CARS ONLY IN my DREAm

2010 Rolls-Royce Phantom Coupe

2010-07-10T18:10:00.001-07:00

2010 Rolls-Royce Phantom Coupe , works on a petrol engine that runs with a speed of 5350 rpm and that has a 6.75L and 48v petrol capacity.

Fuel consumption of 18 mpg on highways and 11 mpg in city can be achieved with 2010 Rolls-Royce Phantom Coupe car that has 6 automatic gears and goes with a top speed of .

We can find parts like vehicle Power Door Locks, 4-Wheel Anti-Lock Brakes, Rear Coach Doors, Fully Automatic Rear Power Door Closers, Delayed Power Retention, 90 Amp/Hour Battery, Battery Saver, Twin-Turbochargers, Radio Antenna, AM/FM Radio With CD Player, Body Color Front Air Dam, Front and Rear Body Color Bumpers, Metallic Paint (If Selected), Automatic Climate Control and Separate Driver/Front Passenger Climate Controls in the latest 2010 Rolls-Royce Phantom Coupe .

We can find accessories like Steering Wheel Mounted Controls, Cruise Control, Tire Pressure Monitor, Engine Start/Stop Button, Analog Clock, Tachometer, Front Reading Light, Leather Steering Wheel, Card Key, Keyless Entry, Trunk Anti-Trap Device, Driver Airbag, Rear 3-Point Center Seatbelt, Front and Rear 3-Point Seatbelts, Crumple Zones, L A T C H, Passenger Airbag, Side Guard Door Beams, Driver Power Seat, Leather Seats, Lockable Glovebox, Front Stabilizer Bar, Rear Stabilizer Bar, Power Windows and Intermittent Windshield Wipers in 2010 Rolls-Royce Phantom Coupe .

Excellent finishing is made to 2010 Rolls-Royce Phantom Coupe using one of the 12 different Adriatic Blue, Claret, Darkest Tungsten, Diamond Black, Drk Indigo, English White, Ensign Red, Jubilee Silver, Lunar Blue, Metropolitan Blue, New Sable, Sea Green colors.

2010 Rolls-Royce Phantom Coupe with 4 doors accommodating 5 people can fit in the measurements of 212.6 inches of length, 76.7 inches of width and 61 inches of height and weighs about 5445 lbs.
5 airbags are also provided with side guard door beams in 2010 Rolls-Royce Phantom Coupe .
2010 Rolls-Royce Phantom Coupe Price / Cost:
With $408,000 price one can purchase 2010 Rolls-Royce Phantom Coupe .

2010 Rolls-Royce Ghost

2010-07-05T19:01:00.000-07:00

Leave the chauffeur at home. A smaller, more driver-focused Rolls will soon court young high rollers with $350K to spend. It's not quite a "baby Phantom," but the new Ghost should take the Flying Lady mascot to more driveways than ever.

What We Know About the 2010 Rolls-Royce Ghost

Rolls-Royce sold just over 1,000 cars in 2007, the first four-figure annual tally in the firm's 104-year history. That surely delights parent BMW, which took charge of Rolls in 2003. But the Bavarian bosses see greater things for their celebrated English marque beyond its current trio of hulking $400K-plus Phantoms. Specifically, they want to boost Rolls sales closer to those of former stablemate Bentley, which now moves over 11,000 cars per year as part of the Volkswagen group. That suggests a somewhat smaller Rolls model that uses BMW hardware to sell just above the $200,000-$250,000 realm that has proven so lucrative for Bentley. It might be less sporty than a Bentley, but would tilt toward the same younger, very well-heeled buyers.

That, in a nutshell, is project RR4, a.k.a. "New Generation Saloon" (sedan to us Americans). Rolls-Royce confirms this car will debut sometime in 2010. The company recently announced it will go into production during 2009 and be will be called the Ghost. Rolls-Royce gave a sneak peek, in the form of the experimental 200EX at the March 2009 Geneva Auto Salon in Switzerland. Expect coupe and convertible versions early next decade. If all goes well, the Ghost will more than double yearly production at the modern BMW-built R-R factory in Goodwood, England to somewhere between 2,000 and 2,500 units. That's still far behind Bentley, but Rolls-Royce ownership isn't for everyone, old bean. Price? Well, if you simply must know, it's being rumored at $300,000-$400,000.

The 2010 Rolls-Royce Ghost was made official in late 2006, but with few specifics given. Since then, Rolls has announced that Goodwood will add a second assembly floor and a second shift to produce the Ghost. It has released two vague sketches of what the new car will look like, and several photos of the experimental 200EX the company says shows the direction the Ghost will follow. Fortunately, our spies have unearthed most of the basics, though some items remain a mystery.

Broadly speaking, the 2010 Rolls-Royce Ghost is based on the redesigned 2009 BMW 7-Series sedan that's due to start sale in the spring of 2009. The new 7's "F01" platform will be pulled like taffy to make the Ghost longer, wider, and taller than its German cousin. Yet, the Ghost will be almost a compact next to the Phantom--over a foot shorter by some accounts. It's also said to be nearly 500 pounds lighter despite a structure that uses less weight-saving aluminum. Still, the Ghost will be no bantam, likely to tip the scales just north of 5,000 pounds.

The Ghost will be motivated by a "unique to Rolls-Royce" turbocharged 6.6-liter V12 that packs 500 horsepower. The firm said early on that the powerplant will be "exclusive to Rolls-Royce," so some think that rules out a BMW engine. On the other hand, "exclusive" could just as easily mean a Rolls-only version of a new BMW V12 engine that is rumored to appear in the redesigned 7-Series.

Another complication is the Ghost's place in the world. In terms of power and performance, the 500-horse V12 puts it "upstairs" of the 453-horsepower 6.0-liter V12 Phantom, yet it leaves Ghost conspicuously "downstairs" of a prime competitor, the 553-horsepower 6.0-liter W12 Bentley Continental Flying Spur. In addition, the Phantom has been roundly criticized for its prodigious fuel thirst, and Bentley has announced plans to reduce fuel consumption and CO2 emissions for all its cars, which put pressure on Rolls to follow suit. According to the carmaker, this engine, combined with a ZF 8-speed automatic transmission, boasts better fuel and CO2 efficiency than the "already class-leading Phantom series of cars." he 2010 Rolls-Royce Ghost will borrow many other components from the redesigned 7-Series, mainly those that owners won't see, as one R-R source told trade weekly Automotive News. The modified new-7 architecture should bring jumbo 4-wheel ABS disc brakes, all-independent suspension with air springs and computer-controlled shock absorbers, and speed-sensitive power steering. Another given is BMW's full range of electronic driving aids, such as an antiskid system and traction control, and radar-based cruise control. Wheels are said to be 19- and/or 20-inchers, with run-flat tires a possible no-cost option.

Other features are less certain, but the 2010 Rolls-Royce Ghost should be loaded with gadgets, partly for the presumed tech-savvy target audience and partly because BMW loves gizmos. Among the items being widely whispered are auto-close power doors and trunklid, a navigation system with a new type of glare-proof display screen, and a headliner with multiple fiber-optic points that glow to create a "starry night" effect, a bit of set design also found in the 2-door Phantom Coupé. (And please do say "koo-PAY.") A BMW iDrive-type control knob already appears in Phantoms, and so will probably appear in the Ghost as well.

As for styling, Chief Designer Ian Cameron says the 2010 Rolls-Royce Ghost will have a "more informal presence than Phantom models, with a greater emphasis on driving. In design terms this is expressed by [a] more organic form, yet with powerful, purposeful proportions." OK, but those company sketches suggest the Ghost may look rather like the 2005 Cadillac Sixteen concept, right down to the use of rear-hinged "coach" rear doors, as on the Phantom sedan. The Ghost should also lift the senior car's retractable "Flying Lady" grille ornament. The grille itself, however, will be smaller and far less upright than the Phantom's--much like the rest of the package. Interiors, unsurprisingly, will be lavishly appointed in top-grade materials, and the artisans at Goodwood will doubtless be happy to oblige sir or madam with all manner of special-order trims and colors.

One British report recently noted that the 2010 Rolls-Royce Ghost is "all about scale," a sales-boosting move down-market to where buyers are more plentiful. It's the same tactic Rolls employed to get back on its feet after World War II with relatively "cheap" models like the Silver Dawn. The Ghost is no less apropos for these difficult times, especially as even some Rolls customers might now feel just a bit conspicuous being seen in a Phantom. Ah, the problems of wealth.

A Notable Feature of the 2010 Rolls-Royce Ghost

Some regard the 2010 Rolls-Royce Ghost as a "21st-century Silver Shadow," referencing the popular R-R models of the 1960s and '70s--the first unibody Rollers, by the way. That's such a good summation of the overall concept that we wouldn't be surprised if the Ghost is introduced with the Silver Shadow name.

There's also talk of a diesel option for the Ghost. Though an "oil-burner" might seem unspeakably plebian for even a junior Rolls, today's diesel engines boast much of the same mechanical refinement as their gasoline counterparts, plus the timely advantages of higher fuel economy, longer driving range, better low-end torque delivery, and reduced CO2 emissions. What this engine might be is anyone's guess, and it likely wouldn't be in the catalog until at least 2012, but a diesel option would symbolize a newfound social responsibility at Rolls-Royce, which may be why it's on the table.

In the same vein, the rumor mill speaks of an eventual hybrid Ghost using the 2-Mode gas/electric drive system developed by BMW in concert with General Motors and the former DaimlerChrysler. Alas, specifics on this are elusive, too, though the upcoming hybrid option for BMW's X5 SUV and X6 "sports activity coupe" may give some clues.

Buying Advice for the 2010 Rolls-Royce Ghost

It's pretty meaningless to speak of practical purchase considerations in a Tiffany's-level class that includes not only Bentley but also the Mercedes-Benz Maybach and Aston Martin's upcoming 4-door Rapide. All are super-luxury cars with prices to match, and are built in lower quantities than even top-line BMWs and Mercedes, which are pretty exclusive themselves. Your choice will probably come down to how you feel about the character and status of the various brands and models. If you're looking to move up to a Rolls--or want a garage mate for your Phantom--then the Ghost is the logical selection. Of course, anyone rich enough to buy one of these cars can probably afford more than one, and good for you if that applies.

2010 Rolls-Royce Ghost Release Date: We've heard nothing definite yet, either from Rolls or our sources, but we'd guess the Ghost will start U.S. sale in March or April of 2010.

2010 Rolls-Royce Ghost First Test Drive: The Geneva premiere mentioned above could mean media previews in late summer or early fall of 2009, but we could be wrong.

2010 Rolls-Royce Ghost Prices: Rolls-Royce is naturally mum on this point, but we've seen base-price estimates ranging from $300,000 to $400,000, as noted above. We'll hedge and call it $350K, but the figure could be higher given today's unstable dollar/Sterling exchange rate and production costs being pressured by fast-rising commodity prices, especially for steel.he principle of simplicity extends to the act of driving Rolls-Royce Ghost. The host of complex engineering software and technologies beneath the surface serve to make driving easier and more enjoyable, not to intrude or confuse.

Rolls-Royce Ghost is more driver-focused than any Rolls-Royce car before it. The driver sits in a slightly elevated position behind the wheel, described as the authority position. This makes the view of the road much clearer. The fascia has been kept deliberately clear; it is spacious in design and has an intuitive layout. The controls are neatly sculpted, with the more important functions emphasised by accents of chrome. The soft light of the instrument panel glows through the familiar black-rimmed steering wheel, which in turn employs a number of violin keys as well as an ergonomic roller-ball control.

The control centre display is concealed behind a veneered panel until its services are called upon. All features such as satellite navigation, telephone, communication and entertainment functions are displayed here and managed via a central rotary controller, flanked by quick-access buttons on the front centre console.

The optional driver assistance systems and technologies in Rolls-Royce Ghost are notable for their discretion and ease of operation. From the moment the driver approaches the car, optional Comfort Entry allows easy access, unlocking the doors when the key fob is within 1.5 metres and the cool chromed handle is grasped. Once you are in the car, voice control allows you to select from the control systems menus without using the central controller.

