed me what it could do. To bring things to a stop, the Diablo is equipped with huge Brembo disc brakes similar to those Michael Schumacher uses on his Formula One Ferrari. This is about as safe a supercar as you're likely to find anywhere.

Suspension is independent front and rear, of course, and uses double wishbones, coil springs and anti-roll bars. Shock absorbers are electronic with manual and automatic control.

Of course, exotic cars come at exotic prices and this one is no exception. Get ready to cough up something like $350,00 Canadian for one of these beauties - $275,000 if you buy it in the US. This isn't really an automobile per se . It's more a rolling work of art. Think of it as a Michelangelo with a V-12 and you'll get the idea.

Incidentally, Bellevue Alfa Romeo Lamborghini is a wonderful source for all things Alfa - everything from clothing to camshafts - and they'll also sell you the Diablo you've always promised yourself (there's no dealer in BC). Located in downtown Bellevue at 225 105th Avenue (Washington zip code 98004), you can reach them by phone at (206) 635-9331 - ask for John Shrader.

a007apl

01-09-2002, 05:58 PM

T o p 5 m o s t c l i c k e d c a r s

Rank Manufacturer and Model

1. Lamborghini Diablo VT 6.0
2. Bentley 8 Litre 4/8
3. Triumph TR 3 A
4. Lamborghini Diablo
5. Lamborghini Countach 5000S

a007apl

01-10-2002, 03:57 AM

Paint this
http://www.spydergroup.co.uk/wip/Lamborghini/diablosv.htm

a007apl

01-10-2002, 05:37 AM

Model

a007apl

01-10-2002, 06:57 AM

a007apl

01-10-2002, 07:20 AM

History of the Diablo

In the mid 1980’s Automobili Lamborghini decided that the time was right to start thinking about a successor to the legendary Countach. After five years of development the new supercar was unveiled in Monte Carlo during January 1990. The Lamborghini Diablo was born.

The name ‘Diablo’ was taken from a ferocious fighting bull that was raised by the Duke of Veragua in the 19th Century. In 1869 it fought an epic battle with the famous matador ‘El Chicorro’ in Madrid and became legendary for its aggression and power. These qualities were exactly what Lamborghini had produced in its new sportscar.

The car was styled by the same man who penned the Countach, Marcello Gandini. However, the Diablo went through several design alterations, first of all by Gandini himself and also by the Chrysler styling centre, as Chrysler had taken control of Lamborghini during the design process of the car. Despite the alterations, the Diablo was still a true Lamborghini - low, wide and extremely fast with the 5.7-litre engine giving it a top speed of 325km/h from a healthy 492bhp.

The first cars were delivered to customers in June 1990 and the Diablo was finally unleashed on the motoring public around the world. Over the next ten years Automobili Lamborghini made a number of different versions of the Diablo, including the four-wheel drive VT and the popular Roadster.

It was at the 1999 Geneva Motor Show where the company unveiled the limited edition Diablo GT. Only 80 cars were to be made of this special Diablo, a car capable of carrying you to a speed of 335 km/h. Later that year, at the Bologna Motor Show, Lamborghini launched the evolution of the GT, the race-ready Diablo GTR.

The GTR model was launched specifically for the Lamborghini Supertrophy as a replacement for the SVR model, which had been used since the series began in 1996. Production was limited to only 40 units.

The GTR model takes the Supertrophy and the Diablo to a higher level. The power output of the 6-litre V12 engine is increased with small modifications to the fuel inlet system. The addition of titanium connecting rods, a lightened crankshaft, specially race-tuned exhaust system and an improved engine management program have all helped to produce an extra 50bhp over the outgoing SVR. The Diablo’s power was raised to an impressive 590bhp, increasing the maximum speed to 338km/h.

July 2001
Ref: gtr038

For information: Lamborghini GTR Supertrophy Media Office, ProAction, Kings Hall,
Parsons Green, St Ives, Huntingdon, PE27 4WY, England
Tel: +44 1480 494060 Fax: +44 1480 494062
e-mail: supertrophy@proaction.co.uk
website: www.lamborghini.com

On event contacts: Steve Fellows +44 7831 868496
Rachel Ingham +44 7771 705950

a007apl

01-10-2002, 07:28 AM

:cool:

a007apl

01-10-2002, 05:14 PM

"How do you follow a legend? As the 1990s were about to bloom Automobili Lamborghini faced that question on two fronts. It was forced to confront the problem of replacing both a legendary leader and a legendary car. Either issue would be difficult enough, but both at one time? Some might call the task impossible.

Its founder and spiritual leader, Ferruccio Lamborghini, had long since sold his brainchild and moved on to less stressful ventures, including his death (eventually). Absent from the company for more than a decade, Lamborghini's long shadow still stretched over the company that bore his name. The final car that he inspired, the Countach, was not only in production nearly twenty years after Lamborghini had signed the final sales contract, it was still regarded by many as the epitome of "supercardom." The company contemplated: How to follow a cover girl crowd-pleaser like the Countach?

Gazing into this void, the faceless Swiss investors who had taken control of Automobili Lamborghini from its founder in the Seventies decided to cash in and look for new investments. After all, it is one thing to maintain the production of an established car; it is quite another to find the inspiration for a completely new car. The Swiss found a willing taker in the unlikely form of the Chrysler Corporation.

By the mid-Eighties Chrysler had rebounded from a brush with bankruptcy, invented the minivan and suddenly become, against all odds, flush with success. In those heady days Chrysler thought it finally had the keys to the kingdom. And such success breeds a natural inclination to buy some expensive toys. For Chrysler Corporation, one of its expensive toys was American Motors and its Jeep brand; others were Maserati and Automobili Lamborghini. So it came to pass that American corporate managers and an Italian-led contingent of designers and engineers were given the great task to produce a vehicle that would succeed the Countach. In the absence of one single guiding force, the committee that created the Diablo made it so it would do and be everything the Countach did and was, but more so. And though Chrysler Corporation has long since been out of the picture (in 1994 it peddled its stake in the legendary firm to somewhat unlikely suitors from Indonesia), the car is one of the most formidable Italian-American combinations. The car's Italian-American heritage has survived the relatively recent acquisition of Automobili Lamborghini by yet another big, flush car company, Volkswagen-Audi. Time will tell if VW will prosper where Chrysler ultimately had to bail.

So much for the mixed parentage of the car, what about the Diablo itself?

Well, though it might lack the staying power of its predecessor, which reigned at the top of the exoticar heap for a period of nearly two decades, the at-first-dismissed Diablo has demonstrated remarkable staying power of its own. Further, it seems to be the last of its breed of "styling first, function last" exotic GT cars. After all, Ferrari (Ferrari!) has decided to make its cars easier to drive, easier to live with and even easier to get in and out of. While that might be laudable to those of us who are having a more and more difficult time bending at various joints, wouldn't you rather see a sinuous supermodel emerge from an exotic foreign car than a creaky octogenarian?

Since it barely comes up to the average person's waist, the Diablo is (to its credit) a challenge to get into. With its radical swing-up doors and let-it-all-hang-out styling, it is also the contemporary car that has the biggest presence, kind of a Madonna for the road.

In most ways, just like the singer-actress, the Diablo revels in being outrageous and uses that as its key marketing tool. Just peer at the 6-liter all-alloy V-12 engine. With titanium connecting rods and 32-bit computerized engine controls (hey, those VW guys are good for something), a representative late-model Diablo has 543 horsepower on tap (at a busy 7100 rpm.) The peak torque figure is a stupendous 457 pound-feet at 5800 rpm.

With all this power perched very close to your right ear, the Diablo is automotivedom's grandest thrill ride. If it were to be offered to Disneyland patrons, even the SpeedPass line would be hours long. To deal with the horrific amount of power (and the potentially ham-handed drivers who get to use it), Lamborghini decided to equip the Diablo with all-wheel-drive. While big and bigger tires used to be the answer, Pirelli simply can't build tires that are wide enough to cope with all the torque. Instead, like an oversize quattro, the Diablo employs a viscous coupling-governed drive system that slides some of the torque to the front wheels if the rears begin to slip. Don't plan any off-road expeditions when you buy your Diablo, though. Not only is ground clearance a minimal 5 1/2 inches (as it should be), the four-wheel-drive system also channels a maximum of 28 percent of torque to the front wheels, no matter what. This means the Diablo still feels like a rear-drive car, while being able to launch like a Saturn rocket.

Speaking of launch, a current Diablo in a decent state of tune can flash from zero to 60 miles per hour in 3.5 seconds or so, making it the quickest production car you can buy for your 300-large. Top speed, according to those very precise folks at Automobili Lamborghini, is reported to be 208 mph.

