a007apl sitt innhold - Side 9

Despite of 27 years separating them, Countach and Murcielago are surprisingly similar. Take the drivetrain as an example, the V12 was evolved from the same origin without major re-think, the gearbox still sits inside the central tunnel and in front of the mid-mounted engine, which is still a unique feature of Lamborghini. From outside, you'll also notice the similarity between them. Although the new Murcielago has most sharp edges smoothened, the profile is still recognizably Countach-inspired. Plug the Diablo into the empty space between them and you'll see a clear picture of evolution. The new Lamborghini was styled by Audi designer Luc Donckerwolcke. Before this, the Belgium has Audi A2 and Skoda Fabia under his name. But that appears nothing to design master Marcello Gandini who styled simply all previous Lamborghini supercars. Personally, I think the new design is too conservative by the standard of Lambo. Perhaps too refined as well. However, those having seen the Zagato running prototype must agree with Dr. Piech's decision to have a last-minute restyle by another one. We'll never know whether Mr. Donckerwolcke's proposal is better than his competitor in Bertone, because we will never see the latter, but it could be disappointing to many hardcore enthusiasts that the new Lamborghini was not designed by an Italian. I know the last Diablo 6.0 was also penned by Donckerwolcke, but that was just an insignificant facelift. The highlight of the new design is purity. To certain extent it brings back the purity of the early Countach prototype - before cooling and aerodynamics requirements ruined the design. Audi-grade body panels and narrow assembly gaps is one to accounted for its purity, a pair of neat pop-up cooling ducts is another. These air intakes locate behind the rear quarter windows, or where the Countach had its NACA ducts. When the car is at rest, they recess smoothly into the body so that photographers will only see its most beautiful form. When the car is running at high speed, they don't pop up either, because air flow is strong enough to cool the engine. In this way, aerodynamic drag remains low. They only pop up and increase intake area by up to 80% when the car is running slowly, sticking in traffic or outside temperature is above 32°C. That means here in South-East Asia we are unlikely to see its purist form during the whole summer. But in case you like this playful function, you can press a button and show your guest - ah ! what a supercar ! Forget that silly thing. The focus of Lamborghini is still that thundering V12, now bigger than ever thanks to a stroke-out to 6192 c.c.. But 200 more c.c. alone is not enough for a new-age Lamborghini, so it also gets a new 3-stage variable geometry intake manifold and exhaust valve variable timing (in addition to the existing intake VVT). The variable intake was only ever used in the very secret Diablo Jota. Although press release did not mention, you can expect other technology carries over from the last Diablo 6.0, including magnesium cam cover and manifolds, titanium connecting rods, individual drive-by-wire throttles and 2-stage back-pressure exhaust system. Although the V12 now has more displacement than the mighty McLaren F1, its maximum output of 580hp lags behind the latter by almost 50 horses. In fact, 93.7 horsepower-per-litre is not very special for this kind of cars. Even compare with Diablo 6.0, it gains just 30 horsepower - you know, that is just a small percentage for a 500-plus-horsepower engine. When measure against the limited edition Diablo GT, its advantage is further narrowed to just 5hp. However, the new engine is far more torquey and tractable, which is not very surprising if you remember that we have talked about longer stroke and new variable intake manifold. At just 2000rpm it produces a full 400lbft. That increases to the peak 479 lbft at 5400rpm. Moreover, it complies with the strict EU4 emission regulations, so compare with the old McLaren seemed unfair. Now it seems that we have forgotten the body and chassis - what Lamborghini men always see as no more than an engine cover. Size-wise, it grows a bit in wheelbase (15mm) and height (25mm) to accommodate a larger cockpit, which was the most criticized item for