Photos and More

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http://www.kitcarillustrated.com/arc...atures01.shtml

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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]

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

[a007apl]

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

[a007apl]

www.lambocars.com
S-SV

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of this?

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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

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?????

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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]

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

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"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."

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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.
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"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]

"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