The Worlds Fastest Lamborghini ?

The worlds fastest Lamborghini may be a toss up.
In one corner we have the Lamborghini Murciélago LP640.
The Murciélago is powered by a 6.5-litre Lamborghini V12 engine.
The Murcielago LP640 can 0 to 60 in 3.5 seconds, 0 to 100 in 8.1 seconds and turn the quarter mile in 11.8 seconds at 126 mph.
It has a top speed of around 219 mph.

It's rival is the Lamborghini Reventón.
The Reventón is powered by the same 6.5-litre Lamborghini V12 engine.
It's 0 to 60 time is the same as the Lamborghini Murciélago LP640 that it's based on.
But with a 1.4 million dollar price tag on the Reventón compared to the $318,800 for the LP640, I'm gonna have to go with the Murciélago.
Not to sound cheap, but shelling out the extra money for the same performance?

Lamborghini Diablo, part 5

The Lamborghini Diablo GT (Gran Turismo) is a high-performance sports car built by Italian automaker Lamborghini in 1999. The Diablo GT was only and officially sold in Europe. Eighty models were built. The Diablo GT's price is estimate at $300,000.

As the SV (Sport Veloce) was already a near race-ready version of the Diablo, the limited run GT model went even further in the same direction. It boasted a modified version of the V12 engine, bored out to 6.0 litres and producing 575 hp (429 kW), while enlarged brakes, an improved and lower-riding suspension and owner-specific gearing were other mechanical changes. More aggressive bodywork with flared fenders and wider wheels was introduced.

Lamborghini Diablo GT combines a new construction technology with a new design. Almost all the body parts are made of carbon fibre, excluding the roof and the doors only. Front bumper of new design, with integrated air intakes for the new front mounted oil cooler and for the brakes. Rear bumper of new design, "wing shaped". Front fenders of new design, matching the larger front track. Front bonnet of new design, with integrated air outlet from the oil cooler. Engine bonnet of new design, incorporating the engine dynamic air intake.

Diablo GT's 6 litre V12 engine, particularly conceived for superior performance (max power 567 hp (423 kW) at 7300 rpm, max torque 630 N·m (465 ft·lbf) at 5500 rpm). The Multi-throttles intake manifold ("individual intake system": one throttle unit per each cylinder), with improved runners for high flow coefficients. GT's new intake and exhaust camshafts, tuned to achieve very high charge efficiency at medium-high engine speeds. Diablo GT's intake variable valve timing system (derived from the well proven system already used on Diablos model year '98 and '99) in order to guarantee good charge efficiency and then good torque not only at high but also at low engine speeds. The dynamic air inlet duct upstream the intake plenum for additional improvements of charge density and then engine power with the increasing of car speed aluminum construction (as Lamborghini's tradition) with magnesium intake manifold and cylinder head covers titanium connecting rods and lighter crankshaft.

The brake and the ABS systems are derived from the well proven high performance systems of the Diablo range with self ventilated large diameter discs (355 mm front, 335 mm rear) with high performance calipers and last generation ABS system. For Lamborghini Diablo GT even better performances are achieved, all because of the reduced car weight.

Most components in the interior are constructed of carbon fibre. Racing seats, racing 4 point safety belts, sports steering wheel and general sports trimming, leather and alcantara upholstery, carbon fibre parts "in sight", are elements that add to the already sporty feel. The air conditioning system is standard equipment to maintain a high comfort level. A dual air bag system is available as an option. As of the International Automobil Show of Frankfurt (September 1999), an optional rear wing mounted camera system became available to assist with reversing. The system comes complete with a display on the centre console which can also be used for GPS navigation.

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The Lamborghini Countach, part 5

In 1985 the Countach's engine was improved again, bored and stroked to 5.2 liters and given four valves per cylinder (quattrovalvole in Italian). The carburetors were moved from the sides to the top of the engine for better breathing - unfortunately this created a hump on the engine deck, reducing the already poor rear visibility to almost nothing. Some body panels were also replaced by Kevlar. In later versions of the engine, the carburetors were replaced with fuel-injection.