decades. The whole body is 110 mm longer but just 5mm wider than the already exaggerate 2040mm. Place it on a scale, without any fuel, fluid and occupants, it reads 1650 kg, 25 more than before. Inspect the materials list - the chassis is still steel tubular space frame like 27 years ago; the whole body excluding roof and doors are carbon fiber, just like the last Diablo, but now some of them contribute to chassis strength as well, so the chassis is noticeably stiffer; as before, the roof is steel, but I wonder why now the doors are relegated from aluminium to steel. You know, Audi is not renowned for steel. Although kerb weight is up, the transmission is now 6-speed instead of the ancient 5-speed while the engine is more torquey, so Murcielago still accelerates considerably quicker than Diablo. According to Lamborghini?s figure, it needs 3.5 seconds to complete 0-60mph. According to my estimation (from past experience we should never believe the official figures from Sant?Agata), it is perhaps 3.9 seconds. As long as you compare it with production supercars, especially in this price range, you won?t be disappointed. Just don?t expect it to be a McLaren or F60-beater. Lamborghini lost that ambition long ago. Top speed, strangely, is now claimed to be just 205mph, quite conservative by Lamborghini norm. Considering the smooth body with air ducts lowered has a Cd of 0.33 (though not matching Diablo?s 0.31), it can easily reach that speed. Perhaps it will be the first-ever Lamborghini to exceed its claimed top speed ... funny. Now about the handling department. Basically the mechanical layout remains unchanged from Diablo 6.0. For example, the double-wishbones suspensions and the mandatory 4-wheel-drive system with viscous-coupling center differential are almost unaltered. The electronic adaptive damping and adjustable ride height for front wheels are still there. The ABS is improved, traction control is added, front tyres are marginally wider, and Pirelli specially designed P-Zero "Rosso" for this car. The Brembo brakes, with 355mm / 335mm discs front and rear and 4-pot calipers, are similar to the Diablo?s. The front to rear weight distribution is barely improved by 1% to 42:58. However, the biggest improvement is fine tuning all components to extract their real potential, and to make the controls easier to live with. Two things might contribute quite a lot improvement to handling: 1) the engine now sits 50mm lower in chassis to improve center of gravity. We always know the high-mounted V12 was one of the main reasons for the inferior handling of Countach and Diablo, so a lowered engine comes as a good news. Oddly, press release said it is due to the use of dry-sump lubrication, but in fact both its predecessors also employed that; 2) high speed stability is improved by the use of electric rear wing. up to 130km/h, that little wing is completely recessed in body. From there to 220km/h, it is raised by 50°. Above 220km/h, it is further raised to 70°. Not the most brilliant design, but it should generate a bit positive downforce at speed. Concerning production, Lamborghini plans to build 400 cars annually. There will be a Roadster version, but not a RWD version. Just as a prediction, I think in the second-half of its life more special editions will appear, what about a new SV, SE40 or GT ? Did I miss something ? oh yes, the name Murcielago is named after a brave bull which was spared by a famous matador in 1879. Of course, it?s a Spanish word (like Diablo). It pronounces like "more thea lago". Now let?s open the door to see how it perform ... On The Road Take notes: Autocar?s Stephen Sutcliffe said the Murcielago looks far more beautiful in metal (or carbon ?) than in photo. Next time you and I see it on road, we can verify that. However, we can?t help amazing how high quality the body panels are. No matter fitness and paint, it qualifies the highest standard set by Dr. Piech. Perhaps better, because carbon-fiber is hard to control. Swing up the spectacular scissors door, you see the best ever Lamborghini interior. While the design by Audi designer Ralph Kluge is not special, it feels expensive. The foolish carbon fiber dash of the previous Diablo 6.0 has gone (I am still wondering how much weight it saved), replaced with a simple, elegant