For ease of manoeuvring, cameras located around the car serve a number of purposes. Rear, front side and top view cameras can combine to give a fish-eye view at blind junctions or provide ground images with obstacle recognition and reverse path prediction when parking.

Positioned discreetly within the grille is a Night Vision camera. When activated, this safety feature works with Pedestrian Recognition to detect objects up to 300 metres away and display them on the central screen in the dash. The car's control system receives infrared heat images from the camera and, taking into account the car's speed and direction, classifies them to assess imminent danger. It then determines what action, if any, needs to be taken and if necessary displays a warning to the driver.

The Head-up Display relays crucial information such as speed or navigation directions onto the windscreen directly in front of the driver. This information is visible only to the driver and can be tailored to show only the details required and at a position suitable to the driver.

Lane Departure Warning alerts the driver should the car start to drift out of its current lane. When activated, it uses an integrated camera, located just in front of the rear view mirror, to monitor road markings and the vehicle's position. The driver is warned by a discreet vibration through the steering wheel. If the driver uses the directional indicators before and after the lane change, the wheel will not vibrate.

High Beam Assistance automatically manages the operation of dipped and main beam lights while driving at night. When activated, the same camera used by the Lane Departure Warning system monitors the light from any source at the front of the vehicle and automatically dips or raises the headlights accordingly. Adaptive, directional headlights also improve illumination of the road ahead and adapt to the road conditions, be they rain or fog or simply when the car is making a turn.

Active Cruise Control with Stop & Go creates a relaxing driving experience, particularly on long cruising journeys, as action is not required when the car ahead speeds up or slows down, even when coming to a standstill. Active Brake Intervention also allows hill descent at a constant speed and the car's Curve Speed Limiter communicates with the car's Dynamic Stability Control systems to reduce speed on bends if safety and comfort may be compromised.

CONCEPT

Autumn 2006, Paris motor show: Rolls-Royce Motor Cars announced that work had begun on a new model series. The new car would be in production and on sale by the turn of the decade. The only other facts confirmed at that stage were that it would be smaller than the Rolls-Royce Phantom saloon and priced somewhere between €200,000 and €300,000 before tax. Speculation about its style and specification began almost immediately...

Little was seen of the new car, codenamed RR4, until the spring of 2008, when Rolls-Royce released the first official sketches. The styling was instantly recognisable as a Rolls-Royce, although less traditional than previous models. At the time Chief Designer, Ian Cameron, said, "The RR4 has a more informal presence than the Phantom models with a greater emphasis on driving. In design terms this is expressed through its slightly smaller dimensions, yet with powerful, purposeful proportions. It is a true and uncompromising Rolls-Royce in every sense."

As sightings of secret development models on the road increased, Rolls-Royce Motor Cars unveiled Rolls-Royce 200EX, the experimental forerunner to Rolls-Royce Ghost, at the Geneva motor show in March 2009. An instant hit, 200EX bore the trademark Rolls-Royce design cues but in altogether more compelling fashion. It was a clear statement of intent.

What the design team was seeking to create was a modern Rolls-Royce that achieved a new dynamism but remained true to its luxurious heritage. They had found inspiration in contemporary furniture, architecture and yachts but also in the spirit of the 1930s - that sense of adventure and endeavour - which they wanted to capture in the character of this new car.

"200EX is a modern execution of timeless Rolls-Royce elegance, breaking with some areas of tradition but retaining the core values that make our marque unique," said Chief Executive Officer Tom Purves. "We expect the more informal design to broaden the appeal of Rolls-Royce Motor Cars, attracting people who appreciate its fusion of refinement, new technology and contemporary style."

After the show, 200EX embarked on a world tour, during which further information about the forthcoming production model became available. It would be powered by a new 6.6 litre V12 unique to the marque, delivering 563 bhp with extraordinary performance figures. It would ride on an intelligent air suspension system offering peerless ride and dynamics. And it would be called Rolls-Royce Ghost.

"Ghost is one of the most revered names in automotive industry," said Tom Purves. "It evokes images of adventure and technical innovation. The first cars to bear the Ghost name were known not only for impressive dependability and refinement but also great flair and style."

Following the overwhelmingly positive reaction to 200EX during its travels, very few changes were made in the transition to the production Rolls-Royce Ghost - a tribute to the remarkable achievements of Ian Cameron's and Helmut Riedl's design and engineering teams.

In September 2009, the new Rolls-Royce Ghost was formally launched to the world.

DESIGNING THE FUTUR

Rolls-Royce Ghost's flowing lines are dominated by its majestic 'Yacht Line' styling. Large, uninterrupted surfaces flow between finely sculpted horizontal lines that provide definition. Together, the upward-sweeping sill line and low-cut roof create a powerful profile, almost as though the cabin has been pushed toward the rear. Powerful shoulders and flanks draw in sharply as they flow from the rear wings to the tail lights, while touches such as the optional chromed exhausts hint at Rolls-Royce Ghost's more dynamic nature.

While incorporating classic Rolls-Royce design cues - the elevated prow, long bonnet, short front overhang, sharply raked A-pillar and elegant tail - Rolls-Royce Ghost exudes an informal aura. Contemporary touches include self-righting wheel centres and the Xenon headlamps that frame the latest evolution of the Rolls-Royce grille. Here the sides of the intake have been curved inwards and the vanes set back into the opening. "We wanted this to be less reminiscent of the traditional Parthenon style and more like a jet intake," says Ian Cameron.

A contrasting Silver Satin finish (introduced on 200EX) is an option for the bonnet, grille and windscreen surround. The finish is achieved by setting silver metallic paint under a layer of lacquer, giving a flawless matte finish.

The central principle of delivering simplicity out of complexity runs throughout Rolls-Royce Ghost. Everything is designed, engineered and crafted to enhance the drive and ride experience, not to complicate it.

Inside Rolls-Royce Ghost, the interior design team has come up with a contemporary ambience while staying true to Rolls-Royce Motor Cars' traditions of fine materials and peerless comfort. There are elegant, frosted lamps and chrome door handles, traditional violin key switches and eyeball air vents, frosted white dials and refined instrumentation. Deep-pile carpets can be complemented by optional lambswool floor mats for a truly luxurious feel.

Rolls-Royce Ghost is entered through substantial doors. Housed within the front doors are integrated Teflon-coated umbrellas. The rear doors are traditional, rear-hinged coach doors, opening to a generous 83 degrees. Once the passenger is inside, these doors can be closed at the touch of a button. The interior space is filled with natural light, enhanced by the optional Panorama Sunroof, which extends from the front into the rear compartment.

Four-zone automatic air conditioning can be individually tailored to each passenger's requirements, with separate controls for front and rear. Automatic air recirculation, condensation prevention and solar compensation are delivered through classic chromed eyeball vents controlled via organ-stop plungers.

Within Rolls-Royce Ghost's ample doors and high shoulder line, occupants feel serene, cosseted and safe. In the rear, the intimate ambience of the lounge seat is emphasised by its position behind the C-pillar, heightening the sense of privacy. The informal seating creates a convivial environment, its slight curve allowing you to turn more easily towards the person next to you. Its elevated position gives a clear view past the electronically retracting Spirit of Ecstasy to the road ahead.

Individual lounge seating is offered as an alternative to the standard lounge configuration. This allows the addition of a massage function and also perforated leather for a cooling stream of air from the seat surface. Auxiliary rear climate control allows the passenger to regulate the temperature of the air on their side of the car, without intrusion on the other. A cool box with interior illumination and integrated champagne glasses is also available.

Veneered picnic tables are another option, incorporating the finest leather and veneers matched to the rest of Rolls-Royce Ghost's interior. Fitted to the rear of each front seat, these tables are a traditional Rolls-Royce design cue and finished with a veneered surface with leather-covered backs.

Enhancing the Rolls-Royce Ghost ambience is an audio system delivering an exquisite experience. 600 Watts of sound are delivered through a 10-channel amplifier and 16 speakers, including two floor-mounted subwoofers. USB and auxiliary inputs allow for the integration of external audio devices and a 12.5 GB hard drive enables storage of music files from USB or CD player sources.

Available as an option with both seating arrangements is Theatre Configuration, which allows all settings that do not directly affect the driver to be controlled from the rear seat. The functions are displayed on two 9.2in LCD screens in the back of the front seats; these can be angled to suit the viewers by a central, armrest-mounted, rotary controller. The screens can be regulated independently of each other and the entertainment can also be listened to individually with most headphones. A six-disc multi-media changer, mounted in the glove compartment, is fitted as part of this option.

ENGINEERING A BENCHMARK

When considering a Rolls-Royce car it is usual to think of wood, leather and chrome, but the company has its roots in engineering. The refinement of its end product stems from its engineers' desire to get the smallest details correct. Long before the interior items are prepared, experts are working to ensure that the chassis components, power trains and bodywork are operating in fluid harmony. This is a world where welds are an art form and craftsmanship exists at a nano level.

Rolls-Royce Ghost is built around a steel monocoque body, which means there is no separation of chassis and body. The advantage of this construction is a reduction in exterior dimensions while preserving interior space. Consequently while Rolls-Royce Ghost is over 400mm shorter overall than the Phantom saloon its interior space is comparable.

The body has been engineered with a double front bulkhead to help insulate the interior from engine noise. It is constructed from steel sections and then wrapped in steel panels, which are brazed by hand. This allows a near-seamless join, which is then sanded by hand until it is perfect. In total, Rolls-Royce Ghost's frame contains 4.9m of seam weld and braze and 6,988 spot-welds. The bonnet and windscreen surround are then honed from aluminium.

Rolls-Royce Ghost rides on a bed of air. Double-wishbone front suspension and multi-link rear suspension work with an intelligent, four-cornered, air-suspension system and electronic variable damping to deliver the refinement that has been associated with Rolls-Royce for more than 100 years.

The new air suspension system in Rolls-Royce Ghost is so sensitive that it can detect even the smallest of changes. For example, it will sense the movement of a single rear passenger from one side of the seat to the other and compensate accordingly. A complex computer system reads multiple inputs from sensors around the car; the dampers alone make individual load calculations every 2.5 milliseconds. This ensures not only perfect comfort but also precise steering and dynamics for the driver. The air suspension system also incorporates a lift and kneel function, raising or lowering Rolls-Royce Ghost by 25mm.

Rolls-Royce Ghost also has a series of complex electronic aids to keep it composed on virtually any surface. These include Anti-Roll Stabilisation, Dynamic Brake Control and Dynamic Stability Control, including Dynamic Traction Control and Cornering Brake Control. These individual technologies work together under dual Integrated Chassis Management systems, meaning that even when subjected to a vigorous test Rolls-Royce Ghost remains perfectly poised. Its handling and safety systems operate as one, imperceptibly to the driver and passengers, to maintain optimum contact with the road in any condition.

"Our challenge," says Engineering Director Helmut Riedl, "has been to preserve the prerequisite levels of comfort while delivering the most modern, dynamically interesting drive ever in a Rolls-Royce."

Rolls-Royce Ghost is powered by a brand new, 6.6 litre twin-turbo V12 engine, unique to the model. Featuring direct injection, it produces 563bhp - enough to propel Rolls-Royce Ghost from 0-60 mph in just 4.7 seconds and on to an electronically governed top speed of 155mph. With 780 Nm of torque available at just 1,500rpm, delivery of power is immediate and extremely smooth.

Power is transmitted through an eight-speed, shift-by-wire, automatic ZF gearbox. What this achieves is a feeling of endless, surging power, which is illustrated by the power reserve gauge on the fascia, replacing the more common rev counter. The new powertrain delivers this performance while emitting just 317g/km of CO2.Fuel consumption is 20.8 mpg / 13.6 l/100km.

Safety remains paramount and the very latest technologies are used in Rolls-Royce Ghost. Side-impact beams in the front and rear doors combine with progressive rear crumple zones to absorb impacts. The Advanced Crash and Safety Management (ACSM) system takes measurements 2,000 times per second from sensors located around the vehicle. The ACSM uses this information - in conjunction with the engine and chassis management systems - to judge which safety features to deploy in which areas in the event of an accident. If necessary, ACSM will activate - among other things - seatbelt pre-tensioners and all encompassing airbags surrounding the cabin, creating a safe zone for all occupants.