And that is the point. These days even Lamborghini is marketing its creature comforts, stereo system and automatic climate control. But if that's what you want, just stay in your La-Z-Boy and take a nap. We would rather blow some mental carbon out on a long-fast drive. And the Lamborghini Diablo is certainly the right tool for that job."

a007apl

01-10-2002, 05:40 PM

a007apl

01-10-2002, 06:00 PM

The Diablo was introduced to the public and journalists in Monte Carlo during the second Lamborghini day on January 20, 1990. The Diablo was finally ready to take over the tradition of the Miura and the Countach.

Some of the new batch of prototypes, a total of eight were built, had to be used for crash tests. Even the best sports car in the world has to comply with rigid regulations if it wants to run freely on the roads. Thanks to special techniques used in frame construction, the Diablo was able to easily pass the more demanding crash tests.

New strict anti-pollution regulations posed serious problems in the design of the new engine. Old carburetors could not be used if the car was to be sold in the United States. At the moment, there was no commercial electronic fuel injection system on the market for a 12 cylinder engine. Engineer Checkorani, head of the research and development department, had the only solution to develop a new electronic fuel injection system. Using internal Lamborghini resources, the result was the new engine system called L.I.E., which is still at the heart of today's Lamborghini engines.
This documentation is intended to outline the features of the 550 Maranello following a natural progression from its functional and styling definition, to the evaluation if its driveability.

We were so enthusiastic about Marcello Gandini's design that we wanted to see the new creature in action as soon as possible. We started in about January 1987, and we built everything from scratch in no more than four months; in some cases even working overnight. Just to start with something, we took an engine from the Countach and fitted it to the new body with some light modifications.

As it happened for the Miura, the basic frame of the car and the general mechanical layout was designed as the very first element of the project. The frame was studied and optimized using sophisticated computer analysis programs. This allowed a weight reduction of 30 kilos from the Countach, increasing at the same time, its performance. At this point, the skeleton of the new creature was ready for the designers to work on.

When we decided to build a new car November 1985, we realized that the task was a very tough one. Our top model, the Countach, had become a myth after 20 years of production, and it was clear that any new Lamborghini had to perpetuate this leadership. The requirement was very simple; continue to be the number one. Some values of the Lamborghini tradition had to be taken into the future; (1) have a very aggressive design without using merely aesthetic parts, and (2) build a real car that could be used in every part of the world.

http://www.grog.miesto.sk/info/Lamborghini2WD.htm
Pics

a007apl

01-10-2002, 06:22 PM

http://star.xq23.com/gift_presents_favorites/lamborghini_diablo.html

a007apl

01-10-2002, 07:37 PM

http://www.kitcarillustrated.com/archives/features/1201_features01.shtml

a007apl

01-10-2002, 08:52 PM

At a test track about an hour south of Milan, Italy, in a small town called Vairano, four Lamborghini Diablo 6.0s sit in the paddock, taunting our group of journalists to climb aboard. It's almost like going to a rodeo in the States, with the bulls pawing behind the gates, defying the cowboys to challenge them in the ring. both the bull and the Diablo can intimidate by their mere presence, ready to stomp you if you're not careful. The bull's cold dark eyes staring into yours are haunting, as is the view of the super-wide and ultra-low stance of the Lamborghini, with its large exposed headlamps atop two huge air scoops.

Fortunately, our European Editor Paul Frère is here to tame the beast from Sant'Agata Bolognese. I opt for a ride with him around the track before I take the helm myself, so both of us duck underneath the signature scissors-doors and strap into the low-slung seats of our Miura-orange Diablo 6.0 test car.

Paul turns the ignition key. The starter whines for a second and the car snorts briefly before the mid-mounted 12-cylinder power-plant is able to gulp in enough air to get the pistons pumping. He pulls the gearshift's round knob down to the lower left into 1st gear, eases out the clutch, and the car rolls into position just behind the gate, waiting for the security guard to release us onto the road course.

At idle, the engine's vibrations and the accompanying rumble travel through the firewall and into your lower back. There is no attempt at subtlety here; the engine's powerful roughness makes it known that an enormous amount of horse power is just one right-foot tap away.

The 5992-cc displacement in the latest Diablo is up 285 cc from the version introduced in 1999. The all-aluminum-alloy engine block and heads, with titanium connecting rods and lighter crankshaft, can crank out 550 bhp at 7100 rpm, accompanied by 457 lb.-ft. of torque at 5500rpm. Using a new 32-bit microprocessor in the engine-management system, the variable intake valve timing is electronically controlled to ensure high performance as well as good driveability at low speeds. A new variable-geometry Exhaust Noise Control System (ENCS) also takes orders from its electronic managers to modulate noise levels at different engine speeds.

As soon as the gate to the racetrack is lifted, Paul punches the throttle, and every rough-revving piston loafing near 1000-rpm mark quickly snaps to attention. Like getting an instant shot of adrenaline, all of the Diablo's 12 cylinders explode with a guttural growl, and serve up what seems like an infinite amount of torque. The Lamborghini's pulling power begins around 2000 rpm, then peaks at 5500 before finally tapers off near the redline at the 7600 mark. Off-the-line launches at the drag strip during our road test showed the Diablo accelerated to 60 mph in a mere 3.6 seconds, and took 12.0 sec. (with the speedometer registering 119.8 mph) to cover the quarter mile. For zero-to-60-mph sprints, it matches the times turned in by the Ferrari F50, and is only two-tenths slower than the McLaren F1. The Lambo's blistering pace can be attributed in part to its maintaining at least 0.5g of forward acceleration and reaching 68 mph in 1st gear before needing to up-shift.

On the racetrack, Paul is able to balance the car easily with throttle and just the right amount of steering input. The gated shifter takes some time to get used to, and it requires several laps to perfect the up-shift/downshift routine. At speed, the Diablo shows tremendous grip, thanks to its awd viscous traction system. And because sending power to all four wheels occurs only when needed (up to 15 percent to the front), the Lamborghini behaves more like a rear-wheel-drive sports car. However, having the awd system is comforting when all the available torque (457 lb.-ft.) is misplaced and the driven front tires can pull you out of an impending spin.

After six laps of thrill rides with Paul at the wheel and me desperately trying to pick up any tips on driving, it's my turn in the driver's seat to challenge the bull in the ring.

Equipped with upper and lower A-arms, coil springs, anti-roll bar, plus electronically controlled shocks set for sport mode at all four corners, the Lamborghini manages its Pirelli P Zeros (235/35ZR-18s up front and 335/30ZR-18s at the rear) precisely, tracking true to steering input. Though some under-steer is inherent in the awd Diablo, an abrupt lifting of the throttle will help the car tuck in toward the apex. The Lamborghini's excellent road holding ability is further demonstrated on the skidpad by generating an impressive 0.99g, drifting almost all the way around the 200-ft. circle. Also through our 700-ft. slalom exercise, the car's large footprint and sluggish turn-in make it feel a bit less nimble by sportscar standards; however, it still posts an outstanding average speed of 66.4 mph.

When the time comes to slow down before a turn, the ABS system coupled to each of the 14.0-in. vented brake discs responds quickly to driver input, albeit requiring moderate pedal effort. Brake fade is never an issue, even after more than a dozen hot laps around the racetrack. And despite the Lamborghini tipping the scaled at 3925 lb., it can accomplish panic stops from 60 mph in 210ft., and from 180 mph in a remarkable 203 ft.

The Diablo 6.0 sports a wider track than the previous model, with 2.8 in. more at the front and 1.1 in. more at the rear. And most of its skin is now made of carbon fiber, with the exception of the aluminum doors and the steel roof. The chassis beneath the sleek-looking Italian body work is still tubular steel. The large air scoops integrated into the front bumper incorporate not only new headlamps but also air intakes for the brakes.

On the inside, every visible surface is covered with leather, with a new instrument panel giving the car a more modern look. The familiar gauges, including tachometer, speedometer, fuel level, coolant and oil temperatures, and oil pressure, are present, but set in a more sweeping layout accented with carbon fiber. On the center console, the carbon fiber theme continues, with aluminum ball-shifter and toothed gate highlighting the sporting nature of the car. The driver's seat has been moved closer to the center, allowing a less awkward position when reaching for the pedals.

According to Lamborghini, the 2001 Diablo 6.0 should begin arriving in US showrooms as we speak. There are plans to produce about 260 copies, with most of them slated for the States. Pricing for this latest Italian exotic should hover around the $280,000 mark, and there will be very few options available, limited to items such as a navigation system and a rear spoiler.

According to Giuseppe Greco, president of Automobili Lamborghini, with strong support from Audi this Italian exotic car-maker is poised to widen its product line in the near future. Look for another update on the Diablo with another increase in engine displacement and more power within 18 months. And further down the road, a smaller Lamborghini is in the works to compete with the Ferrari 360 Modena, perhaps making an appearance in three years' time. We are guessing that the younger Lamborghini will be V-8 powered.