and leather-clad one. Although it could feel a bit Germanic-cool rather than Ferrari?s Italian-classic, its switches and buttons are tailor-made and feel good to touch. Ferrari, in contrast, still employs some Fiat switches. Admittedly, the mirror controls and a few other switches come from Audi, but then again Audi is not Fiat. The driver still struggles to get inside, the seats are still mounted right on the floor, but ergonomics are much improved. Firstly, the driving position is more natural. Secondly, the pedals and steering wheel is less offset towards the center. Thirdly, there is more legroom, headroom (40mm) and shoulder room (25mm). The 6-footers previously rejected by the Diablo now sits happily in the Murcielago. Lastly but not least, the small and beautiful Momo steering wheel is fully adjustable. Press the start button, the 6.2-litre V12 idles smoothly. Sound and thrust are not specially strong below 3500rpm, but throttle response is obviously sharper. Up-shift the 6-speed transmission and you?ll find the first (of many) improvement in drivability - although not light by usual standard, it is more manageable than its two predecessors. The clutch is also lighter. Enter 4000rpm, the V12 comes into life, roaring and surging into its tremendous power band. You?ll feel that explosive power is another level from the Diablo, yet the noise remains truly Lamborghini - raw, mechanical and loud. Enter 6500rpm its full song becomes thundering loud, so breathless and so entertaining ! this goes on until the rev limiter is hit at 7800rpm. Now turn into a bend. The nose points precisely to where you steer. Steering feel is still on the heavy side, but more communicative and responsive. Apparently, the stiffened and fine-tuned chassis has tamed the wild bull with far better balance and agility. Push it for a few laps more, you?ll realize the new Lamborghini feels smaller and lighter than it is. The Diablo used to feel big and bulky in corners, had to apply that "slow-in, fast-out" technique; the Murcielago feels a proper sports car now. It changes direction crisply yet fluently. It grips harder and stops quicker. More importantly, it is far more forgiving to errors. If you enter a corner too quick and brake hard, its tail will remain planted. The old car ? you?ll end up in gravel facing the opposite direction. It is this kind of forgiving manner that raise confidence of pushing the car to its performance envelop, enjoying its deep-reserved potential more frequently. Nevertheless, the bull still fail to match the agility of real sports cars like Ferrari 360 Modena and Porsche 911GT3. These cars can be pushed even harder. They will powerslide without drama and still feel entertaining. In contrast, the big Lamborghini is still somewhat handicapped by its actual dimension and weight. The Murcielago really feels much faster than the Diablo, although we are still waiting for the first set of test data. However, it is undoubtedly far more user-friendly than the Diablo. Steering, clutch and gearchange are all lighter to operate. Ride quality is also superior. Build quality and cabin comfort are vastly improved. Now driving the big Lamborghini is no longer a painful experience. At the same time, its performance is more accessible, thanks to much better handling. We are pleased to see it improves in every area, satisfying the requirements of comfort as well as driving fun. We didn?t expect that, but new owner Audi really polished the Italian diamond, making it more desirable than ever. Of course, subjectively speaking, the Countach remains to be the greatest Lamborghini of all time. The Murcielago doesn?t innovate anything, it just releases the full potential of the forward-thinking Countach which set out those formulas some 27 years ago. Specifications Model Murcielago Layout Mid-engined, 4wd Size (L / W / H / WB) mm 4580 / 2045 / 1135 / 2665 Engine V12, dohc, 4v/cyl, VVT, variable intake, variable exhaust. Capacity 6192 c.c. Power 580 hp Torque 479 lbft Transmission 6M Suspensions All wheels double wishbones Tyres F: 245/35 ZR18; R: 335/30 ZR18 Weight 1650 kg (dry weight) Top speed 205 mph (claimed) 0-60 mph 3.9 sec (est) 0-100 mph 7.8 sec (est) _________________________ http://autozine.kyul.net/html/Lamborghini.htm Pics and this text

