mobil LAMBORGHINI Gallardo Spyder (2006)

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- The Lamborghini Gallardo Spyder is not just an open-top version of the Coupé, but is a completely new model. It has an attractive new design and a unique system for opening and closing the fabric roof that utilises the engine compartment to store the folded roof -

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LAMBORGHINI Gallardo Spyder (2006)

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LAMBORGHINI Gallardo Spyder (2006)

Two years after the launch of the Coupé version of the Gallardo, Automobili Lamborghini had presented the Lamborghini Gallardo Spyder at the 2005 Frankfurt Motor Show.

The Lamborghini Gallardo Spyder is not just an open-top version of the Coupé, but is a completely new model. It has an attractive new design and a unique system for opening and closing the fabric roof that utilises the engine compartment to store the folded roof.

The Lamborghini Centro Stile and engineers from the Research and Development team have worked in close partnership to develop this new design and to bring these clean and sharp lines on the road.

Design
The original design vision for the Gallardo was created in the year 2000 and this vision continues with the "open" version.

The dimensions of the Gallardo, combined with its competitive performance targets, ensure the car has an athletic compactness. The long wheelbase complemented by short overhangs dynamise its appearance. The Lamborghini Gallardo Spyder features typical and unique mono-volume proportions, which integrate the Lamborghini design attributes of purism, athleticism and sharpness.

The cab-forward cockpit is integrated in the body by a strongly-slanted front screen and tensed pillars. The complex surfacing is intersected by crisp graphics and its detailing, which is orientated towards optimum cooling, evokes a strong aeronautical influence in its proportions and formal language.

Roof
The roof raising/lowering system of the Lamborghini Gallardo Spyder is based on an electronic control system with electrohydraulic actuators and comprises the following elements:

= hood made from black fabric
= electronic control system, integrated in the car's CAN-BUS network, that controls the movement of the roof
= electric pump
= engine bonnet (that also functions as a hood cover) made from carbon fibre
= six hydraulic cylinders (four to operate the hood and two to operate the bonnet)
= two electric actuators (one to lock the catch at the front of the roof and one to release the bonnet catch)
= electric motor to raise and lower the rear window

The roof raising/lowering mechanism is extremely simple to operate by way of two push-buttons on the centre of the dashboard. And the whole operation takes just over 20 seconds.

The rear screen moves automatically while the roof is being opened or closed. This automatically-controlled movement always returns the screen to the raised position. The driver can also choose to have the screen in the lowered position (also with the roof raised) by pressing the appropriate button on the dashboard.
There is also a "service function" that positions the roof so as to allow access to the engine.

Great care has been taken over the structural design of the Gallardo Spyder, which of course complies fully with all the relevant safety standards.
The space frame has been reinforced in the area of the sills and the A pillars have been strengthened with the adoption of an automatic Roll Over protection system (comprising two "pop-ups") integrated with the air bag system.
All these solutions, which place Lamborghini at the very forefront of open top car design, were driven by the need to present to the public a true spyder characterised by a pure design.

Engine and Performance
The new Lamborghini Gallardo Spyder features a number of important modifications to the original engine and transmission from the Coupé.

The 10-cylinder 4961 cc propulsion unit now develops 520 hp (382 kW) at 8,000 rpm.

The six-speed gearbox now has lower ratios (1st gear is 27% lower, 2nd gear is 13%, 3rd / 4th / 5th gears are all 6% lower, while 6th gear is 3.5% lower), which create a more dynamic performance.

The steering is also more direct and precise and the suspension has been recalibrated.

Like the other models in the range, the Gallardo Spyder also benefits from aluminium bodywork and features permanent four-wheel drive.

And finally, its performance figures: the Lamborghini Gallardo Spyder - which complies with EURO 4 homologation standards - reaches a top speed of 314 km/h with the roof up and 307 km/h with the roof down, accelerating from 0 to 100 km/h in 4.3 seconds.