LEGENDARY CRAFTSMANSHIP

Rolls-Royce has a reputation for producing cars that transcend the mere automotive. There is a magic attached to the name, which stems in part from exquisite attention to detail and the fine materials used throughout.

Passing through 60 pairs of hands, the production process involves more than 2,000 individual operations and takes at least 20 days to complete.

Rolls-Royce Ghost shares the same paint shop as Phantom and spends seven days being painted and polished to perfection. Five stages are required for the Rolls-Royce Ghost body. First a phosphate electro-coat is applied to protect against corrosion, then a layer of primer, a colour coat and finally two coats of clear lacquer. The body is hand-sanded between each layer and once the final coat is applied it is hand-polished for five hours.

Rolls-Royce Ghost is available in 12 exterior colours, each of which can be contrasted by the optional Silver Satin bonnet.

Flawless leather is an absolute requirement for the interior of a Rolls-Royce. For this reason, our leather is sourced from bulls raised in pastures free of barbed wire, ensuring that there are fewer imperfections in the leather. Any other marks are carefully avoided by our skilled laser cutters. At least eight hides are used for an interior, and to ensure colour consistency, each hide comes from a batch dyed at the same time. The hides are drum-dyed rather than painted, ensuring that the colour permeates right through the leather. The process also means the leather remains much more supple, preventing cracking or squeaking and ensuring durability and longevity. All seats and interior panels are hand-stitched, using traditional upholstering techniques by those most skilled at their craft.

The natural beauty of the veneers in Rolls-Royce Ghost is brought to life by the skill of dedicated craftsmen and women. The natural burrs and grains are chosen for their intricacy and interest: veneer specialists choose only the finest logs from which these very thin cross sections are taken. Only veneer from one tree is used in any car. This ensures not only that the grain matches throughout the interior, but that each area ages and colours at the same pace. The parts are milled and sanded by hand before being coated with five layers of lacquer for protection and a mirror-like shine.

EPILOGUE

Rolls-Royce Ghost is a vision of simplicity - of taking the core values of Rolls-Royce and creating contemporary effortless luxury. Rolls-Royce Ghost has been engineered to ride and drive in peerless fashion. The chassis' poise delivers a dynamically engaging experience for the driver, yet a serene, comfortable ride for passengers. Engine power is delivered in a manner which has become an engineering signature, seemingly effortlessly and endlessly. The latest in-car technology falls easily to hand while forming part of the background.

Rolls-Royce Ghost embodies 21st-century Rolls-Royce: more than 100 years of engineering and design excellence expressed in modern and uncompromised style.

TECHNICAL SPECIFICATIONS

Number of doors / seats: 4 / 5
Vehicle length: 5399 mm
Vehicle width: 1948 mm
Vehicle height: 1550 mm
Wheelbase: 3295 mm
Turning circle: 13.4 m
Overhang front: 867.5 mm
Overhang rear: 1236.5 mm
Track width front: 1622 mm
Track width rear: 1660 mm
Shoulder room front: 1510 mm
Shoulder room rear: 1418 mm
Elbow room front: 1540 mm
Elbow room rear: 1448 mm
Max headroom front: 1030 mm
Max headroom rear: 990 mm
Effective headroom front with sunroof: 995
Effective headroom rear with sunroof: 975 mm
Ground clearance: 150 mm
Width including mirrors: 2108 mm
Luggage compartment capacity (ISO3832): 490 l
Fuel tank capacity: 82.5 l
Unladen weight (DIN / EU): 2360 kg / 2435 kg
Axle load ratio, rear: 48.2 %
Gross axle weight / max payload: 2940 kg / 580 kg
Axle payload limit front / rear: 1445 kg / 1575 kg
Engine type: V12
valves: 48
Fuel management: Direct injection
Engine injector set-up / Aspiration: DI(VVT) / twin turbo
Displacement: 6592 cm3
Stroke / Bore: 88.3 mm / 89.0 mm
Power output: 563 bhp (420 kW) @ 5250 rpm
Max torque: 780 Nm (575 lb/ft) @ 1500 rpm
Compression ratio: 10.0
Fuel type: Super unleaded
Transmission type: 8 speed automatic
Transmission ratios 1st/2nd/3rd/4th: 4.717 / 3.143 / 2.106 / 1.667
Transmission ratios 5th/6th/7th/8th: 1.285 / 1.000 / 0.839 / 0.667
Transmission ratio reverse gear: 3.317
Final drive ratio: 2.813
Steering wheel revolutions lock to lock: 3.1
Brakes front / diameter x thickness: Ventilated discs / 410x36 mm
Brakes rear / diameter x thickness: Ventilated discs / 402x30 mm
Drag co-efficient cd / A / cd x A: 0.33 / 2.60 m2 / 0.863 m2
Top speed: 250 km/h (155 mph)
Acceleration 0-60 mph / 0-100km/h: 4.7 s / 4.9 s
1km from standing start: 23.1 s
Power to weight (DIN-Unladen weight): 5.6 kg/kW
Power per litre: 63.7 kW/l
Consumption urban (EU): 20.5 l/100 km
Consumption extra urban: 9.6 l/100 km
Combined consumption: 13.6 l/100 km (20.8 mpg (imp. gal.))
Range: 605 km (376 miles)
CO2 Emissions (combined): 317 g/km
Exhaust emissions standard: EU5
Front tyres: 255/50 R19 103Y / 255/45 R20 101Y
Rear tyres: 255/50 R19 103Y / 285/40 R20 104Y
Front wheels: 8.5J x 19 EH2 / 8.5Jx20 EH2
Rear wheels: 8.5J x 19 EH2 / 9.5Jx20 EH2
Battery capacity / location: 90 Ah (AGM) / Luggage compartment
Alternator output rating: 210 A / 2900 W

Rolls-Royce Phantom

2010-07-02T18:31:00.000-07:00

Rolls-Royce is a brand that needs no introduction. It would be safe to say people on the farthest reaches of the planet would, at the very least, be acquainted with the name. The 2010 Rolls-Royce Phantom, be it the Sedan, the Coupe, or the Drophead Coupe, is like no other vehicle in production. Some might say it is even the epitome of luxury motoring. The large presence, attention to even the smallest details, and extreme power ensure Rolls-Royce offers the rare combination of an ultra-luxury vehicle engineered in the most modern way possible but with a stark adherence to heritage and tradition.

The 2010 Rolls-Royce Phantom range has a distinctive road presence, which is a mix of old and new. Some might not agree it always goes well together; nevertheless, the styling justifies its position at the forefront in the driving world. The tall radiator grille, Spirit of Ecstasy hood ornament, and massive D-pillar hark back to the days of classic Rolls-Royce models, though one does have to get used to the narrow, rectangular headlamps that seem a little out of place at first. The front end is tall and imposing, just the way it's meant to be. Keeping with its luxury heritage, there's chrome and polished metal everywhere, from the front grille to the exhaust pipes.

Once you step inside the new Phantom, Phantom Coupe, or Phantom Drophead Coupe, you are awed by chromed controls throughout the cabin, a glossy veneered dash, and a more than generous dose of hand-stitched leather. Even in the interior, the marriage between old and new is noticeable when the analog clock rotates out of view to expose a navigation system. Quite akin to older British luxury cars, there are also flip-out wooden "drinks cabinets" and "picnic tables" fitted in the backseat. You may find many of the details rather charming, such as the push-pull stems that control the air vents, the stitching on the seats, and the wood-veneered door paneling, to name a few. It goes without saying that the options are expensive, though it should be noted that, understandably, Rolls-Royce will cater to your every whim.

Traditional luxury is the hallmark of Rolls-Royce, the 2010 Phantom range is a modern performer, which can be largely attributed to BMW's engineering assistance. The 6.75-liter V-12 engine under the hood of all three models is a variation on the 12-cylinder unit found in some big BMW 7-Series sedans. The difference here is that they are designed specifically for use in the Phantom and hand-built by Rolls-Royce engineers. The result is 453 horsepower and 531 pound-feet of torque in a seamless, nearly silent stream of power. Transmitted to the car's rear wheels through a six-speed automatic transmission, the engine's power pushes these nearly 6,000-pound vehicles to 60 mph from rest in less than six seconds. A control-arm front and rear multilink suspension are teamed with self-leveling air springs and electronic damping to produce an ethereal ride quality and surprisingly responsive, but feather-light, steering. Rolls-Royce claims excellent dynamics for the Phantom range, though with a trucklike 47.9-foot turning circle, it can be difficult to push on public roads, let alone park. It should be noted that TheCarConnection.com's testers sampled the cars' effortless straight-ahead feel at more than 100 mph and can attest to their quiet, fleet freeway feel. Fuel economy is shocking at around 13 mpg in the city and 19 mpg on the highway, but one should take into consideration that it's astonishingly high for cars that weigh, at minimum, 5,800 pounds.

The 2010 Rolls-Royce Phantom range uses an aluminum body to house the luxury that comfortably seats five passengers. The reason for aluminum is purely because it is lighter than steel, as well as being strong enough to allow the Phantom's rear doors to open on rear hinges, "coach" style, as the automaker puts it. For those fond of the cold hard facts, the longest variant of the Phantom, the Sedan, is about 19 feet in length (the EWB version is 20 feet), and with a wheelbase of almost 12 feet (12.5 feet in the EWB), it's as long as a MINI Cooper. This is a major contributing factor toward the interior space afforded to the front and rear passengers, as well as the cathedral-like headroom. It's not a ridiculously wide sedan, even though it offers 103 cubic feet of interior volume. Trunk space is wide but not very deep, at 14.1 cubic feet.

Rolls-Royce is not just about the large interior space; it's more about luxury and refinement, and the Phantom does not disappoint. Rolls-Royce selects cows for perfect leather graining and cuts their hides with laser precision, bonds the wood trim to aluminum for durability, and employs furniture makers to blend details like inlaid mother of pearl and banded boxwood into the trim. From the ultra-plush carpeting to the exquisite headliner, the Rolls-Royce Phantom range is an exquisite piece of work.

The Phantom Drophead Coupe—just like the Sedan—is in a class of its own in terms of presence, prestige, and luxury in the world of convertibles. It is 10 inches shorter than the Sedan but doesn't seem any smaller. Entry and exit are a breeze, thanks to the coach-style rear hinged doors. The driving experience and ride in the Drophead Coupe are unlike those of any other convertible; it's devoid of any body roll, and nothing interrupts the smoothness of your ride. One does not wait to see how fast the roof opens and closes before buying this car. A similar story can be told for the Phantom Coupe.

The 2010 Rolls-Royce Phantom, Phantom Coupe, and Phantom Drophead Coupe offer passengers all the safety they would need. The strong aluminum body is backed up by standard dual front, side, and curtain airbags. Those curtain airbags protect rear passengers as well. Anti-lock brakes, along with stability and traction control, are also standard, as are an electronic parking brake and park-distance control sensors for the front and rear. Front and rear cameras are offered as an option, but the Phantom does not include the very latest safety features, like lane-departure warning systems, laser-guided cruise control, or blind-spot detection systems. Understandably, neither the National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS) has crash-tested these cars.