Mars 25, 2002

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2WD & VT _____________ 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 _______________________________ 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 % _______________________________ 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) _______________________________ 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) _______________________________ 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 _______________________________ Other Lateral Acceleration in G force = 0.93g (0.94g+) Drag ratio ( Cd ) = 0.31 Down force ( Cz ) = n/a

Countach L150

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This is L150. The body color is red and the interior is tan leather. The engine is fuel injection now, but this car had carburetor at the early stage of the development. As to the interior, the L150 is similar to the early quattrovalvole except the door trim and the side sill. The door trim was newly designed and the switch for electric window was integrated in it. The side sill has a storage box like Anniversary Countach but it doesn't have a cover. The plexiglass door window shows that this car is one-off prototype!

Mars 25, 2002

Countach Race (GT) Car pics

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Mars 25, 2002

Lamborghini

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http://liveautos.net/det02lamborghini.ram Jan 6, 2002 Press Conference http://www.racecar.co.uk/modenacars/videos/1.rm http://www.zon.se/bil/diablo/1.mpg http://www.zon.se/bil/diablo/2.mpg http://www.zon.se/bil/diablo/3.mpg http://www.zon.se/bil/diablo/4.mpg http://www.zon.se/bil/diablo/5.mpg http://www.zon.se/bil/diablo/6.mpg http://www.zon.se/bil/diablo/7.mpg http://www.zon.se/bil/diablo/8.mpg http://www.zon.se/bil/diablo/9.mpg http://www.zon.se/bil/diablo/10.mpg http://www.zon.se/bil/diablo/11.mpg http://www.zon.se/bil/diablo/12.mpg Diavlo VT Roadster MDS http://www.ezmobil.co.kr/mpeg/diablo.mov Bull Red http://www.egycarguide.com/Downloads/car0.zip http://www.egycarguide.com/Downloads/car3.zip CALA http://www.exotic-imports.com/diablo_commercial.html Exotic Imports Diablo Commercial http://www.zon.se/bil/mantorp/countach/1.mpg http://www.zon.se/bil/mantorp/countach/2.mpg Countach http://www.motorcarssf.com/movies/race3.mov http://carpoint.msn.com/concours/Feature_Italian.asp First Lambo "350GTV" + Countach + Diablo ftp://nfs2kdl:tuiqu5Tee@nfs2000.de/...shp2_movie2.zip Need for Speed VI - Hot Porsuit II(Murciélago) http://fast-autos.net/lamborghini/murcielago.rm A video of the Murciélago accelerating past an Aston Martin Vaquish - incredible sound http://lamborghini.0catch.com/movies.htm A Diablo accelerating away from the camera. Its not really a movie but you can view the interior of an SV 360º Same as the above except for a Countach! http://netres.han-solo.net/videos/lamborghini.zip http://www1.sphere.ne.jp/vertigo/PontePerleDiablo.asf Diablo http://video.rootvision.net/ramgen/customers/sv-art.ru/sv-art9.smil LM http://www.go.to/monstertruck http://www.fast-autos.net/diablo60videos.html http://www.autotitre.com/url.php3?p=no&id=1128 4'00" http://www.lamborghini.de/videos/sevideo.ram Diablo SE30 http://www.lamborghini.de/videos/2wd.ram Diablo 2WD http://www.lamborghini.de/videos/count.ram Countach http://www.lamborghini.de/videos/daccel.ram Diablo 2WD Acceleration http://www.lamborghini.de/videos/dsspeed.ram Diablo VDO http://www.lamborghini.de/videos/miura.ram Miura http://www.lamborghini.de/videos/vt.ram Diablo VT http://www.lamborghini.de/videos/vt2.ram Diablo VT http://www.classicdriver.de/uk/magazine/3300.asp?id=10828 http://www.edidomus.it/auto/mondoauto/videozone/avvio2.cfm Test Driver of the Murciélagos