Equipment
Amongst its standard equipment the following items are particularly worthy of mention:

= power steering fluid cooler (for sports use)
= automatic door locking at speeds of over 15 km/h
= Lamborghini Multimedia System as standard (not available for Japan)

There are also new body colours available. In addition to those current range of Gallardo colours, the Gallardo Spyder is also available in the two special colours: Celeste Phoebe (light blue) and Verde Picus (green). There are also new colours also for the leather interiors: Marrone Janus (brown) as the main colour, Bianco Polar (white) as a contrast colour, and carpets in Marrone Janus (brown), Rosso Centaurus (red) or Arancio Leonis (orange).

There is also a range of optional equipment that makes the Lamborghini Gallardo Spyder even more exclusive, including:

= video camera on the rear spoiler (available also on the Coupé version)
= new colour/perforated leather combinations for the dashboard, seats and door trim
= contrast colour stitching

Other optional equipment (also on the Coupé version) includes:

= a choice of colour and leather and/or Alcantara combinations
= anti-theft system, heated mirrors, onboard computer, protective cover, "coming home" function, e-gear, set of two suitcases, lifting system, navigation system, coloured Lamborghini logo on wheel rims, rear spoiler, smokers' version
= various packages to customise the car: leather package, carbon fibre package, branding package, winter package, travel set and sports set-up.
= silver Callisto wheels
= heated electric seats
= coloured brake calipers

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mobil LAMBORGHINI Diablo Iota (1995) | hi res car pictures

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LAMBORGHINI Diablo Iota (1995)

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Diablo, 1990-1998
Lamborghini began developing the Diablo in 1989 as a replacement for the Countach model, introducing it for sale on January 21, 1991 at a base price of USD $240,000. Power came from a 5.7 litre, 48 valve version of the legendary Lamborghini V12 featuring dual overhead cams and computer-controlled multi-point fuel injection, producing 492 horsepower (367 kW) and 427 foot-pounds (579 N·m) of torque. The vehicle could reach 60 mph in slightly over 4 seconds, with a top speed of 202 miles per hour (325 km/h). As in the Countach, the Diablo was rear wheel drive and the engine was mid-mounted to aid its weight balance.

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mobil LAMBORGHINI Countach 25th Anniversary (1989)

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- The Lamborghini Countach 25th anniversary, an extraordinary edition to celebrate Lamborghini's 25th anniversary, was presented in its latest evolution in 1988. -

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LAMBORGHINI Countach 25th Anniversary (1989)

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LAMBORGHINI Countach 25th Anniversary (1989)

The Lamborghini Countach 25th anniversary, an extraordinary edition to celebrate Lamborghini's 25th anniversary, was presented in its latest evolution in 1988. New front and side spoilers and modified air vents make this series different externally to the Lamborghini Countach Quattrovalvole (QV) introduced in 1985, where we find the four valve technology for the very first time. 4th July 1990: this is the production date of the last Lamborghini Countach which was given to the car company museum, whilst the first Lamborghini Diablo was already on the production line.

= Year of manufacture: 1988 - 1989
= Engine: V12 - 5.2-litre displacement
= Power: 455 HP
= Max. speed: 295 km/h
= Number of pieces: 658

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mobil LAMBORGHINI Diablo 6.0 VT (2001) review, pictures, wallpapers

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- 550 Hp And All-Wheel Drive Catapult This Italian Supercar 0-60 In 3.4 Seconds! -

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LAMBORGHINI Diablo 6.0 VT (2001)

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LAMBORGHINI Diablo 6.0 VT (2001)

By Mac DeMere
First TestAs a 16-year-old, I fantasized about hearing, "Mr. Penske is on the phone. He wants you to drive for him at Indy." But age fades dreams. Penske doesn't race at Indianapolis any more, not that he'd let this old showroom stock racer touch his car even if he did.

But recently I received a call that rivaled my wildest teenage fantasy: "Lamborghini wants to fly you to Europe to test its new Diablo."