As always, just when I begin to feel comfortable pushing the Diablo around the racetrack and inching towards its handling limits, the security guard waves the checkered flag, signaling the end of our test session. It's difficult not to become addicted to the brute force of this ferocious, terrifically quick Italian exotic car. And even though I wished for more time to work on taming the bull from Sant'Agata, at least I can walk away knowing I put up a good fight.

2001 Lamborghini Diablo 6.0

Engine Question Answer
Type aluminum block & head, V-12
Valvetrain dohc 4-valve / cyl
Displacement 366 cu in. / 5992 cc
Bore x stroke 3.43 x 3.31 in. / 87.0 x 84.0 mm
Compression ratio 10.7:1
Horsepower (SAE) 550 bhp @ 7100 rpm
Bhp/liter 91.8
Torque 457 lb-ft @ 5500 rpm
Redline 7600 rpm
Fuel injection elect. sequential port
Fuel premium unleaded, 91 pump octane

Chassis & Body Question Answer
Layout mid engine / awd
Body/frame carbon fiber & aluminum / tubular steel
Brakes:
Front & Rear Front:14.0-in. vented discs
Rear: 14.0-in vented discs
Assist type vacuum assist; ABS
Total swept area 603 sq in.
Swept area/ton est 307 sq in.
Wheels cast alloy; 18 x 8.5 f, 18 x 13 r
Tires Pirelli P Zero Asimmetrico; 235/35ZR-18 86Y f, 335/30ZR-18 102Y r
Steering rack & pinion, pwr assist
Overall ratio 18.0:1
Turns, lock to lock 3.0
Turning circle 42.7 ft
Suspension:
Font & Rear Front: upper & lower A-arms, coil springs, electronically controlled shocks, anit-roll bar
Rear: upper & lower A-arms, coil springs, electronically controlled shocks, anit-roll bar

General Data Question Answer
Curb weight 3740 lb
Test weight 3925 lb
Weight dist (with driver), f/r, % 41/59
Wheelbase 104.3 in.
Track, f/r 63.4 in. / 65.7 in.
Length 176.0 in.
Width 80.3 in.
Height 43.5 in.
Ground clearance 5.7 in.
Trunk space 5.8 cu ft

Accomodations Question Answer
Seating capactiy 2
Head room 35.5 in.
Seat width 2 x 16.3 in.
Leg room 43.0 in.
Seatback adjustment 30 deg
Seat travel 4.0 in.

Drivetrain Gear Ratio Overall Ratio (Rpm) Mph
1st 2.31:1 9.02:1 (7600) 68
2nd 1.52:1 5.95:1 (7600) 103
3rd 1.13:1 4.39:1 (7600) 138
4th 0.89:1 3.47:1 (7600) 174
5th 0.68:1 2.64:1 est (6600) 205
Final drive ratio 2.41:1 x 1.62:1 --- ---
Engine rpm @ 60 mph in 5th --- --- 1940

Instrumentation
360-km/h (224-mph) speedometer, 9000-rpm tach, fuel level, coolant & oil temp, oil pressure

Safety
dual front airbags
seatbelt pretensioners
anti-lock braking
(all standard equip.)

Acceleration Time to speed/distance Seconds
0-30 mph 1.6
0-40 mph 2.1
0-50 mph 2.8
0-60 mph 3.6
0-70 mph 5.0
0-80 mph 6.0
0-90 mph 7.2
0-100 mph 8.8
0-100 ft 2.6
0-500 ft 6.6
0-1320 ft (1/4 mile) 12.0 @ 119.8 mph

Braking Minium stopping distance Answer
From 60 mph 120 ft
From 80 mph 203 ft
Control excellent
Brake feel very good
Overall brake rating excellent

Fuel Economy Question Answer
Normal driving est 12.0 mpg
EPA city/highway 11 / 17 mpg
Cruise range est 305 miles
Fuel capacity 26.4 gal.

Handling Question Answer
Lateral acceleration (200-ft skidpad) 0.99g
Balance mild understeer
Speed through 700-ft slalom 66.4 mph
Lateral seat support very good

Interior Noise Question Answer
Idle in neutral 63 dBA
Maximum in 1st gear 91 dBA
Constant 50 mph 73 dBA
70 mph 77 dBA

By Patrick Hong

a007apl

01-11-2002, 06:55 AM

http://home.austin.rr.com/diablo/99sv.html

a007apl

01-11-2002, 07:22 AM

http://www.crpdesign.com/current.html
SV
http://www.crpdesign.com/vt2.html
VT

a007apl

01-11-2002, 04:46 PM

www.lambocars.com
S-SV

a007apl

01-12-2002, 07:56 AM

of this?

a007apl

01-12-2002, 08:04 AM

This proto
http://www.carpicsplus.com/imagesb/lamborghini/34.jpg
http://www.carpicsplus.com/imagesb/lamborghini/43.jpg
http://www.carpicsplus.com/imagesb/lamborghini/45.jpg

a007apl

01-12-2002, 09:17 PM

?????

a007apl

01-12-2002, 09:20 PM

a007apl

01-13-2002, 10:40 AM

Production of the Diablo in Sant`Agata

In 2000 around 440 people were employed by Lamborghini.
Since the start of production in 1963, it has built more than
8,000 sports cars.
In 2000, Lamborghini supplied 291 vehicles to customers worldwide

a007apl

01-13-2002, 08:10 PM

Diablo was launched in 1990 as successor to the legendary Countach. It was developed under the investment from Chrysler which bought Lamborghini in 1987. With more money, no wonder the Diablo was better developed than any other previous Lamborghini. Eventually, it survived for 11 years and 2884 cars were built, breaking the record held by Countach.
The name Diablo means "Devil" in Spanish (not Italian). Like Countach and many other Lamborghinis, it was designed by Italian styling master Marcello Gandini, no wonder the car has strong resemblance to its predecessor, such as slant front end, steeply raked windscreen and scissors doors. However, the final design was refined by Chrysler's studio in the USA, smoothened all sharp edges and corners, improved cooling and aerodynamics. In the end, it was changed so much that Gandini was very angry. As a revenge to Chrysler and Lamborghini, he simply adapted his original design and offered Cizeta Moroder V16T.

However, it is undeniable that the Chrysler-refined Diablo was more beautiful and more enduring than the Cizeta. It looked pure yet aggressive, futuristic yet mature. Chrysler designers' attention to details complemented what Gandini infamous of. Most important is that it felt truly EXOTIC, which was exactly what contemporary supercars lack of. McLaren F1 and Jaguar XJ220 might look sexy, but not exotic enough. The Lamborghini was different. Its styling meant velocity, acceleration and power. Even in standstill, its appearance told you it was a 200mph supercar, no, perhaps 250mph ! if you let me name the most beautiful supercar design during the 90s, Diablo will always be the first one I think of.

However, technology-wise, Diablo was just an extension of Countach. When the Countach was launched in the early 70s, its spaceframe chassis, aluminium body and transmission layout were rather advanced. Entered the late 80s, Porsche 959, Ferrari GTO and F40 started a supercar revolution by using lightweight construction, twin-turbo engines and space-age carbon-fiber materials. In contrast, the Diablo still rested on the laurel of Countach without any significant changes. The chassis, body and the big V12 were just evolution from the old one. And unsurprisingly, it gained more length, width and wheelbase as well as a touch more (desperately needed) cabin space. As a result, a standard Diablo tipped the scale at more than 1600kg, about 130kg heavier than the last Countach.

Straight-line performance was never a problem to the Diablo, because its 5.7-litre V12 produced close to 500 horsepower. It was recorded 0-60mph in 4.5 second and a top speed of 202 mph - the wild claim of early Countach was finally fulfilled by its successor. At the time of writing, the Diablo still holds the record of being the fastest production car. Of course, some limited production supercars did record higher speed.

The V12 was always the jewel of the crown. Powerful, sharp throttle response aside, it impressed most with its thundering roar, a roar that resonant your heart beat in sync with rising rev. Louder and rawer than Ferrari’s V12, the Lamborghini engine noise could hardly forgettable.

The problem of Diablo was actually handling. Its philosophy of "big and powerful supercar" was almost old-fashion since its launch. It was too heavy, too wide, too bulky to handle. Although its supercar tires produced massive grip while its extra track aided cornering stability, it never felt as agile as a smaller supercar, or even a Porsche 911 Turbo. Poor visibility front and rear also limited driving confidence. Unless on smooth and wide racing track, the Diablo could hardly keep up with a 911 Turbo which cost less than half ! even on racing track, its brakes were not big enough to handle its weight effectively.

During its 11-year life, Diablo evolved gradually (see article below). The SV from 1995 to 1999 was perhaps the best Diablo, thanks to the diet it underwent. The GT of 2000 was even developed into a respectable racing machine, pushing performance to the peak.

