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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

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

www.lambocars.com
S-SV

of this?

This proto
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?????

:D

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

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."

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."

"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

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

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.

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

www.lambocars.com

"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."

"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."

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

"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."

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!
http://www.longitudecapsules.com/images/diablofs.jpg
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.
http://www.longitudecapsules.com/images/diablob.jpg
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.
http://www.longitudecapsules.com/images/diablos.jpg
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!

"Bid4Assets, Inc. a leading full-service asset disposition and advisory company, today announced that it has been exclusively commissioned to auction a 1999 Lamborghini Diablo that was seized by the Federal Bureau of Investigation and forfeited to the U.S. Marshals Service. The online auction will be held Nov. 20 – 27 on the Bid4Assets Web site located at http://www.bid4assets.com. Bid4Assets has conducted more than 50 successful asset sales for the U.S. Marshals Service, including the sale of a 1994 Lamborghini Diablo for $125,000 in September 2000.

The titanium finish vehicle is located in Las Vegas, Nev. It is in excellent condition and has an odometer reading of approximately 9,364 miles. Bidding begins at $184,800. Photographs and other due diligence are available online at http://www.bid4assets.com. The car will be available for inspection on Nov. 20 from 10:00 a.m. – 2:00 p.m. PST. Interested buyers must schedule an appointment by contacting Bid4Assets at 1-877-427-7387 or by sending an email to [email protected].

“Bid4Assets is excited to work with innovative government agencies, like the U.S. Marshals Service, for the sale of seized and surplus assets. Federal, state and local government agencies turn to Bid4Assets because we leverage the Internet to slash the time to sale, reduce costs and broaden reach,” said Rick Zitelman, president and CEO of Bid4Assets. “Car enthusiasts can take advantage of this special opportunity to bid on a luxury automobile at competitive prices.”

About Bid4Assets, Inc.

Bid4Assets, Inc. (http://www.bid4assets.com) is a leading full-service asset disposition and advisory services company. Bid4Assets helps clients maximize asset recovery by providing a customized sales solution tailored to each client’s needs. The company provides both online and traditional on-location auctions and offers a full range of advisory services such as appraisal, valuation, inventory, audit, shipping, logistics, marketing and settlement. Bid4Assets has three practice groups: Public Sector and Government, Restructuring and Bankruptcy, and Commercial Sales. The company is headquartered in Silver Spring, Md. phone (301) 650-9193, fax (301) 650-9194."

Engine

Engine Layout = Mid engine (86.32 hp/L)
Engine Type = 48-valve DOHC V-12
Displacement = 5707 cc - 5.7L, 348.26 cu in
Horsepower = 492 (529) Bhp @ 7100 Rpm
Torque = 443 lb-ft @ 5500 Rpm
Max engine speed or Redline = 7300 Rpm
Fuel EPA City/Highway = 10/14 mpg
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Dimensions

Wheelbase = 104.3 in
Height = 44.2 in
Width = 81.6 in
Length = 178.8 in
Weight = 3575 (3570) lbs
Weight Distribution f/r = 40 %/60 %
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Performance

0-60 mph (Acceleration) = 4.0(4-4.2) sec
0-100 mph = 10.3(10.5) sec
0-150 mph = n/a
1/4 mile = 12.5(12.6) sec @ 115 mph
1 km = 20.7 sec
Top speed = 202.1 mph (205-208), (325.97 km/h)
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Brakes & Tires

Tires f/r = 235/40ZR-17f,335/35ZR-18r
Brakes (Brembo) = Vented cross drilled discs
Braking distance from 70-0 mph = 164 ft(126 ft from 60)
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Drivetrain & Gears

Transmission = 5-speed Manual
1st Gear = 2.31:1
2nd = 1.52:1
3rd = 1.12:1
4th = 0.88:1
5th = 0.68:1
6th = none
Reverse = n/a
Final Drive ratio = 2.49:1
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Other

Lateral Acceleration in G force = 0.93g (0.94g+)
Drag ratio ( Cd ) = 0.31
Down force ( Cz ) = n/a

Originally posted by DigitalOxygen
Hey welcome back!!! Sweet images, Reminds me of the pic of the rhd Diablo SV with colour coded wheels burning rubber. Anyway look forward to the images and the many movies. Keep it up and keep it cool!!!

Later. :D

Potuguese Translation. (I used a translator)

Ei costas benvindas!! Imagens doces, Lembra-me do pic do SV de Diablo de rhd com cor borracha codificado de queimadura de rodas. De qualquer jeito antecipe as imagens e os muitos filmes. Mantenha-o para cima e mantem esfriar!!

Mais tarde. :D
http://files.automotiveforums.com/uploads/646038215941_13_full.jpg
http://files.automotiveforums.com/uploads/371926215941_14_full.jpg
Yes Digital!
SV model its Better of the Diablos(My Opinion).

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