Thirty years-to the day-after I received my driver's license, I was in Vairano, Italy, charging into a test track corner at 180 mph-a bit too hot, perhaps-in a 2001 Diablo VT 6.0. It was just one of three Diablos I'd sample during a birthday party to make every boy-and many girls-envious.

To top off the celebration, I snapped off a scorching 3.4-second 0-60-mph run in the Diablo: The quickest we've recorded with a production car on street tires. Hennessey Vipers and Lingenfelter Corvettes need drag slicks-and skill and practice-to challenge that. But a maximum acceleration launch in the all-wheel-drive VT 6.0 is simple: Rev it to 6500 rpm, dump the clutch and simultaneously go to wide-open throttle-and hang on. The rear tires spin just enough to create a light haze of tire smoke and lay down 20 or so feet of rubber. To limit speed-robbing wheelspin, the viscous center differential transfers 25 percent power to the front Pirelli P Zero Asimmetricos.

The last time we tested a Diablo (a rear-drive model), it ran 0-60 mph in 4.4 seconds. And in this ultra-exclusive performance arena, one full second may as well be one full eternity.

Simply put, the Diablo becomes its own catapult. Fifteen seconds after launch, assuming you can work the gated shifter, you're doing more than 130 mph. Practice well, and you'll be a hero at the dragstrip, too, with an 11.8-second/120.9-mph obliteration of the quarter mile.

Changes to the Diablo for '01 are relatively minor. There's new lighter, carbon-fiber bodywork. Enhancements to its DOHC V-12 include a larger bore diameter to increase displacement 285 more cubic centimeters, lighter crankshaft and titanium connecting to increase revving velocity, a 32-bit microprocessor for the engine management system, and coil on plug ignition. These combine to increase horsepower to at least 550, which Lamborghini apparently means as a minimum: The company says most of its cars produce between 560 and 580 horsepower, and one serendipitous combination of parts produced 600 horses.

Other changes include a wider track for better cornering power and, more important, additional (translate: some) driver foot room. Few will notice the increased cornering power offered by the wider track, but most will appreciate the increased space in the driver's footwell. (When I last drove a Diablo, I had to go barefooted to work the gas and brake independently. With the wider track, you can drive in cowboy boots.)

The Diablo, introduced in '90, is in its last phase, possibly its last year. Audi, the new owner of Lamborghini, which has suffered from numerous acquisitions, is developing its as-yet-unnamed successor. Code named L147, it will be revealed next year and will employ the same 550-plus-horse V-12 introduced in this VT 6.0, but with enhancements like a dry sump oiling system to lower the car's center of gravity. Diablo production will likely continue alongside the new car as long as demand holds. Hey, it's a handbuilt car: It's not like they have to move tooling dies or anything. Besides, there are a lot of 13-year-old boys determined to own one.

For a blindingly fast car, the VT 6.0 is surprisingly easy to drive. It's very tractable whether negotiating Roman-chariot-width backroad bridges over Po River tributaries or accelerating into the Mad Max traffic on A7. Steering effort and feel, two previous complaints about Diablos, were excellent. Ride can be harsh over rough roads, but it's just what you'd expect from an almost-a-race-car. Feedback through the carbon-fiber seat was superb, though the wide-of-beam may not fit. Headroom was (as always in a Lambo) at premium. In fact, the EPA rates its interior space equal to that of a mini-compact.

Combine its all-wheel drive with the fact that its massive 335/30ZR18 rear tires hold a 100-millimeter edge in section width over its fronts, and the Diablo is a serious understeerer. This helps prevent Lamborghini from losing customers in headline-grabbing fashion. Exiting test track corners, you have to be almost as patient as if you were in a front-driver, which it partially is.

Still, oversteer is possible, especially under lift-throttle: I damn near spun it on an early lap of the handling course, but Mario Fasanetto, test driver for Lamborghini's R&D department, attributed that more to worn rear tires on the orange car. The tail also stepped out under hard first-gear acceleration exiting a tight hairpin, but a hint of opposite lock and the all-wheel-drive system diverting torque from the rear tires kept it in check.