As mentioned earlier, Rolls Royce will cater to your every whim, and if you aren't sure what your whims may be, the list of options is endless. Though one might complain about the radio and satellite navigation not collaborating well, the sheer number of dazzling options and finishes makes the Phantom a perfect score for features. The leather interior, wood trim, and coach-style rear doors are complemented by a heated windshield, rain-sensing wipers, bi-xenon headlamps, wood-trimmed rear picnic tables, soft-close doors and trunk lid, power front seats, a power tilt/telescopic steering wheel, automatic climate control, a sunroof, heated front and rear seats, twin umbrellas stowed in the coach doors, a retracting Spirit of Ecstasy hood ornament, Bluetooth connectivity, and a Lexicon Logic 7 audio system with 420 watts of power, 15 speakers, a six-stacker CD changer, and satellite radio. The test cars given to TheCarConnection.com come with a vast number of other features, including custom paint ($9,800), seat piping ($2,520), a veneered instrument panel ($1,100), Rolls-Royce logos stitched into the headrests ($620), door-mounted drinks cabinets ($14,600), front and rear cameras ($3,300), a "coolbox" for drinks ($5,200), 20-inch wheels ($6,250), chrome exhausts ($6,000), Starlight headlining ($7,200), iPod integration ($630), a six-stacker DVD changer ($1,550), theater-style rear seating ($10,400), a milled drink-holder box, also known as cup holders ($5,100), Rolls-Royce inlays in the door caps ($1,500), front cup holder veneer trim ($920), silver pinstripes on the door caps ($5,310), a thicker steering wheel ($4,290), a two-tone instrument panel top ($1,230), and a bespoke package of black Rolls-Royce logos on the headrests, chrome window switches, and satin trim on the engine ($5,810). All tallied to a final price of almost $450,000, thus making the Phantom the most expensive car ever road-tested by TheCarConnection.com to date. In addition, Rolls-Royce will fit its cars in almost any way imaginable, depending on your preferences, ranging from turning the glove box into a humidor, to modifying the body for added luggage space in the trunk, to buffing the Ecstasy ornament with 24-carat gold.

The Phantom Sedan is available in either standard or EWB (extended-wheelbase) forms, with a base price beginning at $380,000, not including a $2,000 destination charge and a $3,000 gas-guzzler tax. The Rolls-Royce Phantom EWB starts at a whopping $450,000, while the Coupe will set you back around $408,000 and the Drophead Coupe around $443,000.

The Bottom Line: Anyone who rides in the 2010 Rolls-Royce Phantom, Phantom Coupe, or Phantom Drophead Coupe will feel like royalty, but at a starting price of almost $400,000, you'd expect that.

Other Choices

If you like the 2010 Rolls-Royce Phantom, Phantom Coupe, or Phantom Drophead Coupe, also consider:

- Maybach 57

- Maybach 62

- Bentley Continental Supersports

- Bentley Continental GTC Speed

Reason Why:

The only real competitors to the 2010 Rolls-Royce Phantom range are the Maybach 57 and 62, and even these can only compete with the Phantom Sedan. They are built by Mercedes-Benz and are technically just as polished as the Rolls-Royce models, but unfortunately their styling is too similar to the much lesser S-Class on which they share a platform. In a segment where owners typically wish to be seen, the design of the Maybachs can be perceived as too conservative. The Bentley Continental Supersports and the lesser Continental GTC Speed are a bit left of center when it comes to the world of ultra-luxury, but their prodigious amounts of power, prestige, and exclusivity are worth a look. Note that unlike the standard Continental models, the Supersports only have two seats.

Buying Tip

Bring some opinions along with you when visiting the showroom, and maybe even some color swatches. The company will fit your Phantom with nearly any option you like—whether they're specific leathers and woods or a different set of crystal champagne flutes. It takes patience, but such is the cost of absolute luxury.

TECHNICAL SPECIFICATIONS OF PHANTOM V 12

Dimensions
No. of doors / sears	4 / 5
Vehicle length	5834 mm / 229.7 in
Vehicle width	1990 mm / 78.3 in
Vehicle height (unladen)	1632 mm / 64.3 in
Wheelbase	3570 mm / 140.6 in
Turning circle	13.8 n) / 45.3 ft
Track, front	1685 mm / 66.3 in
Track, rear	1670 mm / 65.7 in
Width at shoulder height. front	1509 tun / 59.4 in
cylinder	V / 12 / 4
Width at shoulder height, rear	1431 mm / 56.3 in
Leg room, front	1028 mm / 40.5 in
Leg room, rear	947 mm / 37.3 in
Head room, front	1020 mm / 40.2 in
Head room, rear	979 mm / 38.5 in
Boor volume (DIN)	460 hr / 16.2 cu ft
Fuel tank capacity	100 hr / 22 imp gal
Weight
Unladen weight (DIN)	2495 kg / 5489 lbs
Axle load ratio, rear (unladen)	49.9 %
Gross vehicle weight	3050 kg / 6710 lbs
Payload	555 kg / 1221 lbs
Axle load limit, front	1425 kg / 3141 lbs
Axle load limit, rear	1800 kg / 3968 Ibs
Engine
Engine / cylinders / valves per cylinder	V / 12 / 4
Fuel management	Direct injection
Displacement	6749 cc / 411.8 cu in
Stroke	84.6 mm / 3.33 in
Bore	92.0 mm / 3.62 in
Power Output engine speed	453 bhp / 460 PS (DIN) / 338 kW @ 5350 rpm
Max. torque @ engine speed	531 lb ft / 720 Nm @ 3500 rpm
Compression ratio / fuel type	11:1 / super unleaded
Transmission
Transmission type	ZF 6HP32
Gear ratios
1st	4.171
2nd	2.340
3rd	1.521
4th	1.143
5th	0.867
6th	0.691
Reverse	3.403
Final drive ratio	3. 460
Aerodynamics
Drag Cd	0.38
Drag Cd x A	1.07m3 / 11.5 ft'
Steering and brakes
Steering type	Rack and pinion, speed-sensitive variable rate power assistance
Brake front / diameter	Disc vent. / 374 mm / 14.7 in
Brake rear / diameter	Disc vent. / 370 mm / 14.5 in
Performance
Top Speed	149 mph / 240 km/h (governed)
Acceleration 0-60 mph	5.7 sec
Acceleration 0-100 kph	5.9 sec
Acceleration 0-1000 m	25.6 sec
Fuel consumption
Fuel consumption Urban	24.6 Or / 100 km / 11 5 mpg
Fuel consumption Extra Urban.	11.0 kr / 100 km / 25.7 mpg
Fuel consumption Combined	15.9 Itr / 100 km / 17.8 mpg
CO' emmisions	385 g/lan
Range	up to 625 km / 390 miles
Wheels
Tyre size	Michelin PAX 26S x 790 RS40 A 111 W
Wheel size	Michelin PAX 265 x 540 A
Filling Capacitites
	14 kr 18.5 kr
Radiator inch heater / Engine Oil	Lifetime filling
Transmission fluid / final drive fluid	Lifetime filling
Electric System
Battery capacity / installed position	90+70Ah / boot
Alternator output rating	2 x 180A / 2520W

The Lamborghini Diablo, an Italian Devil.

2010-06-26T18:05:00.000-07:00

In June 1985, Automobili Lamborghini decided it was time to start thinking about a replacement for their legendary Countach; it would take the Lamborghini development team another five years to complete the new super car, the Diablo.

The Diablo was presented to the public on January 21. 1990, at the Hotel de Paris in Monte Carlo during the second Lamborghini Day (the first one was held when the Anniversario was presented in 1988), after five years of development and about 6,000,000,000 Lire went into the project.

The name 'Diablo' was in fact taken from a ferocious bull raised by the Duke of Veragua in the 19th century, it fought an epic battle with 'El Chicorro' in Madrid on July 11. 1869, this animal became legendary and it's well-known history and it's name were aggressive enough to be used for a Lamborghini.

The main directive for the Diablo was simple; its top speed had to be at least 315 Km/h., so work began on the successor of the Countach. For the design of the bodywork Lamborghini contacted Marcello Gandini, he also designed the Miura and Countach, so he was the obvious person to design the new Lamborghini, but his initial design was altered, first under his own directions, later by the Chrysler Styling Center in Detroit.
Chrysler owned Automobili Lamborghini from 1987 on, and arrived right in the middle of the development of project 132.

They changed the design to something more human, more practical, but also less violent, less aggressive. Nevertheless, the overall lines still looked close enough to have Marcello Gandini put his autograph on the side of the car.

The Diablo was still a true Lamborghini, low, wide and extremely fast, its top speed was set at 325 Km/h., but on the Nardo test track, Sandro Munari managed to reach 340 Km/h. To reach these speeds, the Diablo received a modified V-12 engine, still with four valves per cylinder, but now with a displacement of 5.7 liters and a newly developed multi-point fuel injection system. Lamborghini has developed this electronic system with the assistance of Weber and Marelli. The engine now pumps out a healthy 492 Bhp, again placing this new Lamborghini at the top of the super car market (if you do not count the limited edition Bugatti and Jaguar XJ-220).

The body design no longer suffers from the big air intakes on the rear 'shoulders' as on the Countach, now these intakes were neatly incorporated into the lines, and supplied air to the radiators, which were placed at the far rear of the car.

A rear bumper with integrated spoiler kept the engine compartment cool by pulling out the hot air, while a big rear wing could still be ordered as a $4,500 option. An air intake on each side in front of the rear wheels cooled the big rear disc brakes, while in the front spoiler, next to the flashing lights, an extra intake was mounted to cool the front brakes.

These brakes were covered with massive 17-inch wheels with big Pirelli P Zero's mounted on them. The wheels were a new design that looked something like the wheels on the first Countach LP400 S, but were now multi-piece aluminum alloy OZ's.

On the new Diablo, much use was made of composites, a high-strength alloy was used for the passenger 'cell', while the front and rear used a lesser alloy, the body of the Diablo still used aluminum alloy in most parts, but the front and rear sections were made of composites, as was the engine cover and front lid. However, all exterior panels offered an improved quality of their surface to allow an excellent finish.

There were no more wheel arch extensions on the Diablo, however, it was just as wide as the Countach, at 204 cm width, parking would still be difficult, but the doors opened in the familiar Countach way, up and forward. These doors now had side windows in one piece, which went all the way down, and were electrically powered.
Side visibility was therefore much better than on the Countach; also because at the front of the doors, the window-line dipped down to allow a better view in the exterior mirrors. On the Diablo, you could even see something through the interior rear view mirror, because the engine lid was not blocking the view, on this first version of the Diablo that is.

The interior was also completely redesigned, this time by the Chrysler Design Center in Detroit. The seats were again fully adjustable, and could even be ordered on size for the customer. The dashboard was a big block in front of you, but it did not seem to block the view, it could be adjusted in height together with the steering wheel, which could also be adjusted in reach.
Inside you would find the best hand-stitched Italian leather, but also a high power Alpine stereo system, with either a cassette player or a compact disc player. An optional remote CD changer was available, together with a sub woofer system. The entry into the interior was much easier than on the Countach, the door opened wider and you could just sit on the sill and 'drop' into the seat without hitting the roof or the door.

Factory options included the rear wing, but also a factory fitted luggage set ($2,600) could be ordered, and for the inside, an exclusive Breguet clock could be fitted (at $10,500).
Owners started taking delivery of this ultimate Lamborghini in June 1990, exactly five years after the start of the project, and the Diablo sold well, it showed up in various test reports all over the world, always with great success. A few faults were however still there, the heavy steering and the same heavy operation of the clutch; two problems that always were present on Lamborghini's.

But the new Diablo VT would have power steering, and the clutch was modified so the Diablo became easier to handle. When the Diablo VT was presented to the public, the smaller dashboard and the front air intakes underneath the fog/driving lights were also used on the Diablo 2WD.