Because of the emergence of many super-expensive supercars in the early 90s, such as Bugatti EB110, Jaguar XJ220, McLaren F1 and Ferrari F50, the Diablo was almost forgotten. Being slower, heavier, cheaper and less exclusive, the Diablo failed to recapture the fame of Countach which was regarded the world’s top supercar for many years. Admittedly, Diablo was the only product of Lamborghini so that it must be relatively cheap to build in order to sell 300 to 400 cars annually, in contrast to the aforementioned one-off exclusive. This relegated it to the "second division" supercar club whose members left only the last breed of boxer Ferrari, that was, 512TR / F512M. Undoubtedly, the Lamborghini was always rated as the best one of its kind. Since the death of F512M, the Diablo became the only mid-engined production supercar in the world. Then people could only compare it with the front-engined GTs such as 550 Maranello and Aston Vantage. Diablo’s production dropped gradually despite of a revision every 1 or 2 years. Perhaps people became more concern about drivability and comfort, perhaps the old Diablo could no longer get people excited, it had to retire in 2001.

However, we will always remember the best things of Diablo: the exotic appearance and the thundering V12.

Evolution and Derivatives
Diablo VT
The first derivative of Diablo is the VT. It adds a 4-wheel drive system and traction control so that wet weather control is vastly improved. The draw back is an additional 42kg weight and slightly higher price. In dry roads, we don't think VT has much significant improvement over the standard Diablo.
Diablo SE30

The hottest Diablo in 1995 was SE30, which was the special edition for celebrating the 30 years anniversary of Lamborghini. Modifications included :

Use of magnessium wheels and other lighter metal, plus the carbon fiber engine cover, wing, less equipment, thinner cabin trim and racing seats so that the kerb weight is reduced by 108kg.
Different engine components and program increases the power to 525hp.
Owing to the enhanced weight and power, it was capable to reach 207mph top speed and took just 4.2 sec for 0-60 mph.
Adjustable anti-roll bar suits different roads.
Different front bumper increased cooling air channelling the front brakes, while the new engine cover reduced drag and enhanced engine cooling.
A unique purple body paint which was not available on any previous Diablos.
Only 150 units were built. It was the most desirable Diablo then.
Diablo SE30 Jota
Just after the introduction of SE30, Lamborghini developed an even hotter version called SE30 Jota. It remained mistery to most journalists, with only a few cars made for special orders (believed to be the Sultan of Brunei, by the way). Because Lamborghini didn't officially promote this car, many car enthusiasts even don't know its existence.
Jota was the lightest yet by far the most powerful and the fastest Diablo. It weighed just 1460kg, or some 72kg lighter than a standard SE30. The V12 received a ram-air intake which eventually applied to SV also. Variable-length intake ducts, variable exhaust and race-style cams also helped it to achieve 590 hp and 448 lbft. However, it might not be completely complied with the emission regulations in EU or the US.

Diablo Roadster
Study Ferrari 308/328 and you will know open top sports cars are often more popular than hardtop version. Therefore, Lamborghini finally introduced a removable roof to the Diablo, with some body panels and engine cover also revised. The roof can be stored above the engine cover.
Diablo SV
Diablo SV was first launched in 1996.However, the name "SV" first appeared in Miura P400SV in the early 70s. It stands for "Super Fast" in English, which implies that this Diablo is tuned to be more race car than road car. Many magazines liked its firmer and crisper suspension setting, stronger brakes and shorter final drive. They regarded it as the best handling Diablo even overshadowing the SE30.
Bigger valves, different cams and ram-air device helped increasing power to 510 hp while less equipment and lighter seats helped reducing kerb weight to 1570kg. Thus the SV stood between the SE30 and standard Diablo in terms of power and weight. It was a lot cheaper than the SE30, and even cheaper than the standard Diablo, thanks to the short standard equipments list. Shorter final drive ratio led to the lowest top speed among all brothers, 186mph. However, with the much improved handling, who cares about the nonsense top speed ?

Diablo SV was upgraded in early 98 with improved engine. The V12 gained a two-stage variable valve timing at inlet valves. Power increased to 530hp while torque was up from 428lbft to 450lbft. Moreover, the VVT enabled more healthy spread of torque at lower rpm, this explained why Autocar recorded incredible improvement in in-gear acceleration.

Other improvement included bigger brake discs - 355mm up front ; 335mm at the rear. As a result, bigger 18-inch wheels were employed to accommodate the brakes. Besides, ABS and airbag were eventually available in a Lambo !

The new SV might be even faster than SE30. Factory figure claimed 208mph, 1 mph faster than that special edition. But what impressed me is not the already useless top speed, it is the sharper handling that appeared since the first SV, and the faster acceleration plus the drivability in the new version that keep me faithful with the big Lambo. Lamborghini succeeded in rationalise the short-coming of Diablo, while still preserving its exotic image.

Diablo '99

Again the whole Diablo family received some minor modifications. Although engine and performance remained unchanged, there was a completely redesigned interior which featured a simpler instrument for easier reading. Passenger's airbag was added near the new glove box. The only mechanical change was the addition of electronic adjustable damping.

All Diablo, including the standard Diablo, VT and Roadster became sharing SV's 530 hp variable valve timing engine. For SV, the "SV" sweeping graphic which used to be feature at the side was deleted.

However, the most eye-catching new feature was undoubtedly the fix rectangular headlamps which recessed in the front end, replacing the memorable pop-up lamps. These lamps, bought from Nissan 300ZX, does not look as stylish as before but they are part of the company's effort to cut Diablo's production cost.

Diablo GT
Being the road version of the GT2 race car, the Diablo GT was the fastest ever Diablo. The V12 was bored out to a full 6 litres. Accompany with lightweight titanium connecting rods, faster-timing camshafts, individual throttle for each cylinders and enlarged ram air intake at the roof, power jumped from 530hp to 575hp, while torque increased from 448 lbft to 465 lbft. That translated to 210mph top speed. However, two other final drive ratios could be chosen to enhance acceleration while dropping top speed to 199mph or 204mph.
From its outer look, you’ll know its racing origin. The nose had a large air intake drawing air to oil cooler, which was repositioned from engine bay to the front for higher cooling efficiency and better weight distribution. Hot air left the car from a new air scoop on the bonnet. Brake’s cooling intakes were also enlarged. Black carbon fiber lip spoiler, side skirts and rear diffuser added downforce. Quad exhausts were replaced by twin centrally mounted exhaust. Because ram-air intake blocked rear vision, it used camera instead of rear mirror. Driver could see what’s happening behind the car by looking at the LCD monitor in the center console.

The GT weighed 1490kg in dry, 80kg lighter than SV. All body panels, excluding aluminium doors and steel roof, were made of carbon fiber. In the engine compartment, intake manifolds were made of magnesium, further reduced weight distribution to 40:60. Besides, Lamborghini also widened the front track by 110mm, revised front suspension geometry, stiffened the springs and softened the dampers, the result was more high speed stability and quicker turn-in at low speed. The new suspension improved handling very much, making it remarkably balanced at cornering limit. The steering feel was terrific, unexpectedly light and accurate, although the car still felt big to handle. Oversteer or understeer can be controlled beautifully by throttle. The GT was the best handling Diablo. What a pity it was a one-off production with only 80 units built.

Diablo 6.0 VT
Because the L147 project (successor to Diablo) was being re-evaluated by new owner Audi, the Diablo had to receive one more update in year 2000 to fill the time gap. The 6.0 VT was the result. Audi designer facelifted the body, mainly in nose and tail. Nearly the whole body was made of carbon-fiber panels, excluding the aluminium doors and steel roof. Magnesium was used in cylinder heads, intake manifolds and the 18-inch wheels. But dry weight was up to 1625kg because of compulsory 4WD and quite a lot of equipment.

The V12 was bored out to 6.0 litres, in addition to titanium connecting rods (from the GT), lighter crankshaft, individual coil-on-plug ignition and two-stage variable exhaust (for complying noise regulation without losing power), it pumped out 550 hp and 458 lbft. Compare with the GT, it didn’t have the ram-air intake on the roof (hence saving a rear-vision camera) and hotter cam timing.

Like the GT, the 6.0 VT got wider tracks front and rear. In particular, there was 60 mm added to the front to improve turn-in response as well as stability. However, it didn’t steer as sharp as the lightweight SV, especially the viscous-coupling 4-wheel drive introducing quite an amount of understeer approaching the limit. In terms of performance, it was also slower than the SV, blamed to nearly 200 kg of extra weight it carried.

Interior was trimmed with carbon-fiber panel while position of pedals and gear lever were also improved a little bit.