The Diablo's five-speed transmission is another story. The gated shifter is bad enough, but also first gear and reverse share the same branch of the shift pattern-first is to the left and down. Combined with its aluminum shift gates, this makes the 1-2 shift a look-down-at-the-shifter-to-change operation. This awkward design must be left over from Ferruccio Lamborghini's initial vehicles-the ones with which he earned the fortune necessary to start an exotic car company-farm tractors. Fortunately, the 1-2 shift occurs a hair after 60 mph. During acceleration testing, I matched Fasanetto's 0-60-mph time, but fell behind on the upshifts (especially since, on my best of two runs, I banged the rev limiter while performing the look-down-to-shift technique), so we used his 11.8-second 120.9-mph quarter-mile time. The strain of such launches meant additional runs would move into the realm of needless abuse.

Every teenage boy wants to know the Diablo's top speed. Fasanetto, a brave man, reports seeing 201 mph on a test track. I couldn't challenge this, since the autostrada was so crowded that even 200 kilometers per hour was only rarely possible.

Lamborghinis vary. "Every car we make has its own personality," said Fasanetto. Certainly, each of the three I drove was notably different from the others. The orange car was loose under trailing throttle, the gray car did not like braking while turning, and the blindingly yellow had a hint of high-speed oversteer.

So, there you have it: 550 horsepower in a 3600-pound car still equals a good time, whether the country of origin is Italy or the USA.

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mobil LAMBORGHINI Diablo GTR (1999) | hi res car wallpapers

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- Lamborghini Diablo GTR, a car based on the Diablo GT, the most powerful produced in series, that will set a new benchmark in the monomarque championships with an engine delivering no less than 590 hp. -

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LAMBORGHINI Diablo GTR (1999)

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LAMBORGHINI Diablo GTR (1999)

The Lamborghini Supertrophy is a monomarque championship held every year on the most famous race tracks, mainly in Europe. Since 1996 the cars competing in the Lamborghini Supertrophy were the Diablo SVR, a special version of the Diablo SV model adapted for racing. After four years of competition the Diablo SVR has proved the extreme reliability of the Lamborghini engines which could stand four racing seasons with no problems.
Quite an achievement for an engine designed for road use and brought to the tracks with no modifications.

Now, to meet the request of the passionate driver participating in the Lamborghini Supertrophy, the House of the Bull is presenting the Lamborghini Diablo GTR, a car based on the Diablo GT, the most powerful produced in series, that will set a new benchmark in the monomarque championships with an engine delivering no less than 590 hp.

In comparison with the Diablo GT, GTR most important features are a modified chassis frame with integrated roll bar, improved suspensions, central fixing nut for the rims, race braking system, additional radiators for transmission oil cooling, very high performance rear wing (directly bolted to the chassis), simplified interiors and weight reduction.
The engine is basically the same V12, 6 litre, of the Diablo GT which thanks to the adoption of a specially tuned exhaust system, without catalyser, delivers 590 hp (575 in the GT model).

Special features of the GTR engine, common to the GT, are:
= multi-throttle intake manifold with individual intake system
= variable intake valve timing system
= dynamic air inlet duct upstream of the intake plenum
= titanium connecting rods and lighter crankshaft

Unique specifications of the GTR engine are:
= improved exhaust system designed for racing
= special calibration of the engine management system

The engine management system is based on the proprietary Lamborghini LIE electronic engine control system tuned for racing. Fuel injection is sequential multipoint and ignition is static with individual coils. Lamborghini Data Acquisition System, LDAS, and diagnostic functions are integrated in the engine electronic management system.

For the engine cooling, two water radiators in parallel are side mounted to the engine and an engine oil cooler is front mounted as in the Diablo GT. Additional coolers for gearbox and differential oil are installed in order to better match the racing overloads.

The transmission is on the rear wheels through a Lamborghini 5 speed gearbox with one basic gear ratio option and an alternative option for a shorter 5th gear ratio. The gear box lever is in an asymmetric position on the central tunnel in order to be closer to the steering wheel, for better control. The steering system is power assisted.