During the 1998 production year, the driver airbag became available and the dashboard was again slightly redesigned to obtain a very clean look on the inside of the Diablo super car

Type :	Lamborghini Diablo
Years built :	1990 - 1998
Production :	about 900
Chassisnr. :	n.a.
Presentation :	January 21; Hotel de Paris, Monte Carlo, Lamborghini day 2
Type of car :	Two door coupe, two seater berlinetta, horizontally hinged doors
Designed by :	Marcello Gandini
Built by :	Automobili Lamborghini SpA

Wheelbase :	2650 mm(104 in)
Overall length :	4460 mm (175.6 in)
Overall width :	2040 mm (80.3 in)
Overall height :	1105 mm (43.5 in)
Front track :	1540 mm (60.6 in)
Rear track :	1640 mm (64.6 in)
Ground clear. :	115 mm (4.5 in) After 1993 127 mm (5.0 inch)
Front overhang :	930 mm (36.6 in)
Rear overhang :	880 mm (34.6 in)
Weight :	1576 kg (3474 Lbs)
Distribution :	41 / 59 %front / rear

Interior dimensions :

Head room :	932 mm (36.7 in)
Leg room :	1024 mm (40.3 in)
Shoulder room :	1510 mm (59.4 in)
Hip room :	800 mm (31.5 in)

Structure :	High-resistance steel alloy and carbon fiber.
Body :	Aluminium alloy and composite materials (cx : 0.31), rear spoiler optionally available
Suspension :	Independent front & rear with parallelogram action unequal length wishbones, anti-roll bar and front anti-dive / anti-squat geometry.
Brakes :	All-wheel Brembo ventilated disc brakes with 4 calipers on the front and 2 calipers on the rear ones, with an H-type hydraulic circuit, and servo-assistance.
Front :	330 x 32 mm (13 x 1.2 in)
Rear :	284 x 22 mm (11.1 x 0.9 in)
From 1993 on :	310 x 28 mm (12.2 x 1.1 in) was mounted at the rear
Steering type :	Unassisted mechanical rack and pinion
From 1993 on :	power assisted steering was standard
Turning circle :	12.55 m (41.18 Ft)
Front tyre size :	245/40 ZR 17
Rear tyre size :	335/35 ZR 17
Type :	Pirelli P ZERO with asymmetric unidirectional tread
Front rim size :	8.5 x 17 inch
Rear rim size :	13 x 17 inch
Type :	Three-piece OZ-Racing aluminium light-alloy

Type :	V-12 60 degree, light-alloy block, mid mounted (longitudal), rear wheel drive
Distribution :	Dual overhead camshafts, chain drive, four valves/cylinder
Main bearings :	7
Cyl. Capacity :	5709 cc (349 cu)
Bore & stroke :	87 x 80 mm
Compr. ratio :	10.0:1
Max. power :	492 bhp at 7000 rpm
Max. torque :	580 Nm (428 lbs.ft.) at 5200 rpm
Cooling system:	Pressurized circuit
Emission contr.:	Three way catalytic convertors with lambda feedback
Ignition :	Electronic with integrated injection
Plugs :	n.a.
Electr. system :	12 V
Alternator :	85/115 Amp
Fuel system :	Original L.I.E. Lamborghini electronic sequential multi-point injection
Fuel type :	Unleaded 95 R.O.N.
Fuel cons. :	16.0 Lt./100Km
Lubrication :	Dry sump

Type :	Lamborghini five-speed + reverse manual all-synchromesh, ZF final drive with limited-slip differential/
Clutch :	Dry-single plate, hydraulically operated
Disc diameter :	254 mm (10 in)
1st gear ratio :	2.31:1	Max. speed :	97.3 Km/h (60.5 Mph)
2nd gear ratio :	1.52:1	Max. speed :	147.7 Km/h (91.8 Mph)
3rd gear ratio :	1.12:1	Max. speed :	200.2 Km/h (124 Mph)
4th gear ratio :	0.88:1	Max. speed :	254.8 Km/h (158.4 Mph)
5th gear ratio :	0.68:1	Max. speed :	325 Km/h (202 Mph)
Rev. gear ratio :	2.12:1	Max. speed :	105.7 Km/h (65.7 Mph)
Rear transfer ratio :	1:1.59
Rear differential type :	bevel gear type, limited slip 45%
Ratio :	1:2.41

Top speed :	328 Km/h (203 Mph)

0 - 100 Km/h :	4.09 sec
Standing Km. :	20.7 sec

Capacities :

Fuel :	100 Lt
Engine oil :	13 Lt.
Cooling system :	15 Lt.
Luggage :	140 Lt.

Price :	$ 239,000 (US MSRP in 1998)
Current value :	$ 80,900 (1991 model) to $ 139,600 (1996 model), based on sales in 2003

The Lamborghini Murciélago R-GT

2010-06-25T18:40:00.000-07:00

Having never officially forayed into anything other than one-make GT racing, Lamborghini made a surprise move in September 2003 by announcing a small batch of Murcielago R-GT's. It came after a few important customers had requested a competitive Lamborghini with which they could use in international arenas like the FIA GT Championship and American Le Mans Series. Developed jointly etween Reiter Engineering (who make the cars) and parent company Audi Sport (who provided much of the technical input), the Murcielago R-GT's will be built to comply with the FIA's GT and the ACO's GTS category regulations.

Exact details are still sketchy although we do know R-GT's discard the stock Murcielago's four-wheel drive system in favour of a rear-wheel drive set-up whilst its weight is trimmed right down to the 1100kg class minimum. Engine-wise it uses a smaller 6-litre V12 as opposed to the stock versions 6.2 and this is coupled to an advanced sequential gearbox. Outside, the bodywork is adorned with subtly flared wheelarches, a chin spoiler, rear wing, panel retaining pins and new 16-spoke OZ Racing wheels. Priced at around £350,000, Lamborghini are aiming to sell at least ten R-GT's, the first customer examples of which were ready by spring 2004. Reiter had planned to enter an R-GT in the final two rounds of 2003's FIA GT Championship (Estoril and Monza), but after testing at Vallelunga in late September (pictured) and a series of new-car glitches, decideed to skip the Portuguese race.

March 25th, 2007 - The 2007 season of the FIA GT Championship got off to an exciting start at the Zhuhai International Circuit today, where the All-Inkl Racing Lamborghini Murcielago took a closely fought victory, giving Lamborghini its first international motor sport win. In front of the packed grandstand, with 22,000 spectators watching, the newly-adopted two-hour format gave a fantastically close race in both categories. Pit-stop strategy, always a factor, became vitally important when the safety car came out in the second hour. The final dash to the finish line saw the top three finish within four seconds. The Lamborghini was chased across the line followed by two Corvettes.

Christophe Bouchut and Stefan Mücke started the season in the best possible way. The timing of the second pit stops along with a safety-car period saw the number 7 car take the lead in the closing stages of the race. At the re-start, a storming Bouchut kept the advantage ahead of the rest. With fastest laps being set one after the other, a frantic finish finally saw Lamborghini claim its first win. ''This victory is important for Hans Reiter, for our sponsor All Inkl and for Lamborghini,'' Bouchut said afterwards . ''I have worked a lot to develop this car, and I really wanted to give to Lamborghini this first win. Winning was one of our goal this season, we did it here in Zhuhai, for the first race. It is great for the team and for all the people who have worked hard.''

2003 Frankfurt-The long-awaited return of Lamborghini to professional sports car racing edged closer to reality this week when the company unveiled the Murcielago R-GT, a new race car derived from its acclaimed super sports car, the Lamborghini Murcielago. The car was unveiled at the IAA Frankfort Motor Show.

The Murcielago R-GT, developed jointly with renowned race car engineering company Reiter Engineering in Germany, and parent company Audi's sports division Audi Sport, will offer Lamborghini clients a car with which to compete in global professional motor sport.

The car was built to the specifications of the Automobile Club de l'Ouest (ACO), organizer of the 24 Hours of Le Mans, so that it would be eligible to compete at Le Mans and in the American Le Mans Series.

The R-GT will be equipped with a Lamborghini air restricted 6 liter V12 engine, developing a highly competitive power output. The drive train, converted from the Murcielago permanent 4WD to RWD, as per the FIA/ACO regulations, will sport a sequential gearbox. The total weight will be contained within the relevant class specification of 1100 kg.

American Le Mans Series drivers Oliver Gavin and Peter Kox, who compete for rival Corvette and Ferrari teams in the ALMS, will be co-drivers of the car in its maiden race, an FIA-GT event in Estoril, Portugal, on October 5.

'There is already substantial demand for the Murcielago R-GT, from motorsport teams and drivers alike, said Dr. Werner Mischke, Chairman and President of Automobili Lamborghini. We anticipate this new race car becoming one of the special attractions in GT motor sport. The presence of this new racing Lamborghini at international sports car events will be a perfect opportunity to showcase the competitive and performance advantages of the Murcielago.'

engine	Aluminum Alloy V12 w/Dry Sump Lubrication
position	Mid, Longitudinal
valvetrain	DOHC, 4 Valves per Cyl
fuel feed	Fuel Injection
bore	87 mm / 3.43 in
stroke	84 mm / 3.31 in
power	440.0 kw / 590 bhp @ 6300 rpm
bhp/weight	536.36 bhp per tonne
torque	710 nm / 523.7 ft lbs @ 5000 rpm
redline	6800
body / frame	Carbon Fibre Body over Alloy Steel Tubular Frame
driven wheels	RWD
wheel type	Magnesium Forged
front tires	305 – 650 / 18 Slik
rear tires	330 – 710 / 18 Slik
front brakes	Brembro Discs w/6-Piston Calipers
f brake size	x 380 mm / x 15.0 in
r brake size	x 355 mm / x 14.0 in
front wheels	F 45.7 x 31.8 cm / 18 x 12.5 in
rear wheels	R 45.7 x 33.0 cm / 18 x 13 in
steering	Rack & Pinion w/Power Assist
f suspension	Double Wishbones
r suspension	Double Wishbones
weight	1100 kg / 2425 lbs
wheelbase	2670 mm / 105.1 in
length	4700 mm / 185.0 in
width	2058 mm / 81.0 in
transmission	Holinger 6-Speed Sequential w/3-Disc Carbon clutch
gear ratios	:1
race victories	Zhuhai 1st OA

Maserati GranCabrio marks a new and important chapter in Maserati’s history

2010-06-25T18:24:00.000-07:00

It is a Maserati unlike any seen before.
Maserati is set to unveil the first four-seater convertible in the history of the Trident, at the Frankfurt motor show on September 15. The new GranCabrio, which is being dubbed the Trident’s ‘third prong’, completes Maserati’s product line-up – alongside Quattroporte and GranTurismo.

The Pininfarina styling of the new GranCabrio is unmistakable, while the spacious interior promises four proper seats, thanks to the fact that it has the longest wheelbase of any convertible on the market. Although performance figures have not yet been released, the car is powered by a 427bhp 4.7-litre V8 engine, while its canvas roof ‘emphasises the link with the Maserati tradition’.

And what a tradition. We’re talking such glorious icons of open-top motoring as the 1950 Maserati A6G Frua Spyder, 1960 3500GT Vignale Spyder, 1964 Mistral Spyder, 1968 Ghibli Spyder and 2001 Spyder, the car designed by Giorgetto Giugiaro which marked Maserati’s return to the American market.
Like its forebears, the latest Maserati is aiming to appeal to ‘men and women who love to live life in an understated – though sophisticated – manner’.

In pictures the GranCabrio’s proportions appear well judged, but in the flesh it’s clear that this is another Pininfarina masterpiece. Maserati has done a fantastic job in retaining the Coupe’s slinky silhouette with the hood up, and creating a whole new elegant profile with it stowed.

There’s coupe-like levels of refinement in with the roof in place, but staying quiet isn’t one of the GranCabrio’s strong points. Open the cabin to the elements, however, and the 434bhp 4.7-litre V8 can be heard in all its glory. Push a button marked ‘Sport’ and the exhaust emits an even throatier roar.

The GranCabrio corners with a flatness and poise that would put most cars to shame, and the beautifully weighted steering is direct and responsive. But 1,980kg is sizeable chunk of weight to throw around, and it always feels more comfortable being driven at three-quarters of its abilities.

Maserati has done a fantastic job of stiffening the chassis to compensate for the lack of a roof, and all for only a 100kg penalty over the Coupe. While particularly bad surfaces have a habit of sending shockwaves through the chassis, the front and rear ends always feel like they are working together, inspiring confidence in bends.

The experience can be enjoyed by four adult passengers, too. Two six-footers fit easily behind one another, although bringing luggage for all four might prove tricky with such a miniscule 173-litre boot.

At just a few pounds under £100,000, the GranCabrio certainly isn’t cheap, but line it up against a style-led direct rival like the Aston DB9 Volante and there’s a significant saving to be had. Economics aside, a Maserati is a car you buy with your heart not your head, and with its supermodel good-looks and epic soundtrack the GranCabrio is certain to win many an admirer.