Specifications
Model Diablo (original) Diablo SE30 Diablo SV
Year of production 1990-98 1995 1996-1999
Layout Mid-engined, Rwd Mid-engined, Rwd Mid-engined, Rwd
Size (L / W / H / WB) mm 4470 / 2040 / 1115 / 2650
Chassis Steel tubular space frame chassis
Engine V12, dohc, 4v/cyl. V12, dohc, 4v/cyl. V12, dohc, 4v/cyl, VVT
Capacity 5707 c.c. 5707 c.c. 5707 c.c.
Power 492 hp 525 hp 530 hp ('98 version)
Torque 428 lbft 428 lbft 450 lbft ('98 version)
Transmission 5M 5M 5M
Suspensions All wheels double wishbones
Tyres N/A N/A F: 245/40ZR18
R: 335/30ZR18
Weight 1620 kg 1512 kg 1552 kg
Top speed 202 mph** claimed 207 mph claimed 208 mph
0-60 mph 4.5 sec* 4.2 sec* 4.3 sec*
0-100 mph N/A 9.3 sec* 9.0 sec*

Model Diablo GT Diablo 6.0 VT
Year of production 1999 2000-2001
Layout Mid-engined, Rwd Mid-engined, Rwd
Size (L / W / H / WB) mm 4430 / 2040 / 1115 / 2650 4470 / 2040 / 1105 / 2650
Chassis Steel tubular space frame chassis
Engine V12, dohc, 4v/cyl, VVT V12, dohc, 4v/cyl, VVT,
variable exhaust
Capacity 5992 c.c. 5992 c.c.
Power 575 hp 550 hp
Torque 465 lbft 458 lbft
Transmission 5M 5M
Suspensions All wheels double wishbones All wheels double wishbones
Tyres F: 245/35 ZR18; R: 335/30 ZR18 F: 235/35 ZR18; R: 335/30 ZR18
Weight 1525 kg* 1730 kg (est)
Top speed 199 mph (claimed) 200 mph-plus (claimed)
0-60 mph 4.0 sec*** 4.5 sec (est)
0-100 mph 8.0 sec*** N/A

a007apl

01-14-2002, 03:18 PM

http://208.56.96.164/photos/B10760.jpg
http://208.56.96.164/photos/B6233.jpg
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http://208.56.96.164/photos/B10752.jpg

a007apl

01-14-2002, 03:51 PM

"The sound of a Lamborghini V12 is distinctive. You cannot mistake it for a Ferrari V12 which has its own unique sonic signature. The Lamborghini engine sounds deeper, more primal, especially when it is positioned just a couple of feet behind your head.

It is a sound that has turned heads around the province of Sant’Agata Bolognese since 1964 when the very first prototype Lamborghini, the front-engined 350 GTV, turned its wheels in anger. For the first time, the valleys echoed to a new sound which the locals soon learned to recognises as the first incarnation of the Giampaolo Dallara-designed V12.

Starting life with a mere 3.5 litres and a brace of carburettors, this all-alloy V12 is the one basic mechanical thread that runs through Lamborghini’s romantic quarter century history of boom and bust. This venerable motor has been progressively enlarged over the years, and has now virtually doubled in power output as well. It has seen service in Lamborghini’s finest - the 350GT, 400GT, Miura, Countach, LM002 and the Diablo - with cubic capacity increasing at regular intervals.

Unlike Ferrari, whose mid-engined V8 cars have been their mainstay since the late 1970s, Lamborghini’s V8 powered Urracco and Jalpa always played second fiddle to the spectacular V12-engined models. And that looks likely to continue. Audi, Lamborghini’s new owner since 1998, has decreed that the Super Diablo flagship takes priority over the V8-engined volume entry-level model.

Lamborghini started the Diablo off with fuel-injection and 5.3 litres in 1990, and eventually grew it to 5.7 litres. Then last year, they found enough room for a 6.0 litre stretch in the limited edition Europe-only GT. Many of the lessons learnt from the GT project have now been incorporated into the 2000 model year Diablo 6.0. Today, with the model’s 10th birthday looming, we are at a private test track near Milan, where we can explore its full potential in a relatively safe environment.

The 5,992cc motor with its revised fuel-injection, engine management and exhaust systems is warmed up, and as we move out of the pits, it is obvious that despite a boost in power from 530bhp to a rousing 550bhp at 7,100rpm, the new car is incredibly docile at low speeds. Peak torque is now a sensational 620Nm (457.6 lb ft) at 5,500rpm, and a lot of that is generated lower in the rev range. In fact, as we had learned earlier on public roads, the enhanced torque allows you to pull away smoothly in fifth gear with barely 1,200rpm on the clock."

a007apl

01-14-2002, 04:14 PM

ENGINE
DOHC 48-valve V-12

MAX POWER
492bhp @ 6800rpm

MAX TORQUE:
428lb ft @ 5200rpm
PRICE
$252,000

CURB WEIGHT
3865 LB.

DIMENSIONS

WHEEL BASE - 104.3 in.

LENGTH - 175.3 in.

WIDTH - 80.3 in.

HEIGHT - 43.5 in.

PERFORMANCE

0-60 MPH - 4.7sec

0-100 MPH - 11.0sec

1/4 Mile - 13.2 sec

TOP SPEED - 202mph

BRAKING

60-0 MPH - 116 ft.

80-0 MPH - 214 ft.
__________________________________________________

"The Lamborghini Diablo is one of the worlds most exotic super cars. The Diablo was named after a famous Spanish fighting bull, hailed for its fierceness, strength and courage.

Designed by Marchello Ghandini, [who also designed the Countach] the Diablo was the fastest production car for 2 years. Released in 1990 the year that Chrysler owned Automobily Lamborghini. The Diablo shocked the world, with its amazing performance, looks and style. Lamborghini had already brought out the Countach and it was going to be a hard job replacing it. Taking this into account Marchello Ghandini took a fresh piece of paper and designed the Diablo.

Its ?spacecraft? looks suggest power, speed and exceptional performance all round. The looks of the Diablo are unmistakable, the width is one of its more prominent features. Being so wide, getting out of a parked Diablo would be almost impossible if it wasn't for its butterfly doors [doors which rise upwards]. The Diablo is also a very low car, this makes it even harder to get into, some owners develop their own technique of getting into the car.

In 1993, Lamborghini brought out another version of the Diablo, called the VT, which stands for Viscous Traction [four wheel drive], there are no styling differences between the two but the Diablo VT holds an advantage with superb traction in all conditions. It is hard to distinguish between the two Diablo's but the VT symbol on the back is the only thing which really gives it away. The four wheel drive makes it almost impossible the spin the wheels, so you don't loose traction on corners, which also means no
wheel spin from standstill. This is what Jeremy Clarkson found out once he had burnt the clutch trying to accomplish this. Having the four wheel drive system the VT gains weight and so cannot achieve as much of a top speed or acceleration as the original."

a007apl

01-14-2002, 06:19 PM

"Say exotic – say Lamborghini. The name Lamborghini has been synonymous with exotic sports car ever since the radically designed Countach came out around 20 years ago. The diablo is the heir apparent to the Countach, and with its more beautiful sleek curves, it is as fast as the legend it replaces. Automobili Lamborghini has once again demonstrated that pairing old-world hand craftsmanship with state-of-the-art engineering technology delivers world-class results.
The magnificent Diablo (so named after the legendary and ferocious fighting bull that fought an epic battle in Madrid in 1869) has been significantly reengineered since its introduction in 1990. Constructed from steel tubing, aluminum alloy and carbon fibre make for a lightweight, rigid structure contributing to the Diablo’s astounding performance.

But what's really important is that it is fast and cool and did I mention faassst!! Effortlessly accelerating from 0 to 100 kph in a mind shattering 3.8 seconds the Diablo will level out at a cool 333kph. With that V12, 48 valve beast under the hood you know your driving on the edge of reason in one of these. But have no fear, those 14.2 inch brakes will stop your wild abandon in no time flat. Then as your eyeballs return to their sockets and your heart slows from 50000 bpm's (beats per minute) to a safer 500 bpm's, you can merrily go about your sane but not terribly exciting existence - or can you now that you've tasted the DIABLO."

CAR HISTORY

350GTV
1963

Miura P400
1967

Countach LP400 1973
Jalpa
1982
Diablo 1990
Diablo SV
1995-98

Diablo VT/SE30
1993-1999

Diablo GT/GTR
1999-2000

VT 6.0 2000

Mechanical

Engine Type 48 Valve, V12
Displacement 5,707 cc
Horsepower 529 bhp @ 7,100 rpm
Torque 443 lb.ft @ 5,500 rpm
Max. Engine Speed 7,300 rpm
Transmission 5-speed manual
Brakes (Front) 14.2 in / 13.4 in
Tyres (F/R) 245/40ZR17 / 335/35ZR18

General Information

Status Production
Weight 3755 lbs
Weight Dist F/R 40% / 60%
Length 178.8 in
Height 44.2 in

Performance

Top Speed 333kph / 208 mph
0 - 100 kph 3.8 sec

a007apl

01-14-2002, 06:40 PM

http://www.maseratinet.com/IMAGES/carguy28.jpeg

a007apl

01-14-2002, 06:42 PM

http://www.maseratinet.com/IMAGES/carguy36.jpeg
One Model?:cool: ?

a007apl

01-14-2002, 06:58 PM

How do you follow a legend? As the 1990s were about to bloom Automobili Lamborghini faced that question on two fronts. It was forced to confront the problem of replacing both a legendary leader and a legendary car. Either issue would be difficult enough, but both at one time? Some might call the task impossible.