The tubular chassis frame integrates the roll bar and is directly connected to the rear wing. The front suspension is modified for racing. Shock absorbers and anti-roll bars are adjustable. The rims are lightweight magnesium alloy with central fixing nut and they accept racing type tyres. A special racing fuel tank with fast filling system has been installed.

The braking system is based on the Diablo GT high performance module. New racing brake calipers have been adopted to better match the very severe racing conditions.

Most of the body is carbon fibre made, except for the roof, which is made of steel for torsional rigidity, while the doors are made of aluminium, for safety reasons.

The cockpit fittings are simplified to meet racing requirements. The driver seat has been moved towards the longitudinal axle of the car, reducing the size of the central tunnel, to ensure a better driving position. Racing switches for ignition and for other functions have been adopted instead of the series push buttons. The fire extinguisher system is installed on the right side of the cockpit with activating switch on the tunnel. The driver's seat is of racing type with a six-point safety belt and the steering wheel is also racing type.

Lamborghini is planning to produce 30 Diablo GTR which will be ready by May 2000 in order to open the Lamborghini Supertrophy season on the 11th of June.

The Lamborghini Supertrophy will be part of some of the most prestigious motorsport events. The following Series have been approached for a calendar to be presented to the next FIA Motorsport World Council for approval of the Lamborghini Supertrophy 2000 as a FIA Sanctioned Series.

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mobil LAMBORGHINI Diablo (1990) car pictures download

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- The Lamborghini Diablo ("Devil" in English) was a high-performance supercar built by Lamborghini of Italy between 1990 and 2001 -

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LAMBORGHINI Diablo (1990)

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LAMBORGHINI Diablo (1990)

The Lamborghini Diablo ("Devil" in English) was a high-performance supercar built by Lamborghini of Italy between 1990 and 2001.

Diablo, 1990-1998
Lamborghini began developing the Diablo in 1989 as a replacement for the Countach model, introducing it for sale on January 21, 1991 at a base price of USD $240,000. Power came from a 5.7 litre, 48 valve version of the legendary Lamborghini V12 featuring dual overhead cams and computer-controlled multi-point fuel injection, producing 492 horsepower (367 kW) and 427 foot-pounds (579 N·m) of torque. The vehicle could reach 60 mph in slightly over 4 seconds, with a top speed of 202 miles per hour (325 km/h). As in the Countach, the Diablo was rear wheel drive and the engine was mid-mounted to aid its weight balance.

Even at over $200,000, the vehicle was somewhat spartan, featuring only basic radio functions (with optional CD playback) along with manual windows, adjustable but unpowered seats and no antilock brakes, mostly to minimize the vehicle's already high curb weight. A few options were available, including having the driver's seat molded specifically for the buyer, a rear wing spoiler, a factory fitted luggage set (priced at $2,600) and an exclusive Breguet clock for the dash (priced at $10,500).

Diablo VT (Ver. 1), 1993-1998 and Diablo VT Roadster (Ver. 1), 1995-1998
After three years of making minor adjustments to the standard Diablo, Lamborghini decided in 1993 that a second, even more specialized version of the car could add new customers to the brand. Starting with the basic Diablo platform, Lamborghini engineers added a viscous-coupling type all-wheel-drive system, an improved power steering system, resized front wheels and tires chosen to work better with the all-wheel-drive system, four-piston Brembo brake calipers, an updated dashboard design and a new computerized suspension system featuring aggressively tuned Koni shock absorbers. The suspension system could be left in "auto" mode where it was controlled entirely by the computer, or any of four separate "modes" could be manually selected by the driver via buttons in the cabin. The vehicle still lacked ABS brakes.

Lamborghini had presented an open-topped concept version of the VT (Viscous Traction) at the 1992 Geneva Auto Show alongside the coupé when the car debuted there, but it was another 3 years before the model saw production. Other than its removable Targa-style carbon fiber roof panel, the vehicle was essentially identical to the coupé, with only a few minor styling differences, mainly in regards to the tail lights between the two models.