In detail
Price: £95,630 (approx)
Engine: 4.7-litre V8
Transmission: Six-speed semi-auto, paddle-shift, rear-drive
Power: 434bhp
Torque: 490Nm
0-62mph: 5.4 seconds
Top speed: 175mph
Economy: 18.5mpg
CO2: 354g/km
Equipment: Leather trim, electric heated seats, sat-nav, 30Gb hard drive, ejectable roll bars, 16-speaker Bose stereo, climate control, iPod connection

Style is everything

Tied up in all this chassis work is the decision to go for a folding cloth top rather than a collapsible steel top. A folding metal roof — especially for a long wheelbase four-seater — would occupy an enormous amount of space; space that would impinge on boot capacity as well as the all-important pop-up roll-over bars. There would also be a weight penalty and a higher centre of gravity. Style is vital, and the soft top permits the designers to adopt a more sporting line than would be possible with a tin-top. It also means that bespoke soft-top colour schemes are possible. Log on to the Maserati website and click ‘Configurator' to design your own Gran Cabrio colours for paint, trim, wheels, brake callipers and hood. The multi-layer soft top is really top quality. The fit is superb, giving a quiet ride and the feeling of being inside a fixed-head-coupé. When stationary in ‘park', it takes 28 seconds for the system to open or close the roof. It can also be closed when moving at 29kph or less by holding the ‘close' button for a few seconds.

Maserati has put all its goodies into one bag with the Gran Cabrio. The cost of the standard car includes much equipment, but if you want to go on a spendathon, the list of options is a long one.

Motor mouth

The 4.7-litre, 440 bhp V8 is torquey and delivers 82 per cent of its maximum torque at just 2,500rpm, making it a relaxed cruiser with instant urge should the need arise. The transmission is the latest ZF six-speed automatic with paddle shift and a torque converter for seamless gearshifts.

The well-proven Skyhook suspension system is standard and features a constantly adaptive damping system for a very comfortable and very composed ride. Sport Mode is switchable and gives a noticeably harder ride and less roll — something for the test track methinks. This dual-mode suspension removes the ride/handling compromise that many luxury sportscars suffer from.

As for the brakes, Maserati's dual-cast discs are standard giving the dependability of iron for the friction surfaces and aluminium for the internals for both lightness and heat dissipation. Electronic stability aids abound and will save you from yourself should you by any chance get into a pedal-stamping, wheel twirling frenzy.

So what does the Gran Cabrio weigh? A super luxurious, 295kph, proper four-seat, open-top sportscar. Here is where I look up the kerb weight of the opposition. Not easy as the specification mentioned in the preceding sentence does not exist with any other car. Anyway, the Gran Cabrio's kerb weight is 1,880kg, with a near 50:50 weight distribution. A Jaguar XKR convertible weighs about the same as this Maserati but only has two proper seats.

The interior of the Gran Cabrio is a nice place to be even if you don't go anywhere. The dual zone climate control gives the rear passengers their own vents. The multimedia system has a 7-inch screen with 30GB hard drive, sat nav, CD slot USB socket for MP3 downloads, iPod socket and all the features you would expect at this level. The quality of the leather and interior design is outstanding. And as mentioned, you can stipulate your colour co-ordinated interior with a choice of ten colours for leather, seven for carpets and two for wood veneers.

The road test confirmed that the power delivery and gearshift are not an issue. You can play with the paddles or simply rely on the regular auto 'box lever; all very fuss-free, quiet and easy. Having a switchable suspension system means that on the road, even bumpy roads, the ride is relaxed provided you don't use the ‘Sport' button. I turn off the road on to the test track and unleash those 440 horses. The Gran Cabrio leaps into action and the once tranquil exhaust note howls all the way to 7,200rpm.

Handling is communicative and the Maserati Stability Programme is working overtime to maintain the equilibrium. I switch off the MSP and horses become beasts. The howl is louder as it comes in earlier at 3,000rpm. The gearshift is even quicker and happens at higher rpm. It automatically blips on downshift to match the revs, flattering the driver's skill level. This latest software even knows to downshift closer to a corner so that engine braking does not upset the hard braking for an imminent corner — very clever.

Not that long ago a supercar on a track would fry its brakes in two laps; distorting the discs, boiling the fluid, with a pedal flopping to the floor. Maserati's new dual-cast discs cope well with circuit abuse; its ABS and EDB matching the system capably. The suspension firms up beautifully, reducing roll and dive. Chassis flex and scuttle shake are far less than you would expect from an open-top car. Meanwhile the steering is a delight. Very precise and weighted just right; not too heavy, not too light. Grip levels are very high with initial understeer turning to power oversteer at will. The long wheelbase making it easier than most to control, and once again flattering the driver. The neutral handling comes via the excellent set-up and near 50:50 weight balance.

High speeds arrive very quickly as you would expect with a 0-100kph time of 5.3 seconds. But I am surprised by the top end delivery. Air resistance is the enemy at high speeds but no one has told this to the Gran Cabrio's horses. I look up the drag coefficient and it is an impressive 0.35Cd, which explains the 295kph top speed, or in top-down mode, 270kph if you can handle this much wind in your hair. The Gran Cabrio's multirole capability confuses things. Just when you thought you had open-top motoring out of your system, along comes a car with all-round capabilities.

ENGINE
Displacement:	4,691 cc
Bore:	94 mm
Stroke:	84.5 mm
Compression ratio:	11.25:1
Maximum power output:	323 kW (440 CV)
Engine speed at maximum power:	7,000 rpm
Maximum torque:	490 Nm (50 kgm)
Engine speed at maximum torque	4,750 rpm
Max engine speed:	7,200 rpm

SIZE AND WEIGHT
Length:	4,881 mm
Width (excluding wing mirrors):	1,915 mm
Width (including wing mirrors):	2,056 mm
Height:	1,353 mm
Wheelbase:	2,942 mm
Front track:	1,586 mm
Rear track:	1,590 mm
Front overhang:	873 mm
Rear overhang:	1,066 mm
Turning circle:	12.3 m
Boot capacity:	173 l
Fuel tank capacity:	75 l
Dry weight:	1,887 kg
Curb weight:	1,980 kg
Curb weight + driver:	2,055 kg
Full load weight:	2,280 kg
Maximum weight technically permitted:	2,350 kg
Weight distribution:	49% front; 51% rear (closed)
	48% front; 52% rear (open)

PERFORMANCE
Top speed:	283 km/h
0-100 km/h acceleration:	5,3 s
0-400 m acceleration:	13.9 s
0-1,000 m acceleration:	24.8 s

CONSUMPTION AND EMISSIONS
Urban:	23.22 (l/100 km)
Extra urban:	10.56 (l/100 km)
Combined:	15.23 (l/100 km)
CO2 emissions (combined cycle):	354.0 (g/km)

Lamborghini Gallardo Spyder

2010-06-24T03:06:00.000-07:00

Two years after the launch of the Coupé version of the Gallardo, Automobili Lamborghini is presenting the new Lamborghini Gallardo Spyder at the Frankfurt Motor Show. This latest addition brings the marque's range of supercars to four models.

The 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 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 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 new 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 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 new Gallardo Spyder is also available in the two special colours: Celeste Phoebe (light blue) and Verde Picus (green). There are also new colours 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 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

Type :	Lamborghini Gallardo Spyder
years built :	2005 -
Production :	just entering production
Chassisnr. :	n.a.
Presentation :	September 2005 IAA FrankfurtAuto Show
Type of car :	Two door convertible, two seater berlinetta
Designed by :	Lamborghini Centro Stile
Built by :	Automobili Lamborghini SpA

Wheelbase :	2560 mm (100.7 in)
Overall length :	4300 mm (169.3 in)
Overall width :	1900 mm (74.8 in)
Overall height :	1184 mm (46.6 in)
Front track :	1622 mm (63.9 in)
Rear track :	1592 mm (62.7 in)
Ground clear. :	n.a.
Front overhang :	n.a.
Rear overhang :	n.a.
Weight :	1570 kg
Distribution :	n.a. front / rear

Structure :	Structural aluminum space frame, based on aluminum extruded parts welded to aluminum caster joint elements
Body :	Aluminum with thermoplastic 'hang on' parts
Suspension :	Double wishbones front and rear suspension, anti-roll bar, anti-dive and anti-squat 'self adjusting' Koni FSD dampers
ESP :	Full ESP system with ABS, ASR and ABD
Brakes :	All wheel ventilated discs, power vacuum, aluminium alloy Brembo calipers : 8 cylinders front caliper and 4 cylinders rear caliper
Front :	365 x 34 mm
Rear :	335 x 32 mm
Steering type :	Power-assisted rack and pinion, 3.2 turns lock to lock
Turning circle :	11.5 m
Front tyre size :	235/35 ZR 19
Rear tyre size :	295/30 ZR 19
Type :	Pirelli P ZERO 'ROSSO' with asymmetric unidirectional tread
Front rim size :	8.5 x 19 inch
Rear rim size :	11x19 inch
Type :	Monoblock alloy wheels
Mirrors :	External mirror with electrical closing and heating system, internal mirror with anti-blinding system
Rear Spoiler :	Electronically controlled
Airbags :	Front 'dual stage' driver and passenger airbags, side 'head-thorax' airbags

Type :	V-10 90 degree, 18 degree crankpin offset, light-alloy block, mid mounted (longitudal), permantent four-wheel drive with viscous traction system
Distribution :	Dual overhead camshafts
Main bearings :	n.a.
Cyl. Capacity :	4961 cc
Bore & stroke :	82.5 x 92.8 mm
Intake system :	Variable geometry
Valve gear :	Chain driven, intake and exhaust continuously variable valve timing, electronically controlled.
Compr. ratio :	11.0:1
Max. Power	520 bhp (367 kW) at 8000 rpm
Max. torque :	510 Nm at 4500 rpm
Cooling system:	Two water radiators + gearbox oil cooler + engine oil cooler
Emission contr.:	Catalytic converters with lambda sensors
Engine management :	Lamborghini L.I.E., with individual static ignition, multipoint sequential fuel injection, drive-by-wire system, OBD system
Plugs :	n.a.
Electr. system :	12 V
Alternator :	n.a.
Fuel type :	Unleaded 95 R.O.N.
Fuel cons. :	n.a.
Lubrication :	Dry sump

Type :	Lamborghini six-speed + reverse manual all-synchromesh
Optional :	Robotized sequential E-gear system with actuation by paddles on the steering column
Clutch :	Double plate
Disc diameter :	215 mm
1st gear ratio :	2.56:1	Max. speed :	97.5 Km/h (61 Mph)
2nd gear ratio :	1.85:1	Max. speed :	134.9 Km/h (84 Mph)
3rd gear ratio :	1.42:1	Max. speed :	175.5 Km/h (109 Mph)
4th gear ratio :	1.14:1	Max. speed :	219.2 Km/h (136 Mph)
5th gear ratio :	0.94:1	Max. speed :	265.9 Km/h (165 Mph)
6th gear ratio :	0.81:1	Max. speed :	314 Km/h (195 Mph)
Rev. gear ratio :	n.a.	Max. speed :	n.a.
Final drive ratio :	3.82:1
Rear differential :	45% limited slip
Front differential :	Slip limitation by ABD function

Top speed :	314 Km/h (195 Mph) with the roof up
	307 Km/h (191 Mph) with the roof down

0 - 100 Km/h :	4.2 sec
0 - 200 Km/h :	14.5 sec
0 - 300 Km/h :	n.a.
Standing Km. :	22.5 sec
1/4 Mile :	12.2 sec at 122 Mph

Capacities :

Fuel :	80 Lt
Engine oil :	10 Lt.
Cooling system :	20 Lt.
Luggage :	n.a.

Price :	European MSRP 165.000 Euro
	US MSRP $ 195,000
Current value :	n.a.

Lamborghini Gallardo 5.0

2010-06-23T18:27:00.000-07:00

Finally the new 'entry level' Lamborghini was presented to the public, the long awaited Lamborghini Gallardo was introduced during the 2003 edition of the Geneva Auto Show, drawing a lot of attention and reactions ... both good and bad.
The styling of this new Lamborghini model was very refreshing, somewhat angular and odd shaped in some places, but very different from anything Automobili Lamborghini SpA ever offered in the past, Fabrizio Giugiaro (ItalDesign/Giugiaro) sketched the original design down but Luc Donckerwolcke at the new Lamborghini Centro Stile did the final touches.