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1970

Mars 25, 2002

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Retro test: 1968 Lamborghini 400 GT Islero S by Robert Puyal The 350 and 400 GT, the first Lamborghinis, were not that remarkable, with their oval eyes. The Miura, in 1968, cooly imposed its angelic lines and its design upset all the prevailing wisdom of the time. In 1968, the Islero would disappoint the new fans of the marque: it reengineered very few technical aspects of the 400 GT and its lines were pure, simple and unornamented. Beautiful? For you to judge. In comparison to the vote that welcomed the Miura, or the Marzal prototype of 1967, the reactions were quite lukewarm. They have been that way since. None, though, judged the lines of the Islero as lacking interesting qualities. Today, it is exotic because of age, but collectors refuse to have anything to do with it: too modern, with its clean lines and alloy rims inherited from the Miura that replaced spoked wheels. No content... For its design, Lamborghini would have been happy to call on Touring, who had already assembled the 400 GT after having revised the initial design of Scaglione and Bertone. Except that Touring was in bankruptcy. The way led to Carozzeria Marazzi, a small facility that recovered some Touring personnel. A continuation with a change of name, in essence. Appropriate to the name Miura, the one you know, which is a breed of fighting bulls, the new firm's emblem shows a bull charging, head tilted, ready to gore all who pass, including the Cavallino that imprudently rears up. With the name "Islero", there is a degree of the brutality of these beasts, because it is the name of a particular Miura bull, who is remembered because, in 1947, it killed the celebrated matador Manolete. I leave you to appreciate the doubtful taste of this homage. The ambience on board is dominated by two feelings: first of all, the grand brightness and magnificent visibility in all directions that can be enjoyed by both driver and passenger (forgot to mention the back, the "+2" is particularly hypocritical here). Mario Marazzi had designed the openings to be large, and one of the rare stylistic effects that he authorized was the grand height of the rear window, fooling the eye with the vertical de-icing resistor lines, then a luxury. The second great pleasure, the ability to be comfortably seated in an Lamborghini -- in the Miura, Countach and Diablo we miss this precious sensation. The steering wheel of the Islero is placed a bit to the right, but one's feet are comfortable, and the left front wheel does not encroach to the clutch pedal. Contact (as they say). Listen for the pump clicks. Wait a few seconds for the twelve carbs to fill up. A quick stroke of the starter (a discreet sound), without touching the accelerator, and a very slight sound, nearly electric, is heard: it is the V-12 idling. To assure that it is properly started, one taps the toe of the right pedal; it is now enough! The twelve cylinders reveal an indiscreet roar. If one accelerates purposefully, it is true music. For cornering, so as not to lose the back end, it is better to coast; the flexibility is enough. However, pulling from low speed has never been the strength of a V12. This engine is no exception, but on the other hand, its climb to speed is close to the best, similar to that of the only competition then, the Ferrari 330 GT, in the tree-stump pulling delivery. Like it is in the case of the 400 GT, its predecessor, the suspension is altogether well though out. Not only does the geometry (simple and quite race-like: the four wheels are independently suspended via dual A-arms) insulate the driver from surprises and the twisting of the rigid rear axle, but the compromise between the requirements of comfort and those of good handling is almost modern. But this effectiveness is not on par with contemporary cars. Do not forget that a simple modern touring car handles better than the Islero, aided by the wide tires that today are the rule. With the Islero, lifting the throttle is accompanied by some hesitation, and vigorous braking is counseled against without a firm hold on the steering wheel. Direction changes are slow, with four turns, lock to lock. Better to not count when quickly countersteering during a skid. But the one time that the driver has taken the measure of the possibilities, taken the intrinsic quality of the car's general balance, and the healthy way it settles on the suspension, the Islero runs fast. And above all, it takes its speed with ease. If you truly have a choice, opt for an S. Not so much for the extra 30 horsepower, always a bit theoretical with an old car, but for the rear suspension, taken from the Espada and less subject to deformations than the previous design. And so, have a good drive. It is the thread of miles that the Islero likes, over a distance, if possible, where one can avail oneself of high speed away from the congestion in which we have engulfed ourselves. Caught out by the Miura, that magnificent monster of the road, and the Espada, with its charismatic true 2+2 elegance, the Islero has not known success. Too bad, because it is lighter and more effective than the latter and, certainly, more easy to live with than the excessive Miura. Such is better for those who today appreciate its discretion: after all, for a personality rich in talents, if with a modest appearance, it is deserving of more. Buying an Islero: The most difficult thing is finding one. Then, it is simple to make an offer. Contrary to certain other Italian GTs, the prices are stupidly reasonable: from 150000-200000FF (US$20-30000) for a car of 320 to 350 (S version) horsepower, it is a gift. A beautiful Islero S was recently advertised in Paris, asking 240000FF. To assure oneself the best chance of good brakes, always justified, it is essential to use the best clamps for both the disks and brake lines. Here one will need to use a professional to purge the brakes. The advice from us, based on our experience, is that you must regularly maintain this beast. In addition to the brakes, there are the twelve carburaters that need tuning. Photo captions: Next to the exuburance of the Miura, the Islero took, during the 60s, the difficult role of "the sensible Lamborghini". It is also a GT of the highest class. The transmission is pleasant, conditionally upon practise of double declutching and heel-and-toe downshifting ... The driving position is correct! Under the hood, the eternal V12, here in the 4 L carburated version: 350 horses. It is this that is the sole reason to spring for this beauty. The driving experience of the Islero gives a sense of liveliness, effectiveness and it is remarkably suitable for long distances. Watch out all the same: such power in an old fashioned chassis is like having strong alcohol -- savor with moderation. Long, low-slung, and compact, the Islero has no gaudy lines. But who buys it? Watch out, a return to favor may result in a rapid rise in price... -------------------------------------------------------------------------------- Specifications Years of Production: 1968/1969 Number constructed: 125/100 Motor Type: 60 degree V12 Material: Alloy Displacement: 3929 cu cm Bore/Stroke: 82mm x 62mm Carburation: 6 Weber 40 DCOE Max Horsepower: 320@6500rpm/350@7700rpm Max Torque: 38.5mkg@5000rpm/40mkg@5500rpm Weight Advertised: 1460kg Measured: 1483kg Power/weight: 4.4kg/horsepower Performance (circa 1968) Max Speed: 251kph 400m: 15s 1km: 27.2s