Diablo SE 30, 1993
A lightened, hard-edged racing variant of the standard Diablo, the SE 30 was sold in limited numbers during 1993 to celebrate Lamborghini's 30th anniversary.

In total just 150 cars were made, eight of which were right hand drive (RHD). Also, Lamborghini introduced the option of a "sports pack", which, thanks to new air filters, produced an extra 75 bhp, bringing the total to 600 bhp. The only visual change to the car were two air scoops on top of the roof which helped force the air into the cylinders. Only 10 were made in LHD and just 2 were RHD. One of the famous people to have owned an SE 30 was Jay Kay (lead singer of Jamiroquai).

The car went without most of the Diablo's standard equipment, meaning that it was devoid of a radio, air-conditioning or sound insulation and featured carbonfibre molded seats, helping to make it 125 kilograms lighter than the standard car. Lamborghini choose to do without the VT's advanced electronic suspension or all-wheel-drive systems, but the car did get an advanced adjustment system controlled with an interior dial that could instantaneously adjust the stiffness of the car's front and rear anti-roll bars. They also enlarged the brake discs of all four wheels, but the car still lacked ABS.

Diablo SV (Ver. 1), 1995-1998
The SV or "Sport Veloce" variant of the Diablo was an optional add-on package to the base car. It lacked the VT's all-wheel-drive system and electronic suspension, but it featured the VT's revised dashboard and larger brakes, a new 3-piece adjustable spoiler and was powered by a modified version of the 5.7 litre V12 producing 510 horsepower (380 kW). The car's air intakes were slightly differently shaped, and from 1999 onwards the vehicle had exposed headlamps as opposed to the pop-up units previous versions used.

Tuning company Auto König of Germany produced a tuned variant of the SV featuring further suspension modifications, massive brakes and a twin-turbocharger system, boosting the car's output to over 800 horsepower (597 kW)

Diablo VT (Ver. 2) and VT Roadster (Ver. 2), 1999
The second version of the VT coupé and roadster added mostly cosmetic and styling changes. The cars now featured the SV's exposed headlamps, new wheels and a newly redesigned dashboard. On the mechanical side, larger brakes, the long-overdue addition of ABS brakes and a new variable valve timing system on the 5.7 litre V12 were the only mechanical updates. Power output increased to 530 horsepower (395 kW), dropping the car's 0-100 km/h time to 3.9 seconds. Despite the money Lamborghini had spent making the updates, the "Version 2" VTs were discontinued after only one year of production.

Diablo SV (Ver. 2), 1999
Just like the updated versions of the VT coupé and roadster, the 1999 model year SV's changes were primarily limited to cosmetics. It received slight bodywork updates (keeping the exposed headlamps), new wheels and larger brakes in addition to the new VVT-equipped, 530 horsepower (395 kW) motor. Otherwise it remained fundamentally unchanged. Like the updated VT, it was produced only as a 1999 model.

Diablo GT, 1999
As much 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 horsepower (430 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. Only 80 units were produced in total and the vehicle was sold officially only in Europe.

The 1999 Diablo GT was dubbed the fastest production car in the world; its newer design and engine (which ultimately influenced the restyling changes for the 6.0 Diablo) were the most technically advanced of any Diablo yet:

= new Lamborghini V12, 6 litre engine
= new body design
= wider front track
= improved chassis and suspension
= reduced weight

Diablo VT 6.0 (Diablo VT Ver. 3), 2000-2001
After Audi AG took over Lamborghini from Chrysler Corporation in the mid-1990s they set out to make major revisions to the Diablo so that it could continue to provide revenue while its replacement was developed. The VT 6.0 was their first (and last) truly intensive redesign of the car, meaning that it was more than just a cosmetic update to the existing model. Heavy styling changes both inside and out were made; the front bumper, air intakes and nose as well as the entire dashboard, seats and switchgear were changed and improved. Displacing 6.0 litres and based on the motor that powered the Diablo GT, which in itself was essentially a modified version of the 5.7, the motor had updated ECU software in addition to new intake and exhaust systems and a refined variable valve timing system with slightly less aggressive camshafts than had been used in the earlier versions.