Its founder and spiritual leader, Ferruccio Lamborghini, had long since sold his brainchild and moved on to less stressful ventures, including his death (eventually). Absent from the company for more than a decade, Lamborghini's long shadow still stretched over the company that bore his name. The final car that he inspired, the Countach, was not only in production nearly twenty years after Lamborghini had signed the final sales contract, it was still regarded by many as the epitome of "supercardom." The company contemplated: How to follow a cover girl crowd-pleaser like the Countach?

Gazing into this void, the faceless Swiss investors who had taken control of Automobili Lamborghini from its founder in the Seventies decided to cash in and look for new investments. After all, it is one thing to maintain the production of an established car; it is quite another to find the inspiration for a completely new car. The Swiss found a willing taker in the unlikely form of the Chrysler Corporation.

By the mid-Eighties Chrysler had rebounded from a brush with bankruptcy, invented the minivan and suddenly become, against all odds, flush with success. In those heady days Chrysler thought it finally had the keys to the kingdom. And such success breeds a natural inclination to buy some expensive toys. For Chrysler Corporation, one of its expensive toys was American Motors and its Jeep brand; others were Maserati and Automobili Lamborghini. So it came to pass that American corporate managers and an Italian-led contingent of designers and engineers were given the great task to produce a vehicle that would succeed the Countach. In the absence of one single guiding force, the committee that created the Diablo made it so it would do and be everything the Countach did and was, but more so. And though Chrysler Corporation has long since been out of the picture (in 1994 it peddled its stake in the legendary firm to somewhat unlikely suitors from Indonesia), the car is one of the most formidable Italian-American combinations. The car's Italian-American heritage has survived the relatively recent acquisition of Automobili Lamborghini by yet another big, flush car company, Volkswagen-Audi. Time will tell if VW will prosper where Chrysler ultimately had to bail.

So much for the mixed parentage of the car, what about the Diablo itself?
Well, though it might lack the staying power of its predecessor, which reigned at the top of the exoticar heap for a period of nearly two decades, the at-first-dismissed Diablo has demonstrated remarkable staying power of its own. Further, it seems to be the last of its breed of "styling first, function last" exotic GT cars. After all, Ferrari (Ferrari!) has decided to make its cars easier to drive, easier to live with and even easier to get in and out of. While that might be laudable to those of us who are having a more and more difficult time bending at various joints, wouldn't you rather see a sinuous supermodel emerge from an exotic foreign car than a creaky octogenarian?

Since it barely comes up to the average person's waist, the Diablo is (to its credit) a challenge to get into. With its radical swing-up doors and let-it-all-hang-out styling, it is also the contemporary car that has the biggest presence, kind of a Madonna for the road.

In most ways, just like the singer-actress, the Diablo revels in being outrageous and uses that as its key marketing tool. Just peer at the 6-liter all-alloy V-12 engine. With titanium connecting rods and 32-bit computerized engine controls (hey, those VW guys are good for something), a representative late-model Diablo has 543 horsepower on tap (at a busy 7100 rpm.) The peak torque figure is a stupendous 457 pound-feet at 5800 rpm.

With all this power perched very close to your right ear, the Diablo is automotivedom's grandest thrill ride. If it were to be offered to Disneyland patrons, even the SpeedPass line would be hours long.

To deal with the horrific amount of power (and the potentially ham-handed drivers who get to use it), Lamborghini decided to equip the Diablo with all-wheel-drive. While big and bigger tires used to be the answer, Pirelli simply can't build tires that are wide enough to cope with all the torque. Instead, like an oversize quattro, the Diablo employs a viscous coupling-governed drive system that slides some of the torque to the front wheels if the rears begin to slip. Don't plan any off-road expeditions when you buy your Diablo, though. Not only is ground clearance a minimal 5 1/2 inches (as it should be), the four-wheel-drive system also channels a maximum of 28 percent of torque to the front wheels, no matter what. This means the Diablo still feels like a rear-drive car, while being able to launch like a Saturn rocket.

Speaking of launch, a current Diablo in a decent state of tune can flash from zero to 60 miles per hour in 3.5 seconds or so, making it the quickest production car you can buy for your 300-large. Top speed, according to those very precise folks at Automobili Lamborghini, is reported to be 208 mph.

And that is the point. These days even Lamborghini is marketing its creature comforts, stereo system and automatic climate control. But if that's what you want, just stay in your La-Z-Boy and take a nap. We would rather blow some mental carbon out on a long-fast drive. And the Lamborghini Diablo is certainly the right tool for that job.

a007apl

01-17-2002, 07:38 PM

http://www.autoural.ru/Elite/company/lamborgh/lamb5.jpg

a007apl

01-18-2002, 10:11 PM

http://lamborghini.narod.ru/

a007apl

01-20-2002, 03:59 AM

The car
IItalian sports cars are generally associated with high performance and exclusiveness, though very little comfort. Lamborghini presented the Diablo 6.0 Special Edition (SE) at this year's Geneva motor show and thus proved that this would change in the new millennium.

The SE is being built and delivered as both an exclusive and elegant version of the Diablo 6.0 in the colours ‘Oro Elios’, a metallic gold paintwork and the metallic brown, ‘Marrone Eklipsis,’ in a limited edition.

These colours, which are rather unusual for Lamborghini, are intended to symbolise sunrise and sunset.

The exterior of the Diablo 6.0 SE differs from its 90s predecessors through the new design of the front bumper with integrated cooling channels, new headlamps, a wider track both at the front and the back and the modified mudguard.

It is not known whether the 6.0 SE will be the last variant of the Diablo. The 12-cylinder successor will presumably be presented in the autumn of 2001.

The interior
If one compares the SE to earlier Lamborghini models, it would appear that the designers have concentrated less on the improvement of engine performance, as was the case, for example, with the Diablo GT, but on driving comfort.

The interior has been finished in a combination of hand-sewn leather for the seat covering and dashboard, colour-coordinated to match the exterior, and visible carbon-fibre and titanium thread. The gear lever and gear-shifting gate are also made of titanium.

Furthermore, the 6.0 SE's optional equipment includes electronic seat adjustment and an Alpine DVD navigation system with a choice between all European or American road maps.

The technology
As regards technical equipment, the Diablo SE barely differs from the standard Diablo 6.0. The intake bends and valve heads are now made of magnesium for reasons of weight reduction; Lamborghini instead of Brembo now makes the brake callipers.

The 6.0 litre V12 engine has an output of 405 kW (550 bhp) at 7100 rpm. Compared to the 1999 Diablo, the engine management has been supplemented by improved hardware, the exhaust system has been soundproofed even more, the chassis has been changed and extended to include electronically controlled shock absorbers.

With the exception of the steel roof and the aluminium doors, the entire bodywork of the Diablo 6.0 SE is made of carbon.

The facts
Engine: 6.0-Liter 12 V 60°
Driveb: all-wheel drive based on the Viscous Traction System
Displacement: 5.992 cm³
Max. Output: 405 kW (550 bhp) at 7.100 rpm,
Max torquet: 620 Nm at 5.500 rpm.
Length: 4.470 mm
Width: 2.040 mm
Height: 1.105 mm
Wheel base: 2.650 mm
Kerb weight: 1.625 kg
Top speed: over 205 bhp
Acceleration: from 0 to 60mph in 3.95 sec.
____________________

http://www.motorcities.com/articles/news20010828diablose.html
pics

a007apl

01-21-2002, 06:36 AM

www.lambocars.com

a007apl

01-22-2002, 08:02 AM

http://www.lambo.dk/special%20topic/Diablo%20SE30/bob20a.htm

a007apl

01-24-2002, 07:03 PM

"In about the time it would ordinarily take you to read this sentence aloud, this Lamborghini Diablo SV can accelerate from a standstill to 100 miles per hour. Impressive, yes, but while there are perhaps a couple of other cars as quick, none can match the Diablo’s astounding aural accompaniment. Admittedly, this yellow ’98 model is equipped with Lamborghini’s optional sports exhaust, but such is the power and glory of the ensemble that I can’t think of a better way of spending £1,175 on top of the original purchase price. Inside the SV’s cabin at full chat is where F1 meets F-15, and the assault on the ears is worth at least half of this car’s £135,536 asking price.

