Lamborghini has a history of making extravagant supercars, and the Lamborghini Diablo continued that tradition, with extravagant looks, and a large powerful V-12 engine. The last Diablos were built in 2000, and could exceed 200 mph. Acceleration was sensational – 0-60 mph in just 3.9 seconds. Not many cars can beat those figures today.
Twin air intakes the hallmark of Lamborghini
In fact, the last Diablos were not quite as wild looking as early Lambos, and started the bluff twin air-intake nose which is now characteristic of the Lamborghini marque. Unlike the early models, the headlamps were flush fitting instead of popping up. The car was very wide, with sleek lines broken up by a pair of rear air intakes on each side – one low down and another built into the coachroof.
The interior was simple, with an upward sloping tunnel, and the gear lever offset slightly toward the driver. It’s the sort of car in which you really feel held in, but can see exactly what you want with the speedo and rev-counter right in front of you.
Massive 550 bhp V-12 engine
As you rev up that massive 6.0 liter V-12, and it thunders away, it feels as if it’s right by your ear. It’s a fine 60-degree V-12 with aluminum cylinder block and heads, four valves per cylinder, and variable valve timing. There is also a variable length inlet manifold to further ensure you get enough power at all speeds.
In its final form, the V-12 handed out 550 bhp at 7,100 rpm. It was designed closer to a racing engine than a grand tourer, so the maximum torque of 457 lb ft (620 Nm) is churned out at 5,500 rpm. But there is still a lot of power down around 3,000 rpm.
To reduce loads, the engine connecting rods are lightweight titanium, and owing to the high cornering power available, the engine has a dry sump.
Four-wheel drive with a viscous coupling
Transmission is through a five-speed gearbox – six-speeds didn’t come until the Murcielago – but that didn’t seem to affect the performance much. As on other Lamborghinis, the power is taken to a viscous coupling, and divided between the front and rear wheels.
To give good handling, much more power goes to the rear than the front wheels, the front:rear torque split being 15%: 85%. In other words, it has so much power going to the back wheels that it handles almost like a rear-drive car. Limited slip differentials ensure good traction.
Lamborghini built its cars around a steel tubular frame until the Gallardo, and the Diablo has the typical space frame made from square and round section tubes. The later Diablos are slightly different because the frame is reinforced by carbon fiber mouldings, increasing stiffness. Additional strength is provided by the steel roof, but to reduce weight almost all the other body panels are carbon fiber composites. The doors, however, are aluminum.
Suspension is by double wishbones and coil springs, and the links are designed to reduce dive on braking and squat on acceleration – with this amount of power, the car would otherwise sit right down at the back when you hurtled off from a start.
Electronically adjustable dampers
One innovation on the Diablo was the use of electronically adjustable dampers which could be adjusted by the driver, or could be left in automatic mode – automatically controlled dampers are quite common these days, but weren’t then.
Wheels and tyres were selected to suit the weight distribution of about 43% front and 57% rear, with 235/35 ZR 18s at the front, and 335/35 ZR 18 at the rear. Pirelli P Zero tires are fitted as standard. The wheels give plenty of space for the big disc brakes, which work in conjunction with ABS.
Surprisingly, the Diablo weighs slightly less than the newer Murcielago, which has a 6.2 liter engine, and bigger brakes. So, if you can find a Diablo in good condition, you’ll still get masses of performance, and a very up-to-date specification. Needless to say, it will be quite expensive to run.