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mobil LAMBORGHINI Countach Quattrovalvole (1985) hi res pictures

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- The Lamborghini Countach was a supercar produced by Lamborghini in Italy. The first prototype emerged in 1971, and production lasted until 1990. -

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LAMBORGHINI Countach Quattrovalvole (1985)

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LAMBORGHINI Countach Quattrovalvole (1985)

The Lamborghini Countach was a supercar produced by Lamborghini in Italy. The first prototype emerged in 1971, and production lasted until 1990. It did not pioneer but did popularise the wedge-shaped, sharply angled look popular in many high performance cars since.

The word Countach (pronounced Koon-tash) is an exclamation of astonishment in the local Piedmontese dialect - generally used by men on seeing an extremely beautiful woman. There is no direct translation into English. 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. All previous Lamborghini names were associated with bullfighting (Ferruccio Lamborghini being an aficionado of the sport).

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.

Styling
The styling was by Marcello Gandini of the Bertone design studio. 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.

Aerodynamics, however, were quite poor for such a sleek-looking car—but looking fast was more important to Lamborghini.

The Countach's styling and visual impression caused it to become an icon of great design, for 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 "wow factor" 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).

Engine
The rear wheels were driven by the traditional Lamborghini V12 engine mounted longitudinally in a version of mid-engined configuration. For better weight distribution, the engine is actually '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 Countach's 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.

Construction
The Countach utilised 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 1500kg (3,300 lb)). The underbody tray was fiberglass.

Countach models
Prototype LP500
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 no longer survives; it was sacrificed in a crash test to gain European type approval, even though its construction method was utterly unlike production vehicles.

Production LP400
The first 4 liter production Countach was delivered to a customer in 1974. 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.

LP400S
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 glass-fibre 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 improved high-speed stability at the cost of at least 10 mph of top speed. 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 some 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.

LP500S
1982 saw another improvement, this time giving a bigger, more powerful 5 liter engine, which improved performance to be more in line with Lamborghini's somewhat exaggerated claims. The bodywork was unaltered. This version of the car is sometimes called the LP5000S, which may cause confusion with the later 5000QV (next section).

5000QV
In 1985 the 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.

25th Anniversary Countach
Named to honor the company's 25 year anniversary in 1988, the 25th Anniversary Countach was mechanically very similar to the 5000QV but sported much changed styling. The rear 'air boxes' were restyled and enlarged, while the vents behind them were changed so that they ran front to back instead of side to side. In addition, a new air dam and side skirting, both with air intakes, were fitted, and the taillights were restyled to be narrower, with body-colored panels replacing the upper and lower parts of the previous large taillights. The styling changes were unpopular with many, but did improve the engine's cooling, a problem the Countach had always struggled with. The Anniversary was produced through 1990 when it gave way to the Lamborghini Diablo.

Walter Wolf Countach
The most famous version of the Countach was the Wolf Countach, of which only three were produced. In 1975, Walter Wolf, a wealthy Canadian businessman and owner of the famous Wolf F1 Racing team in the 1970s, purchased an LP400; however, he was not satisfied with the LP400's engine and asked Dallara, the chief engineer of Lamborghini at that time and the founder of the Italian F1 racing team Scuderia Italia in the early 1990s, to create a special high-power version of Countach. It was the "code NO 1120148" Walter Wolf special with the original "5" engine from the Countach prototype which produced 447 hp / 7900 rpm and reached a supposed maximum speed of 315 km/h. This model also featured the upgraded wheels, Pirelli P7 tires, large fender flares, and front and rear spoilers of the LP400S model. It was painted in red, with black fender flares, and was designated "LP500S" like the standard Countach model from the 1980s, though it had nothing to do with this later production model. This first Walter Wolf car is currently located in Japan. Two other Wolf Countach's were produced, one painted blue, NO 1120202 (currently in Germany) and one navy blue, NO 1121210. (This machine was owned by Mr. Wolf for a long time, but was eventually sold.)