So what’s the excuse this time for hooning about in a Diablo SV? Was it simply for a hefty dose of near-immoral fun or is there something new to report? Fortunately the answer is both.

The SV, you may recall, is the stripped-out, bare-boned, rear-wheel-driven and most ‘affordable’ Diablo – the VT and Roadster are both 4WD and cost a great deal more; in the case of the Roadster, £51,000 more. All three models are now endowed with 530bhp, 20bhp more than last year’s SV which was the most powerful of the three. All three also now come with a driver’s airbag, beefier brakes with ABS and 18-inch wheels all round to accommodate those bigger discs and brake calipers (previous SVs wore 17 inchers on the front).

Fortunately I didn’t get to test the efficiency of the airbag but I can report that the new brakes are something special. Screeching to a halt from 70mph in just under 170 feet isn’t particularly impressive, even on Brunt-ingthorpe airfield’s loose surface, but braking from an indicated 200mph down to about 70 six times in succession without any hint of fade or spongipedalitis certainly is.

As you might imagine, the ’98 engine’s pretty peppy, too. With 5.7 litres, 450lb ft of torque and new variable intake valve timing there’s a massive tidal wave of power at a touch of the throttle, in almost any gear at just about any speed. The sensation isn’t so much of a kick in the back, it’s more of an irresistible, unstoppable torrent of urge.

In addition to the sports exhaust this car was also fitted with optional taller final drive gearing. Safely overtaking a slow-moving lorry does require a low gear because this V12’s crank is spinning barely above tickover at 70mph in top. You might expect a car of this specification to have a six-speed gearbox but it doesn’t need one. It doesn’t really need a five-speeder either; if they took away both first and fifth and left the remaining three ratios exactly as they are the SV could still surge away from the lights and sprint to over 150mph.

But, as with earlier Diablos, eliciting even moderately swift changes from the dogleg-for-first gearstick requires a delicate balance of brawn and finesse. Some familiarisation is also required down below, for the pedals are so offset to the left and so closely spaced my clumpy shoes were soon swapped for dainty racing Sparcos. But once you’ve got the measure of these controls then the fun can begin as the SV’s performance envelope can now be explored.

For a start, those enormous tyres stick like duct tape to a toffee apple. Drop the clutch at anything less than 6,000rpm and the rears will shrug off the best part of 450 horsepower and do nothing but grip, which in turn causes the engine to bog down, albeit only temporarily. And the tyres are every bit as tenacious in a corner. It is possible to push the front end wide by accelerating hard mid-turn, and oversteer can be induced by turning in too fast and simultaneously bashing the throttle. If the rear does break free it’s not impossible to hold onto, but it sure ain’t easy.

The steering itself is impeccably weighted and response is sublime – quick and supremely accurate. Couple this with almost imperceptible body roll, even at maximum lateral G, and you feel like you’re leading at Le Mans.

Aside from the airbag-equipped, multi-sided wheel little has changed inside. The steering column stalks are new and the almost redundant stereo unit also looks new, but the speakers mounted in the SV’s hollow doors sound particularly tinny. The top third of the yellow-faced speedo and tacho dials are still shrouded from view but at least they coordinate well with the exterior. The choice of yellow for the needles is particularly odd, though.

Minor details aside, the Diablo SV is an automotive masterpiece. No, it’s not as well finished, refined or indeed practical as a 550 Maranello. And it’s not quite as devastatingly quick as a 4.5 Cerbera, but no other car I’ve driven is as visually exotic, electrifying to drive and so fervently satisfying as the Diablo SV. Hmmm. 3, 7, 15, 26, 39 and 49. Perhaps that’ll do it."

a007apl

01-24-2002, 07:07 PM

"The development of the Diablo's model range over the past few years has produced a multitude of variants: SE30, VT, SV, Roadster, VTR, SVR, GT, etc, that could baffle the casual observer. You'd expect a low-volume manufacturer to save resources for something really new. But it seems that with every year in which the Diablo's replacement still hasn't appeared, there's at least one subtly improved variant released.

This year is no different, except that the range has been rationalised. Bid fond farewell to the Roadster, a fonder arrivederci to the rear-drive SV and the short-lived bootless GT, and say 'hi' to the 6.0 VT and race-only GTR.

Now I'm not complaining. Oh, no. The Diablo is a rare beast with unique character and a truly magnificent engine, and it's always a privilege to sit behind the wheel of one.

So it came to pass that I found myself at a private test track near Milan with an orange 6.0 VT before me. Oh, joy.

But before losing it at the alter of automotive hedonism, what makes this model new? Firstly, there's a redesigned front end with new lights, bumpers, intakes and a semi-concealed wiper. There are new magnesium alloy wheels, subtly-wider wheelarches to house a wider track (mainly to allow a less cramped footwell). The body is now all carbon fibre; though the doors are still aluminium for side-impact safety and the roof is still steel, forming a structural part of the chassis. The chassis, in turn, is reinforced with carbon fibre inserts, improving torsional rigidity.

Inside there's a new three-spoke wheel, plus a redesigned instrument and centre console along with some slightly gratuitous carbon fibre trim. The driver's seat has moved slightly inward ('to guarantee a better driving position'), there are now two airbags as standard, a little stowage space for oddments and an improved air conditioner, though it wasn't warm enough to evaluate it fully.

At the back, , the rear lights are from the GT and the variable geometry exhaust system has been modified. Also in common with the GT, the number of tailpipes has been halved, there's an updated engine management system, titanium conrods, a lighter crank and capacity has been increased from 5707 to 5992cc, hence the '6.0' tag. This boosts the VT's power from 530 to 550bhp, with torque up 7lb ft to 457. Oh, and there's a new, relocated fuel flap and beautifully-crafted filler cap.

Before the track is made available in the afternoon, I'm handed some maps and told to potter off and find a nice road. Now an experienced road tester, but I really can't do two things at once, especially not complex tasks like navigating whilst driving a Diablo. So, I embark on a short but simple main road loop which with luck should return me safely to where I started.

First thing to note is the engine note. The last two Lambos I drove were SVs with optional sports exhausts. They were LOUD, and emitted the most spine-tingling noise to issue from a roadcar ever, bar none - except, no doubt, the GT which I've not driven.

The VT produces a mellower, less piercing tone, although it still sounds harmonious and utterly gorgeous. Also, mechanical clatter seems less intrusive in the cockpit, the ride is a little more compliant, fit and finish has improved, the driving position is more flexible and the gearstick is now offset to the left in the central tunnel, bringing it closer to the driver; though in the right-hand-drive form it'll surely be further away! Apart from first to second, the gearchange is less obstructive, though some muscle still helps, and my right elbow biffs the transmission tunnel but I don't care.

It's soon time for lunch, after which it's on to the track with four-wheel-drive, 550bhp, 0-62mph in 3.95 seconds and a 200mph max and, despite drinking lots of aqua, my mouth is getting dry.

After one exploratory lap I realise that with its immense low- and mid-range punch, this car could lap the circuit pretty quickly using only third gear and that most of its searing high-speed potential is wasted , for the straights are few and not as long as an autostrada.

After a few more laps, I'm reminded that a Diablo is a big, heavy car - almost 4.5 metres long and, in VT trim, well over 1,600kgs - and that if you treat it with insufficient respect it could bite you hard. The easiest way to court danger, is to corner and brake at the same time. This can bring the rear end round faster than a Doberman with a stick up its bum, and you become little more than a passenger.

Otherwise, and given a smooth driving style, the VT feels pretty safe; maybe too safe for the most skilled, as it's so prone to understeer that the massive P Zeros are very unlikely to break loose at all. Not so the fronts which are scrubbing hard on the track long before rear grip is exceeded. The brakes are strong and fade-free lap after lap.

But, few people dabble with Diablos on the track (aside from GTR owners) as there's little to gain and much to lose. Lambo test drivers still carry out their duties on the public road (aside from top-speed tests). And to forcea Diablo beyond its limits on the road is an act bordering ono anarchy.

So there it is, this year's VT, despite copious carbon fibre, is no lighter but is still achingly attractive, better equipped, more refined, more powerful and faster than any VT before."

a007apl

01-26-2002, 05:30 AM

http://www.auto.com/art/reviews/2000_autos/lamborghini_diablo/lamborghini_diablo_rear.jpg
This $287,000, 200-M.P.H. sports car delights the driver with speed, handling, and super-soft leather upholstery
___________________________

In the interests of truth and science, I drove into the frenetic core of Center City on a recent weekday morning, and parked a $287,000 Lamborghini Diablo Roadster at the corner of 17th and Market.

The idea was to gauge the psychological response to this wonderfully outrageous, 200-m.p.h. sports car, and then write a learned paper for the Journal of the American Medical Association.

But since JAMA wasn't interested, I'll make my report to you.

