Photos and More

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One Model? ?

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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.

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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.
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http://www.motorcities.com/articles/...8diablose.html
pics

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"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."

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"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."

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This $287,000, 200-M.P.H. sports car delights the driver with speed, handling, and super-soft leather upholstery
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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.

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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

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"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."

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This Lamborghini Diablo is the "SV" model, which is even quicker than the "VT" model. The "SV" blasts from 0 to 60 in just 3.8 seconds and it's still in first gear! Top speed is 200mph!
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The car is in "mint" condition. It's a 1998 model with just 3000 miles on it. Not a scratch, ding, or dent. You couldn't tell it from a brand-new one.

People say we're crazy to give this Diablo away, but we think it'll make a great promotion for Longitude- The penis enlargement capsule that we've created and many try to copy.

Here's how the "Win My Lamborghini" promotion works:

This promotion is valid only to US Residents and you must be at least 18 to participate.

The car will be awarded to the man with the most drastic results using Longitude. Basically, whoever grows the most regardless of total size, wins the prized Lamborghini.
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Simply check out the rest of our site and order a risk-free bottle of Longitude. When the bottle arrives, fill out the entry form and take a few "Before" photos in an erect state.

Keep taking Longitude until you are satisfied with your new growth, then stop. Take a few &After" photos, this time you should be inches longer and thicker.

Then, simply drop the Before and After photos in the mail along with your entry form. All entries must be received no later than September, 30th, 2002

Our group of judges will review the hundreds of thousands of entries and pick a winner. They'll review the photos for maximum growth percentages and they'll make sure the photos haven't been altered. So, no cheaters please.

That's it. If you're the lucky winner, we'll have the Diablo shipped to your door at our cost.

There's no additional fee to enter this contest, except for the price of the product.

It doesn't matter how long you take Longitude. Two, Three, Four months, or you can go until the September 30th deadline. It's up to you. Just make sure your entry form gets to us no later than September 30th. And the winner is the man with the largest growth from start to finish- not who is simply the largest.
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When the delivery truck pulls up, the driver will unload the car, hand you the title and keys then take a quick snapshot of you and the car. Then the car is yours forever!

Can you think of a better way to show women the "new you"? This Lamborghini will get you so many women, you won't believe it!

The Ultimate Car, The Ultimate Product. Order Longitude risk-free and who knows... you may be the new owner of this Lamborghini! Good Luck!

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http://www.zon.se/bil/diablo/index.shtml

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http://cardata.webpoint.com/features/0,1012,137,00.html