Mars 25, 2002

Name: Modena Team

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"Lamborghini Engineering entered Formula 1 in 1989 with a V12 engine designed by Mauro Forghieri. This was supplied to the Larrousse team. The following year as the engine became more competitive the company decided that it wanted to have it own chassis as well. A project was initiated with a Mexican businessman Fernando Gonzalez raising the money for what was to be called the GLAS team. The car, designed by Forghieri and Mario Tolentino began testing in the summer of 1990 but there was a setback when Gonzalez disappeared with $20m. The project was taken over by Carlo Patrucco, a former head of the Fila clothing company. Initial testing of a prototype car was carried out by Mauro Baldi but the team then signed up Nicola Larini and Eric van de Poele with Marco Apicella nominated as the team's test driver. The team was headed by former Minardi team manager Jaime Manca Graziedei with Tolentino and former Grand Prix driver Dave Morgan engineering the two Lamborghini 291 chassis. Some backing was found but the project remained underfunded and struggled to pre-qualify. Larini finished seventh in the opening race in Phoenix. In San Marino van de Poele made his only start for the team and was running fourth until his car failed in the closing laps. Lack of money meant that the promising project closed down at the end of the year and Lamborghini returned to the role of engine supplier. GRAND PRIX ENGINES: LAMBORGHINI ENGINEERING SPA Name: Lamborghini Engineering SpA In 1987 Lamborghini was bought by the Chrysler Corporation as part of its international expansion plans. Chrysler President Lee Iacocca decided that the Italian firm should enter Formula 1. Former Ferrari team manager Daniele Audetto was hired to run a new company called Lamborghini Engineering in Bologna and Mauro Forghieri was appointed technical director to oversee the design and construction of a V12 Formula 1 engine for the new 3.5-liter Formula 1 regulations in 1989. Early in 1988 Lamborghini Engineering announced that it would supply the engines to the Larrousse-Calmels team. The 1989 season was not an easy one but there was a gradual improvement and Philippe Alliot scored a point in Spain in October, soon after Team Lotus did a deal to use the engines in 1990. At the same time Lamborghini agreed a deal to supply an engine and chassis to Mexican businessman Fernando Gonzalez Luna in 1991. A few months later, as the car was nearing completion, Luna disappeared with the money. The project was sold to industrialist Carlo Patrucco and became known as the Modena Team. The 1990 season with Larrousse and Lotus was promising with Larrousse's Eric Bernard and Aguri Suzuki picking up points throughout the year, Suzuki gave Lamborghini its first podium finish in Japan and the team finished sixth in the World Championship. Lotus scored only three points. The Ligier team took over Larrousse's supply in 1991 and Modena Team replaced Lotus but neither team scored points although Eric van de Poele was running fourth at Imola when his car broke. For a short period Forghieri was technical director of Modena Team but then returned to Lamborghini Engineering to work on the development of a 60-valve version of the engine. With Ligier switching to Renault engines in 1992 and Modena Team closing down, Lamborghini supplied Larrousse and Minardi in 1992. That year a new management took over Chrysler and, with Lamborghini reducing its production, it could not longer afford to fund the F1 program. Chrysler chairman Bob Eaton decided that the engines would be rebadged Chrysler and that the firm would mount a bigger F1 attack in 1994. In the course of 1993 - with only Larrousse still running the engines - Eaton had talks with McLaren's Ron Dennis and McLaren built a test car for Chrysler. In the autumn Ayrton Senna and Mika Hakkinen both tested a white McLaren-Lamborghini test car but at the last minute, however, Dennis decided to enter into McLaren's ill-fated alliance with Peugeot which left Chrysler with no choice but to pull out of F1 as Larrousse had run out of money and could no longer afford the engines. In November 1993 Chrysler sold Lamborghini to an Indonesian Group called Megatech. The Formula 1 program was canceled."