By using a rather long wheelbase and short overhang to both the front and rear, the initial impression of the Gallardo was rather muscular and dynamic, while retaining a 'compact' look.
The 'forward leaning' side view mirrors tend to create an impression of motion, even at a standstill, when looking at the Gallardo from the side, while the taillights, which take the design of the upper air intakes and pull it towards the rear, were mounted on the outskirts of an adjustable rear wing. According to some sources, the design of the new Gallardo was actually inspired by modern fighter jets.

The front of the Gallardo remained rather similar to the Murcielago, the 'big brother' to this new model, with the same basic shape of the air intakes in the massive bumper/spoiler combination leading towards two water radiators and an oil cooler.

Gallardo option list :

As usual there are still some options available on this new supercar :

Factory option :	Price :
e-Gear	Euro 11,000
Metallic paint	Euro 1,650
Three layer color	Euro 3,550
Dual color leather	Euro 1,350
Alcantara	Euro 1,350
Colored brake calipers	Euro 950
On-Board computer	Euro 550
Heated exterior mirrors	Euro 400
Coming home function	Euro 410
Anti theft system	Euro 750
Car cover	Euro 350
Care essentials	Euro 490
Custom luggage set	Euro 3,400
Electric seats	Euro unknown
GPS equipment	Euro unknown
Transparent engine cover	Euro 4,780
Custom floor mats	Euro 425

Note these prices in Euro are still estimates, not exact list prices.

e headlights were razor-sharp looking, and when seen from the side, the most eye-catching items would be the air intakes and the special way the exterior mirrors were mounted. The Gallardo features large side intakes that start on the doors and cut deeply into the bodywork to allow fresh air into the engine compartment, additional intakes mounted on the wide shoulders should help to keep the V10 engine cool enough, by the way, this engine can be mounted underneath an optional, transparent cover, so the people looking at your brand new Lamborghini can also admire the new work of art that's used to push this car to a top speed of 309 Km/h.

The aluminum cylinder heads and block of this new engine were built at the Cosworth Technology factory (also owned by Audi AG), after which they are shipped to Györ in Hongary to be finished, much like other engines from the Audi range, this mighty engine was actually based on the Audi 4.2 V8 engine, sharing the 90 degree V-angle and bore centers, however the Lamborghini unit has a four valves per cylinder configuration instead of the 'Audi trademark' five valves and naturally two more cylinders.

Apparently Audi AG has decided to use the same engine in their new Audi super car, the Nuvolari, with a twin turbo configuration they expect to create about 600 Bhp at only 6100 rpm.

Using a dry sump lubrication system, the engine could be mounted very low into the chassis, the actual center of gravity of the Gallardo is situated at only 46 cm from the ground, with four valves per cylinder, dual-length intake manifolds, variable control for both intake and exhaust valves, this new engine pumped out 500 Bhp at 7800 rpm, with a torque value of 510 Nm at 4500 rpm, 80 percent of which was already available at only 1500 rpm, driving sensations guaranteed ...

An interesting note was that the entire aluminum space frame or so-called body-in-white of the Gallardo, built at Neckarsulm like the Audi A8 aluminum structure, only weighs about 250 kg, completely finished, much less than a traditional steel space frame chassis would be thanks to Audi AG's extensive experience in this field.

As already mentioned in pre-release articles, the doors on this Lamborghini open in the traditional way, the impressive upward swinging doors remain reserved for the big V12 powered model, another way of distinguishing the Gallardo from the Murcielago, but just like on the latter, the Gallardo has a rear wing installed that changes its angle according to the speed of the car, at 130 Km/h it moved into the upward position resulting in nearly zero upward force at high speeds, while below 80 Km/h it would return to it's original state, flush with the rest of the car.

The interior of the Gallardo also means business, very functional and finished in the finest materials, an optional E-gear will get rid of the gearshift lever on the central console, and adds two levers behind the steering wheel to control the sequential gearbox, if you stay with the standard gearbox, you'll have a state of the art six-speed unit at your fingertips to control the VT drive train which would send about 70 percent of the power to the rear wheels in normal driving conditions, in case of traction loss at the rear, the front wheels can receive up to 50 percent of the available 500 horses located behind your back.

The Gallardo presented an entire collection of airbags, the driver's and passenger's airbag were 'two-stage' models, while the airbags mounted in the seats protected both the body as the head of those seated inside this super car, other nice touches found inside the new Lamborghini were a great quality stereo and air-conditioning (straight from an Audi A8), while a big screen DVD navigation system was available as an option, again much like the one found on the Audi A8.

Early, independent, tests have shown that the E-gear option would be advisable, since the clutch pedal for the standard gearbox required the footrest for the driver to be moved slightly towards the seat, creating a rather strange seating position that could become annoying during a long drive.

The steering wheel is adjustable for reach and height, while the leather seats are electrically adjustable in all directions too, finding a decent driving position shouldn't be too difficult inside the Gallardo.

Note that the new Gallardo was the first Lamborghini to be built with massive 19-inch wheels right from the factory, perhaps these would become an option on the Murcielago, which used 'only' 18 inch wheels when introduced in 2001, a nice touch is the availability of 19 inch winter tires as an option, to improve 'everyday use' of the new Gallardo.

According to Mr Werner Mischke (chairman at Automobili Lamborghini SpA), for the first time in history a Lamborghini will be priced at exactly the same amount all over Europe, at 145.180 Euro (around US $ 165,000) the Gallardo should be a worthy competitor in the rather crowed area of the 'smaller' super cars, makes like Ferrari, Porsche and Aston Martin were also very busy in this small market, but it seems the Gallardo could be a very though car to beat when put side by side for a comparison, let's wait and see what the first production cars will feel like on the open road when tested by the, sometimes, notorious motoring press.

One of the first independent road tests revealed some interesting points, the standard ESP couldn't be completely de-activated, apparently the button on the dashboard doesn't allow the Electronic Slip Prevention to be cut off entirely, it still kicks in when driving close to the limits of the car, preventing a overly 'sporty' way of driving in favor of safety.

The cars with the optional e-Gear actually have a reprogrammed ESP system, allowing a more sporty way of driving because the threshold of activation for the ESP has been increased, note however that this threshold is set at such a level that I doubt most owners will ever reach it on the open road.

Another point the journalist noted was the fact that the engine had a very distinguished sound, not raw or anything, but more like a deep roaring sound, less loud than a Murcielago actually, also the controlling of the e-Gear could still be improved, shifting up or down sometimes isn't as smooth as it should be. Note however that any tests have been performed on pre-production models, so some changes could still be made before the first customer cars arrive in September 2003.

The optional e-Gear offers three settings, Automatic, Normal and Sport, the first one puts the focus on comfort while Normal allows the driver to switch gears manually although when reaching the maximum rpm's, the electronic controls take over and shift upwards automatically. The Sport setting on the other hand will not 'shift up' automatically and dramatically shortens the time to shift gears.

Perhaps not perfect, but the standard six speed gearbox, although it retains the magnificent 'shifting grid' on the central tunnel, uses two cables to transmit the gearlever movement ...

The Lamborghini Gallardo is actually the first 'series' production car that uses the new Koni FSD dampers. Koni's Frequency Selective Damping is a passive system that allows the suspension to be modified according to road conditions, these dampers are set 'hard' when their frequency is below 7 Hertz (7 compressions and extensions of the damper per second), while a valve is opened when this frequency is reached, resulting in a softer setting to allow more movement of the wheels to improve comfort on bad roads.

The optional 'sport suspension' doesn't lower the car this time, to avoid damage to the already very low bodywork and chassis, but instead it increases 'stiffness' by 15 percent at the front and 20 percent at the rear.

The initial setup of the suspension was to have the Gallardo understeer mildly when entering a curve, while understeer would return to neutral during the curve and remain neutral on exiting.

When driving the Gallardo during an Italian test in June 2003, the car had such a smooth drive it couldn't be compared with anything else on the super car market today, while retaining a firm control of body roll while cornering and perfect handling of pitch and roll.

The rather controversial styling of the Lamborghini Gallardo caused some very emotional reactions among current Lamborghini owners, they didn't love the Murcielago either at first, and now the Gallardo is another step from the brutal Countach and magnificent Miura.

It looks like Automobili Lamborghini SpA shed the past and headed towards the future at a very high speed, putting the current models at a level of finish and drivability never seen before on a Lamborghini, extremely reliable and somewhat easier to drive, compared to the heavy clutch on a Countach for instance, it is obvious that since the Audi AG takeover, Automobili Lamborghini SpA came a long way from the 'out of this world' brutality of the Countach and the sensual lines of the Miura, without even mentioning the classic GT's from the late Sixties and early Seventies, perhaps the company is looking for 'new' buyers instead of appealing to current Lamborghini owners ...

With a projected production of nearly 1200 Gallardo's each year (note that 3500 Modena's are being built each year), a lot of new buyer's are required which is probably one of the reasons why the current 50 worldwide dealers will be expanded up to 80 official dealerships ...

Type :	Lamborghini Gallardo
Years built :	2003 -
Production :	just entering production
Chassisnr. :	n.a.
Presentation :	March 2003 Geneva Auto Show
Type of car :	Two door coupe, two seater berlinetta
Designed by :	Based on an ItalDesign - Giugiaro concept further developed by the Lamborghini Centro Stile
Built by :	Automobili Lamborghini SpA

Wheelbase :	2560 mm (100.7 in)
Overall length :	4300 mm (169.3 in)
Overall width :	1900 mm (74.8 in)
Overall height :	1165 mm (45.9 in)
Front track :	1622 mm (63.9 in)
Rear track :	1592 mm (62.7 in)
Ground clear. :	n.a.
Front overhang :	n.a.
Rear overhang :	n.a.
Weight :	1430 kg
Distribution :	42/58 % front / rear

Structure :	Structural alumnium space frame, based on aluminium extruded parts welded to aluminium caster joint elements
Body :	Aluminium with thermoplastic 'hang on' parts
Suspension :	Double wishbones front and rear suspension, anti-roll bar, anti-dive and anti-squat 'self adjusting' Koni FSD dampers
ESP :	Full ESP system with ABS, ASR and ABD
Brakes :	All wheel ventilated discs, power vacuum, aluminium alloy Brembo calipers : 8 cylinders front caliper and 4 cylinders rear caliper
Front :	365 x 34 mm
Rear :	335 x 32 mm
Steering type :	Power-assisted rack and pinion, 3.2 turns lock to lock
Turning circle :	11.5 m
Front tyre size :	235/35 ZR 19
Rear tyre size :	295/30 ZR 19
Type :	Pirelli P ZERO 'ROSSO' with asymmetric unidirectional tread
Front rim size :	8.5 x 19 inch
Rear rim size :	11x19 inch
Type :	Monoblock alloy wheels
Mirrors :	External mirror with electrical closing and heating system, internal mirror with anti-blinding system
Rear Spoiler :	Electronically controlled
Airbags :	Front 'dual stage' driver and passenger airbags, side 'head-thorax' airbags

Type :	V-10 90 degree, 18 degree crankpin offset, light-alloy block, mid mounted (longitudal), permantent four-wheel drive with viscous traction system
Distribution :	Dual overhead camshafts
Main bearings :	n.a.
Cyl. Capacity :	4961 cc
Bore & stroke :	82.5 x 92.8 mm
Intake system :	Variable geometry
Valve gear :	Chain driven, intake and exhaust continuously variable valve timing, electronically controlled.
Compr. ratio :	11.0:1
Max. power :	500 bhp (367 kW) at 7800 rpm
(from MY 2006)	520 bhp (367 kW) at 8000 rpm
Max. torque :	510 Nm at 4500 rpm
Cooling system:	Two water radiators + gearbox oil cooler + engine oil cooler
Emission contr.:	Catalytic converters with lambda sensors
Engine management :	Lamborghini L.I.E., with individual static ignition, multipoint sequential fuel injection, drive-by-wire system, OBD system
Plugs :	n.a.
Electr. system :	12 V
Alternator :	n.a.
Fuel type :	Unleaded 95 R.O.N.
Fuel cons. :	19.5 Lit/100 Km
Lubrication :	Dry sump

Type :	Lamborghini six-speed + reverse manual all-synchromesh
Optional :	Robotized sequential E-gear system with actuation by paddles on the steering column
Clutch :	Double plate
Disc diameter :	215 mm
1st gear ratio :	2.56:1	Max. speed :	97.5 Km/h (61 Mph)
2nd gear ratio :	1.85:1	Max. speed :	134.9 Km/h (84 Mph)
3rd gear ratio :	1.42:1	Max. speed :	175.5 Km/h (109 Mph)
4th gear ratio :	1.14:1	Max. speed :	219.2 Km/h (136 Mph)
5th gear ratio :	0.94:1	Max. speed :	265.9 Km/h (165 Mph)
6th gear ratio :	0.81:1	Max. speed :	315 Km/h (195 Mph)
Rev. gear ratio :	n.a.	Max. speed :	n.a.
Final drive ratio :	3.82:1
Rear differential :	45% limited slip
Front differential :	Slip limitation by ABD function

Top speed :	315 Km/h (195 Mph)

0 - 100 Km/h :	4.2 sec
0 - 200 Km/h :	14.5 sec
0 - 300 Km/h :	n.a.
Standing Km. :	22.5 sec
1/4 Mile :	12.2 sec at 122 Mph

Capacities :

Fuel :	90 Lt
Engine oil :	10 Lt.
Cooling system :	20 Lt.
Luggage :	n.a.