Production Figures
A total of 2,042 cars were built during the Countach's sixteen year lifetime:
= 1 prototype
= 157 LP400
= 237 LP400S
= 321 LP500S
= 676 LP5000QV
= 650 25th Anniversary

Substantially more than half were built in the final five years of production, as Lamborghini's new corporate owners increased production

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mobil LAMBORGHINI Gallardo Superleggera (2008) car pictures download

Koleksi gambar mobil Lamborghini Gallardo Superleggera (2008)
- The Lamborghini Gallardo Superleggera is an extremely high-performance car: it includes a standard robotized mechanical e-gear gearbox that guarantees shifting without removing hands from the steering wheel -

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Lamborghini Gallardo Superleggera (2008)

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Lamborghini Gallardo Superleggera (2008)

With the Gallardo Superleggera, to be launched at the 2007 Geneva motor show, Automobili Lamborghini presents an uncompromisingly high-performance sports car. Thanks to increased power (an additional 10 hp) and a 100 kg reduction in weight, the new range-leading Gallardo Superleggera is even more dynamic than the already very sporty Gallardo. The weight/power ratio of the Lamborghini Gallardo Superleggera is only 2.5 kg/hp, putting it in the top lightweights of its class.

The Superleggera also has the fastest acceleration in its class. It needs only 3.8 seconds to go from 0 to 100 km/h (0-62 mph); 0.2 seconds less than the basic model, and boasting speed and grit under various driving conditions.

The Lamborghini Gallardo Superleggera is an extremely high-performance car: it includes a standard robotized mechanical e-gear gearbox that guarantees shifting without removing hands from the steering wheel. The new Gallardo Superleggera can be ordered through the dealer network starting March 2007: production volumes will be restricted to lower numbers than the standard Gallardo.

More power thanks to technological developments
The Lamborghini Gallardo Superleggera's engine is the latest version of Lamborghini's well-known 4,961 cm3 V10. Now 530 hp is reached in 8,000 min-1. The increase in power was made possible by the engine's improved volumetric efficiency through reduced intake load losses and by exhaust backpressures, together with optimized electronic control. Naturally, emission levels observe the strict EURO 4 and LEV II standards.

Higher power thanks to lighter construction
Lamborghini engineers decreased the Lamborghini Gallardo's already low weight when empty (1,430 kg) by another 100 kg (70kg in the USA) using advanced materials and technologies. The engine hood is made of visible carbon fibre and transparent polycarbonate, a type of material that guarantees lightness and also shows off the magnificent V10. The rear diffuser and underbody covering, the rearview mirrors, door panels and the central tunnel's covering are also made of carbon fibre. Further reductions in weight were achieved by replacing certain glass surfaces with transparent polycarbonate. For the interior, monocoque carbon fibre sports seats covered in Alcantara® were chosen to ensure restraint of the driver and passenger during the intense lateral accelerations that the Gallardo Superleggera is capable of achieving around curves.

Exclusive specification and options range
A comprehensive specification and extensive range of options will be available, with some exclusive to the Superleggera. The Lamborghini Gallardo Superleggera comes with robotized mechanical e-gear as standard; a sports package including shock absorbers; and special suede-covered steering wheel. The car is available in four colors: Midas Yellow, Borealis Orange, Telesto Gray and Noctis Black. Pirelli P Zero Corsa tires (standard) on new Scorpius forged rims accentuate the Lamborghini Gallardo Superleggera. A few of the options that can be requested include the multimedia system with navigator and CD-changer; a rear video camera to make parking easier (with optional rear wing only); a Carbon accessories kit for the interior; a fixed rear spoiler; a four-point seatbelt (not for USA); tubular rear frame or fitting points for later inclusion (not for USA, Japan or Middle East); and carbon-ceramic brakes.

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