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Number made.....................1217 Production years................1968-78 Drive wheels......................rear Layout................................Front engine No. Seats...........................4 Engine Type......................48 valve V-12 Engine size........................3929cc Max. Power.......................345 hp @ 7800 rpm

Mars 25, 2002

Establishes three new international records.

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http://www.lamborghiniregistry.com/News/Record.html

Mars 25, 2002

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Ferruccio Lamborghini made his money building tractors. He didn't mind spending his hard earned Lires on cars, he wanted the best so he bought a Ferrari. When he had problems with his car he went to Enzo Ferrari to complain about the build quality of his Ferrari. According to the legend Enzo Ferrari replied: 'You should stick with building tractors and let me concern about the cars'. This made Ferruccio so angry that he decided to build his own cars. His cars would of course be powered by a V12 engine, the standard set by Ferrari. The designer of the engine was Bizzarini who had just left Ferrari after creating some of the best cars ever to roll out of the Maranello plant like the 250 GTO. The 3.5 litre engine was fitted in a Scaglione bodied steel tubed chassis and mated to a ZF gearbox. The metallic blue 350GTV stunned many at the 1963 Turin Motorshow even though it was engineless as the engine didn't fit under the bonnet. The car was recently completely restored and the chassis was altered to fit the engine. The blue paint was replaced by a metallic green paintjob. The production cars derived from the 350GTV received a down tuned engine and a Touring designed bodywork. -------------------------------------------------------------------------------- Specifications General Country of origin Italy Produced in 1963 Numbers built 1 Body design Franco Scaglione Weight 1050 kg / 2314.9 lbs Drivetrain Engine 60º V12 Engine location Front, longitudinally mounted Displacement 3.464 liter Valvetrain 2 valves/cylinder, DOHC Fuel feed 6 Weber 36 IDL Carburetors Aspiration Naturally Aspirated Gearbox ZF 5 Speed Manual Drive Rear wheel drive Performance figures Power 360 bhp / 264.8 kW @ 8000 rpm BHP/Liter 103.9 Torque 326 Nm @ 6000 rpm Power to weight ratio 0.34 bhp/kg Top Speed 174.0 mph / 280.0 kph 0-60 mph Acceleration N/A

Mars 25, 2002

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i started with one video sv-art9.zip

Mars 25, 2002

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1972 Lamborghini Miura SV "This trophy is awarded to the vehicle that, in the judgement of the sponsor representative, is found to be the most desirable car to be driven on the day of the show. To be eligible, the owner must be willing to take the designated sponsor representative for a drive in the chosen vehicle. "