Taking over from the Diablo as the Lamborghini powerhouse that out-powers most other supercars is the fabulous Murcielago. True, there a few other exotic supercars boasting superior performance. But with a furiously quick time of 3.8 seconds to 60 mph, you’re going to get as much neck cracking acceleration here as in almost anything.
Top speed is over the double ton at 205 mph, so the coupe is one of a select band of ultra-fast cars. The Roadster can’t quite do it, topping out at about 196-198 mph owing to the greater wind resistance.
Both cars follow the unique layout of the big Lambos:
Mid-engine layout;
Four-wheel drive, balanced to suit the weight distribution;
Gearbox mounted in front of the engine.
The location of the gearbox in front of the engine gets a lot of weight on the rear wheels, and gets the driver well forward. The result is terrific traction – without a traction control – and is the basis for good handling. Mind you, with that amount of power, over-exuberance, especially on wet roads, can lead not just to going sideways, to spinning.
Chisel nose
The car is quite a bit larger than the Gallardo, and a bit more rounded, but shares the chisel nose with two large intakes at the sides. The fastback cockpit blends into the tail, which is dominated by massive tail lights – quite different from a Ferrari back end, which you hope not to see in the Murcielago; if you do, you’ll want to be past quickly, unless it’s an Enzo, in which case……………
Doors open vertically
Unlike the Gallardo, both the coupe and roadster retain the Lambo hallmark of doors that open vertically to ease access, giving that characteristic appearance when you’re getting in and out. Now used by a few others, but nevertheless a Lamborghini speciality. The Roadster does have a detachable top, but you wouldn’t want to use it flat out; I gather it is not expected to be used over 100 mph. Well, it won’t be if you live somewhere warm and sunny!
Ears let more air in when the engine needs it
Another unusual feature is the variable air intakes for the engine. Instead of having massive intakes always open and increasing drag, the engineers at Lamborghini came up with a pair of variable opening intakes. There are two air intakes each side at the rear. The upper ones are adjustable. They’re always open, but when the going gets tough, and maximum cooling is needed, they open a bit more – automatically, of course – and stand out like a pair of ears.
In this way, you get the maximum cooling you need, but reduce drag. Maybe Bugatti – also a member of the exclusive end of the VW Group – could learn from this idea.
The interior is typical Lambo, too, with all the controls and instruments right in front of the driver, except the gear lever which is close to hand. A trip computer is included. The central tunnel slopes back up by your shoulder so you’re well separated from your passenger. Once you get that engine roaring, you won’t be able to hear much soft conversation anyway!
Massive 570 bhp V-12
Behind the driver is the superb power train. Lamborghini has been making big V-12 engines for many years, and the latest unit is a 6.2 liter 60-degreee V-12 engine developing 570 bhp at 7,500 rpm. Maximum torque is 480 lb ft (650 Nm) at 5,400 rpm, giving a great spread of power.
Lamborghini says that at 2,000 rpm the engine produces more torque than the maximum amount available to drivers of most grand tourers. I believe it; this engine packs a humongous punch.
The engine drives forward through a clutch and six-speed gearbox, and then is taken straight forward to the front wheels. There is a small transfer box to take the drive back to the rear differential unit mounted at the back of the engine. A neat but unusual package, and not followed with the Gallardo. It’s shown in our illustration. The engine has been omitted for clarity, and the rear diff is to the left, so yu can see the driver sits alongside the gearbox.
42:58 weight distribution
The result is a 42% front, 58% rear weight distribution, which is not much different from cars with a conventional mid-engined layout. Weight distribution is the basis of cornering and traction performance, and the Murcielago has it right for an ultra-powerful supercar.
Four-wheel drive is what sets Lamborghinis apart from other supercars. At the central differential is a viscous coupling, which divides the torque between the two axles. Nominally, it is in line with the weight distribution, but in the event of slippage, the torque is transmitted to the wheels that are gripping.
Although this was the first car introduced by Lamborghini after it was taken over by Audi, it retains a steel tubular frame. This is a stiff frame, reinforced by some of the carbon fiber body panels. Most of the external panels are carbon fiber, the exceptions being the roof and door panels which are steel. The steel roof is there to increase stiffness of the coupe.
Suspension is by double wishbones and coil springs front and rear, and there is ABS to improve control of the large brakes which sit inside the 18 inch wheels. The brakes are 15 in diameter at the front, and 14 inch at the rear. Lamborghini uses very profile low Pirelli tires to get the power on the road. They are 245/35 ZR18 at the front, and 335/30 ZR18 at the rear.
One unusual feature of the car is that the nose can be raised by 45 mm (1.77 inches) to avoid it bottoming when going up ramps into garages, and so on.
With that massive engine, the Murcielago is quite big, with a length of 180 inches, and it weighs in 3,635 lb (1,650 kg). Thanks to the massive power output, that gives 350 bhp/tonne, which is a lot, but ir doesn’t compete with some exotica such as the Ferrari Enzo.
It’s one enormously quick and very distinctive exotic supercar, with the extra traction that comes with four-wheel drive. However, handling is close to that of rear-drive mid-engined cars. A superb example of Italian engineering without loads of electronics to take control. A supercar you can drive to your limits.