Mike Scannell, a Center City account executive, had hurried across thestreet to get a better look at one of the wildest automotive animals incaptivity.

"I'm supposed to be in a meeting with my boss, but I said: 'No, I'm going over there to see that car,' " the young account exec reported as he bent overto get a better look at the white roadster's tannish/yellow leatherupholstery.

"I think it's beautiful," he added in a voice effervescent with admiration and longing. "That's a car you can only dream of.

"So, ah, how many horsepower is it, anyway?"

"Five hundred and thirty."

"Geez. That sounds like enough to make you happy."

Clarence Nichols, 51, a husky Parking Authority tow-truck driver, hadpulled over when he spotted the illegally parked Lamborghini.

"I never towed one of those before," he allowed.

Actually, Nichols wasn't interested in towing it away. He wanted to get a picture (as did a surprising number of other people armed with digital cameras).

"I'd love to have it," Nichols added, between the squints and clicks associated with his photography. "I'd be afraid to drive it, but I'd love to have it. Of course, if I had it, it would be just my luck to back into a cement truck."

Meanwhile, a Drexel University student, Al Stewart, was shooting photographs closer in.

"Mind if I sit in it while my girlfriend takes a picture?" he asked.

The Lamborghini's sidewalk audience of about 20 was joined by DennisHaldeman, 55, a railroad engineer from Lehighton, Pa.

"I would not kick it out of my garage," said Haldeman, who drives a BMW M3sports car. "As a matter of fact, I want to build a new 30-by-30 garage, andthis would look good in it."

It's hard to think of a garage that wouldn't be graced by the Diablo Roadster. But hiding its light under such a bushel seems such a waste. In addition to creating a sensation wherever it goes, the Diablo seems to have a gift for making people happy.

The car just hemorrhages driving fun and excitement.

But sadly, the clientele for the Italian exotic isn't as large as its poolof admirers. According to a Palmyra auto dealer, Frank Kerbeck, whose high-endofferings include Lamborghini, this car is typically the province of folksworth more than $10 million. A lot more, in most cases.

The customer list ranges from Phillies pitching star Curt Schilling to hotelier Bill Marriott.

"The common thread is that they are successful in their businesses, and like high-performance cars," Kerbeck observed. "And this is the ultimate high-performance car."

Indeed, the Lamborghini club is as small as it is elite. Sales in this country hover at about 100 a year. By selling about seven annually, Kerbeck qualifies as an important dealer.

There are three current models, the four-wheel-drive roadster and coupe, priced at $287,000 and $249,000, respectively, and the rear-drive coupe tha tchecks in at $239,000. For the 2000 model year - which, on Lamborghini's contrarian calendar, doesn't start until May - the low-selling roadster will be scratched.

http://www.auto.com/art/reviews/2000_autos/lamborghini_diablo/lamborghini_diablo_side.jpg

The roadster's demise is a sad aesthetic development because the toplessDiablo is even wilder looking than its coupe kin. (Getting topless is a strange ritual in this mid-engine car. You unlatch the removable hardtop at its four corners, then store it by attaching it to the hood, which is behind the cabin.)

Getting into the Diablo is a memorable chore. The doors don't open out.They open up. The door pivots at the front jamb, moving up and forward to permit ingress and egress.

You have to pause a moment after unlatching the door, to give the beveled window a chance to drop about an inch, so that it clears the windshield pillarwhen you push it up.

Speaking of memorable touches, the interior of the Diablo is covered almost entirely with super-soft, hand-stitched leather.

"I toured the factory" in Bologna, Italy, Kerbeck's high priest ofLamborghini maintenance and repair, Bob Demola, recalled. "And that upholstery really is sewn by a lot of little old ladies."

As you might have guessed, the most memorable part of the Lamborghini experience isn't the top, doors, and the danger of overdosing on top-grade leather.

It is driving this car.

At the heart of that experience is the Lambo's engine, a 48-valve V-12 that displaces 5.7 liters (the same as a Corvette) and develops 530 horsepower (not the same as a Corvette).

According to the factory, that all-aluminum wild thing is able to propelthis 3,500-pound roadster from 0 to 60 in 3.9 seconds, a number that has moreto do with trips to Mars than trips to malls.

Top speed is an equally stunning 208.3 m.p.h.

One of the first things you notice is that that stunning 0-60 number isn't just a function of all that power. It also has to do with the way the four-wheel-drive system and super-wide performance tires transfer all that torque to the pavement without a lot of wasteful wheelspin.

Accelerating in the Diablo is a real head-snapper. The sensation of being pasted back in your seat is joined by the glorious La Scala baritone emanatingfrom that wondrous V-12 as it spools up merrily towards its 7,800-r.p.m.redline.

Because the engine is situated just inches behind you, that rush to redline takes on an addictive urgency.

Like all great sporting machines, the Diablo has the handling, steering and braking to go with that extraordinary engine performance. The car corners on tracks, is wonderfully responsive, and shuts down quickly, thanks to Brembodisc brakes the diameter of Ellie the Elephant's hot tub.

Unlike many Italian exotics of yore, the Diablo doesn't beat you up. It rides decently, and you don't tear an Achilles tendon operating the clutch.

What a car. If this is a good entrepreneur's reward, I'm tempted to get an MBA, worship regularly at the Temple of Laissez-Faire Capitalism, and support tax loopholes for the rich.

BY AL HAAS
INQUIRER AUTOMOTIVE WRITER

April 12, 2000

a007apl

01-26-2002, 08:29 AM

"The Marshals Service Asset Forfeiture Office recently went online to auction off that rarest of sports car gems – a Lamborghini Diablo, one of the fastest road vehicles ever built.

And this beast of a car, seized by deputy marshals in Western Missouri as part of a Drug Enforcement Administration case, has now opened the doors of the Internet to Service districts looking for a viable way to reach broader audiences when selling unique items.

A profitable endeavor

While it's true that a 1994 Diablo doesn't come along every day, the goal of asset forfeiture remains the same whether the asset is a car or a catamaran – seize the property, maintain it prior to its sale and get as high a price as possible for it.

Since Kansas City, Mo., is not an exotic sports car mecca, the district moved the Lamborghini out west.

"We shipped the car to San Diego to open up a better market for it," said Jim Herzog, Personal Property Program manager, Asset Forfeiture Office.

Shortly thereafter, the agency turned to the world wide web to garner the bright red Diablo even greater exposure. It signed on with Bid4Assets.com, which expertly handled all of the marketing and disposal matters.

Bid4Assets.com previewed the car for three weeks. The company displayed photographs, supplied by the Asset Forfeiture Office, and explained the terms of the sale along with specifics about the car's mileage and condition.

The actual on-line auction lasted for four days, and there were 20,000 hits to the Bid4Assets.com website.

"We had 19 registered bidders," said Southern California Supervisory Deputy Phil Prindle. "Bidding started at $70,000 and additional offers were accepted in $1,000 increments."

The final day of bidding began at $104,000. But, as is often the case with auctions, a flurry of offers came in just before the deadline.

The winning bid was $125,000 – which is 95 percent of the car's appraised value. All participants were pleased.

"This was a worthwhile experience for the Marshals Service," Prindle said. "By using the Internet, we utilized the latest innovations in technology to get the biggest return for the government.

In the past, Service districts would conduct auctions and hope for the right purchaser to come along. And, according to Prindle, districts without proven track records for selling exotic, high-end vehicles would be tempted to transfer them to major metropolitan areas like Miami, New York or Los Angeles.

But with the sheer numbers of potential consumers on the Internet, turning to an online auction company makes for a perfect fit.

"Plus, the vehicle can remain in place in the originating district for delivery to the end user after the sale," Prindle said.

And the selling price for this Diablo speaks for itself.

"The auction was very successful," Herzog said.

The winning bid was made by a Lamborghini dealership in Gilroy, Calif., near the Silicon Valley.

In a class by itself

Lamborghini is to sports cars what Rolls Royce is to luxury cars. The very name of the Italian company is synonymous with speed and turn-your-head styling.

And they are as rare as they are esteemed. Since the start of production in 1963, less than 8,500 Lamborghini automobiles have been built. The current rate is roughly 200 per year.

In 1985, Lamborghini engineers started working on building a successor to its world renown Countach model. They created the Diablo, which takes to the roads with a 485-horsepower, 12-cylinder engine – and a minimum top speed of 196 mph.

Whoever buys the car that Bid4Assets.com just sold for the Marshals Service will be getting quite a ride. Quite a ride, indeed.

Said staff writer Ian Bond of Classic and Sportscar Magazine: "The [1994] Lamborghini Diablo is a great car, a worthy heir to the Countach and a collector's piece for the future."

And it is that same future that looks so promising for the Marshals Service Asset Forfeiture Office, which, through the power of the Internet, can continue to sell one-of-a-kind items to a broad audience in a profitable and efficient manner."