For the first time, a US specification model was produced by the factory, with styling changes to allow bumpers to meet US federal standards (large, bulky bumpers were used that, to many people, ruined the smooth lines of the car). Although this change was the most notable on the exterior, the most prominent change under the hood was the use of Bosch K-Jetronic fuel injection, rather than the six Weber carburetors used in the Euro-spec model.



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The Lamborghini Countach, part 4

In 1978, a new LP400S model was introduced. Though the engine was slightly upgraded from the LP400 model, the most radical changes were in the exterior, where the tires were replaced with much wider Pirelli P7 units, and fiberglass wheel arch extensions were added, giving the car the fundamental look it kept until the end of its production run. An optional V-shaped spoiler was available over the rear deck, which, while improving high-speed stability, reduced the top speed by at least 10 MPH. Most owners ordered the wing. Dynamically, the LP400S was a better car, the wider tires making it more stable in cornering. Aesthetically, some prefer the slick lines of the original while others prefer the more aggressive lines of the later vehicles, beginning with the LP400S. The standard emblems ("Lamborghini" and "Countach") were kept at the rear, but an angular "S" emblem was added after the "Countach" on the right side.

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The Lamborghini Countach, part 3

The rear wheels of the Countach were driven by a traditional Lamborghini V12 engine mounted longitudinally with a mid-engined configuration. For better weight distribution, the engine is pointed 'backwards'; the output shaft is at the front, and the gearbox is in front of the engine, the driveshaft running back through the engine's sump to a differential at the rear. Although originally planned as a 5 liter powerplant, the first production cars used the Lamborghini Miura's 4 liter engine. Later advances increased the displacement to 5 liters and then (in the "Quattrovalvole" model) 5.2 L with four valves per cylinder.

All Lamborghini Countaches were equipped with six Weber carburetors until the arrival of the 5000QV model, at which time the car became available in America, and used Bosch K-Jetronic fuel injection. The European models, however, continued to use the carburetors until the arrival of the Lamborghini Diablo, which replaced the legendary Countach.

The Countach used a skin of aircraft-grade aluminum over a tubular space frame, as in a racing car. This is expensive to build but is immensely strong and very light (in spite of its size, the car weighs approximately 1500 kg (3300 lb)). The underbody tray was fiberglass.

A single prototype was built, the LP500 (the 500 standing for the 5 L displacement of the engine which was intended to be used). Painted bright sunflower yellow, the car was a stunner at the Geneva Motor Show in 1971. Sporting Gandini's original design concepts, the car's design needed extensive modification for production. In particular, the small air intake ducts on the car's rear shoulders proved insufficient to cool the engine, and large 'air box' scoops were added in that position. Large NACA ducts were added on the sides to give additional air. The experimental car was also constructed of aluminum honeycomb sheeting among other things, which was dropped for production.

The car did not survive; it was sacrificed in a crash test to gain European type approval, even though its construction method was utterly unlike production vehicles.

The first 4.0-liter production Countach was delivered to an Australian in 1974. The first recorded person to own the LP400 was D. Milne, who was a member of the Australian Defence Force Transport Corps.[citation needed] Externally, little had altered from the final form of the prototype except at the rear, where conventional lights replaced the futuristic light clusters of the prototype. The styling had become rather more aggressive than Gandini's original conception, with the required large air scoops and vents to keep the car from overheating, but the overall shape was still very sleek. The original LP400 rode on the quite narrow tires of the time, but their narrowness and the slick styling meant that this version had the lowest drag coefficient of any Countach model and possibly the highest top speed. Many people like the looks of this clean, fresh original model the most of all the Countach variants, and indeed it is simple, with smooth lines and few decorations. Even the emblems at the rear simply read "lamborghini" and "Countach", with no engine displacement or valve arrangement clutter as is found on more modern cars.

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The Lamborghini Countach, part 2

The Countach was styled by Marcello Gandini of the Bertone design studio, the same designer and studio that designed the Miura. Gandini was then a young, inexperienced designer—not very experienced in the practical, ergonomic aspects of automobile design, but at the same time unhindered by them. He produced a quite striking design. The Countach shape was wide and low (42.1 inches), but not very long. Its angular and wedge-shaped body was made almost entirely of flat, trapezoidal panels. There were curves, notably the smoothly coke-bottle wing line, but the overall appearance was sharp.

The doors, a Countach trademark, were of a 'scissors' fashion—hinged at the front with horizontal hinges, so that the doors lifted up and tilted forwards. This was partly for style, but just as much because the width of the car made conventional doors impossible to use in an even slightly confined space. Care needed to be taken, though, in opening the doors with a low roof overhead. (With the car's poor rear visibility and wide sills, this led to drivers adopting a method of reversing the car for parking by opening the door, sitting on the sill and reversing while looking over the back of the car from outside.)

Aerodynamics, however, were still unfortunately unable to match the sleek looks of the car.

The pure style of the prototype was progressively enhanced or cluttered (depending on one's point of view) by the evolution of the car to improve its performance, handling, tractability, and ability to meet mandated requirements. This began with the first production model, which included several vents which were found to be necessary to cool the engine adequately. These included the iconic NACA duct on the door and rear fender of each side of the car. The car design changes ended with a large engine vent directly behind the driver, reducing the rearview. Later additions, including fender flares, spoilers, carburetor covers, and bumpers, progressively changed the aesthetic values of the car.

The Countach's styling and visual impression caused it to become an icon of great design to almost everyone except automotive engineers. The superior performance characteristics of later Lamborghini models (such as the Diablo, or the Murciélago) appealed to performance car drivers and engineers, but they never had the originality or outrageousness that gave the Countach its distinction. The different impressions left by the various Lamborghini models have generated numerous debates and disagreements over what constitutes 'classic' or 'great' automotive design (elegant looks and style, vs. technical and engineering superiority).

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The Lamborghini Countach, part 1

The Lamborghini Countach was a supercar produced by Italian automaker Lamborghini from 1974 to 1990. It popularized, but did not pioneer, the wedge-shaped, sharply angled look popular in many high performance cars since. It also popularized the "cabin-forward" design concept that pushes the passenger compartment forward in order to accommodate a larger engine.

The word countach is an exclamation of astonishment in the local Piedmontese language - generally used by men on seeing an extremely beautiful woman. While the term is considered untranslatable, it can be considered the verbal equivalent of a Wolf Whistle.

The name stuck when Nuccio Bertone first saw "Project 112" in his studio. The prototype was introduced to the world at the 1971 Geneva Motor Show. Most previous Lamborghini car names were associated with bulls and bullfighting.

In 2004, Sports Car International named this car number three on the list of Top Sports Cars of the 1970s, and it was listed as number ten on their list of Top Sports Cars of the 1980s.

Despite the fact that the car has been discontinued for 17 years, it still enjoys a massive fan following this day.


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The Lamborghini Urraco

The Lamborghini Urraco was a sports car manufactured by Italian automaker Lamborghini in the 1970s. It was introduced at the Turin auto show in 1970 but wasn't available to buyers until 1973.

The car was a 2+2 coupé with body designed by Marcello Gandini, at the time working for Carrozzeria Bertone. Rather than being another supercar, like the Lamborghini Miura, the Urraco was more affordable, an alternative to the pricier Ferrari Dino and Maserati Merak.

When production ended in 1979, 791 Urracos had been built. Twenty-one of these were labelled Urraco P111 for the American market. In order to comply with American regulations, these cars had larger front bumpers and less horsepower. The other Urraco versions were the Urraco P200, Urraco P250 and Urraco P300 with 2 litre, 2.5 litre, and 3 litre V-8 respectively.

Both the Lamborghini Silhouette, with its detachable roof panel, and its successor Lamborghini Jalpa, with a 3.5 litre V-8 engine, were based upon the Urraco.

A black Urraco was featured in a December 2005 episode of the BBC television show Top Gear. The supercar was purchased by James May (used) for less than £10,000, and was in mechanically awful condition. Eventually succumbing to complete electrical failure, the car was then believed to have been sold on to a dealer in London for £5,000.


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