Price :	European MSRP 145.180 Euro
	US MSRP $ 165,000

Lamborghini Reventón part2

2010-06-22T17:23:00.000-07:00

part 2

The brand new, super exotic Lamborghini Reventón has been unveiled during the press conference at the 2007 edition of the IAA Motor Show in Frankfurt, a totally different car than the Murciélago LP640 it was based on, but still very much a Raging Bull.

The official press release unveiled all the details, but some details are this, a modified LP640 engine with no less than 650 Hp from a total displacement of 6.5 liters, other than that the engine is just about the only item from the base car that hasn't been modified or replaced during the creation of the impressive Reventón.

I was lucky enough to be able to attend the press conference, when Stephan Winkelmann proudly had the car unveiled by three lovely ladies, the Reventón marks another milestone in the history of Automobili Lamborghini SpA since it's founding more than 40 years ago, this will be the most expensive car ever to leave the gates at Sant'Agata. With a worldwide list price of a cool 1 million Euro (excluding taxes) and a production run of no more than 20 units, the new Reventón will become an instant collector's item, I can imagine only a few of these 20 cars will actually be driven on the road, which is a real pity actually.

With a totally new dashboard treatment and amazing seats, this is a Lamborghini that is destined to be enjoyed on the open road, as a side note, the entire dashboard cluster is machined from a solid piece of aluminum, covered by a Carbon Fiber section to avoid glare. The instruments itself are even more exclusive, there are three LCD monitors that actually display all necessary information, the central screen even shows G-Forces ... just to make sure you know how much G's you are pulling going around the corners, just like in a fighter plane, from which the initial design was taken in fact.

Going to the exterior design, it is different, very angular and wide, using a vast collection of angles and design clues ... the wide rear fenders are amazing, the front lights are innovative, and the taillight clusters are made of three arrays of special heat resistant LED's to be able to cope with the heat from the central mounted, massive exhaust pipe.
A close look at the design of the car shows that the wheelarches are somewhat angular now, not round like on the original LP640 Murciélago, it is obvious the car was based on this flagship, but still it is totally different nonetheless. The triangular design of the front spoiler and hood is taken all the way back to the engine cover and rear section. Also note that the engine cover is again finished with glass 'blades' to give everybody a glance at the heart of the car. Another styling detail, the special fuel filler is made from one single piece of aluminum, another detail that shows the impressive amount of workmanship that will go into each of the 20 carsthat will be built and delivered to their lucky owners during 2008, all finished in the special grey/green shade, that actually isn't glossy, but due to the subtle addition of metallic flakes in the paint give an unseen shine when parked in the sunshine.

If you were under the impression the LP640 sits on nice wheels, the Reventón takes it to the next level, the black rims are finished in a high gloss, and each of the five spokes has a special Carbon Fiber fin attached to it, to create a jet turbine look and in the mean time create extra cooling for the standard ceramic discs.

There is no doubt the Reventón will stir emotions once again, but you can't deny the fact that Automobili Lamborghini SpA isn't following the well known path, they are building innovative cars, just like the Miura and the Countach were years ahead of their time when they were introduced, the Reventón is ahead of it's time, and it's competition today ... and rumour has it all 20 cars are actually already sold when this first prototype was shown in Frankfurt ...

Lamborghini Reventón
The most extreme
The essence of the marque: just 20 examples of a design masterpiece

Clearly a Lamborghini, but nothing quite like it. A super car without equals: the Lamborghini Reventón is a road vehicle with an extreme specification and, at the same time, a limited edition masterpiece – a coherent style, angular with sharp lines, inspired by the very latest aeronautics.

With just 20 produced, each 1 Million Euro (without taxes) Lamborghini Reventón is a symbol of extreme exclusivity, yet still offering the extraordinary performance that makes the Reventón so unrivalled: under the completely autonomous design, the Reventón possesses the entire technical and dynamic competence of the twelve cylinder Lamborghini.

Lamborghini prides itself on being the extraordinary manufacturer of extreme super sports cars without compromise. Sensuality and provocation characterise every Lamborghini, with an aggressively innovative style. "However, the Reventón is the most extreme of all, a true automotive superlative. Our designers at the Lamborghini Style Centre took the technical base of the Murciélago LP640 and compressed and intensified its DNA, its genetic code," affirms Stephan Winkelmann, President and CEO of Automobili Lamborghini S.p.A.
Born in Sant'Agata Bolognese

The Lamborghini Reventón has been entirely designed in Sant'Agata Bolognese, the original birthplace of the Lamborghini and the native home of every super car born under the sign of the bull. The design drawn up in Lamborghini's Centro Stile (Style Centre) is fine-tuned in close collaboration with the Lamborghini Research and Development Department. Thus, the Reventón is not only "haute couture" but it also stands out for its elevated dynamism whilst being entirely suitable for every day use.

The Lamborghini Reventón is not destined to remain a one-off. A total of 20 Lamborghini friends and collectors will be able to own this extraordinary car and, naturally, enjoy the incomparable pleasure of driving it.

The name Reventón has been chosen according to Lamborghini tradition. Reventón was a fighting bull, owned by the Don Rodriguez family. It is included in the list of the most famous bulls ever and is known for killing the famed bullfighter Felix Guzman in 1943.
Inspired by the fastest airplanes

The present day Lamborghini models are distinguished by the clear language of their shape. The coherent proportions of the Murciélago and Gallardo highlight their power and dynamism. Sharp edges, precise lines and clean surfaces: these are ingredients of a style reduced to the essential. Each element is created exactly according to its function; ornaments and decorations are totally foreign to a Lamborghini.

With the Reventón the Centro Stile designers have coherently developed this philosophy, inspired by another sphere where speed and dynamism reign absolute: modern aeronautics, responsible for the fastest and most agile airplanes in the world. This has created an extremely precise, technically striking style with a new vitality: interrupted lines and contorted surfaces create a fascinating play of light, giving the car incredible movement.

Made of carbon fibre and precision

Although it is based on the extraordinarily successful Murciélago LP640, the exterior design of the Reventón is completely new. Just like the base model, the exterior is made of CFC, a composite carbon fibre material, which is as stable as it is light. The exterior components are glued and fixed to the body comprised of CFC and steel.

The front is characterised by the acute angle of the central 'arrow' and by the powerful forward-facing air intakes. Although they do not supply air directly to the turbine like an airplane, bearing in mind the 650 hp, an abundant volume of air is necessary to cool the carbon brake disks and the six cylinder callipers.
Characterised by coherent functions

Naturally, both doors on the Reventón open upwards – since the legendary Countach this has also been a symbol of the V12 Lamborghini product line. With their asymmetric configuration, the large air intakes below the doors provide an example of the extreme coherence with which a Lamborghini fulfils its function: on the driver's side it is large to increase the flow of oil to the radiator. On the passenger's side of the vehicle, the air intake is flat because in this case, it only has to ensure the flow below the floor. The aerodynamically optimised flat floor structure terminates at the rear with a diffuser featuring an accentuated shape. This guarantees excellent road grip and stability even at 340 km per hour.

In spite of the extreme and innovative language of its shape, the Reventón not only maintains all the strong features of the Murciélago LP640, but also offers further amelioration in terms of aerodynamics, the important engine cooling system, the air intake system and brakes. The airflow and the section of the variable geometry air intakes of the engine and the rear spoiler (also adjustable) have been modified.
Owners of the 20 examples will be able to test the performance of his or her Lamborghini in person.

Perfected to the ultimate detail

The engine hood made of glass laminate with open ventilation slits offers a glimpse of the beating heart of the twelve cylinders of the super car. The glass also features the marked arrow angle that characterises the design from the front to the rear spoiler. The Lamborghini designers' love for detail is beautifully illustrated by the fuel tank lid: a small mechanical work of art, achieved by milling a solid aluminium block.

The combination lights transform the incisiveness of the design into light: the front features the most modern light-emitting diodes alongside Bi-Xenon headlights. Seven LEDs ensure continuous daylight while there are a further nine diodes for the indicator and hazard lights. Another technical innovation is found in the rear light LEDs. Because of the high temperature in the rear low part of the car, special heatproof LEDs are used for the indicator and hazard lights, stoplights and rear lights with a triple arrow optical effect.
A new body colour

Naturally, such a refined language of shape also demands an extraordinary colour. For the 20 examples of the Reventón, the designers from Sant'Agata Bolognese have created a totally new hue: Reventón, a mid opaque green/grey without the usual shine. However, thanks to the metallic particles, in the daylight this colour tone features surprising depth.

Opaque and brilliant colours for the wheel rims

This play of opaque and lustre is also featured on the wheel rims, especially created for the Reventón. Opaque carbon fins are screwed onto the black aluminium spokes, not only creating a visual effect with the precision of a surgeon's scalpel, but a turbine effect also ensures optimum cooling for the powerful ceramic brake disks.
TFT display similar to an airplane

The same innovative force applied to the exterior design characterises the cockpit of the Reventón. Designed and created using Alcantara, carbon, aluminium and leather that comply with the top quality standards, the interior is inspired by the next generation cockpits: just like in modern airplanes, the instruments comprise three TFT liquid crystal displays with innovative display modes. At the touch of a button, the driver can choose from two vehicle information display modes. The instruments are housed in a structure milled from a solid aluminium block, protected by a carbon fibre casing.

The G-Force-Meter is also completely new: this display shows the dynamic drive forces, longitudinal acceleration during acceleration and braking, as well as transversal acceleration around bends. These forces are represented by the movement of an indicator on a graduated 3D grid depending on the direction and intensity of the acceleration. A similar instrument can be found in the airplanes. Formula One teams also use a similar device to analyse dynamic forces.

Customisable instruments

The instrument on the left of the speedometer associates the number of revolutions in the form of a luminous column with the display of the selected gear. Finally, every Reventón is equipped with a robotised e.gear controlled by two small levers under the steering wheel.

By simply pressing a button, the driver can switch to the second, quasi-analogical display, where the classic circular instruments, speedometer and engine speed indicator are configured in an equally innovative way and transformed into luminous pilot lamps with varying colours. The G-Force-Meter naturally remains at the centre in this display mode.
Electronic system developed entirely by Lamborghini

All this is possible thanks to the fact that the entire electronic platform of the Reventón, together with all the control devices, has been autonomously developed by the Lamborghini experts.

The same process for integrating the electronic displays in the car was applied to the Lamborghini Engineering Department.

From the conception of the very first radical ideas, the entire Reventón has been developed in Sant'Agata Bolognese thanks to tight teams of remarkably creative experts. An extremely refined and efficient process was employed: CAD design and development, creation of the prototype in the Prototype Department, all carried out under the constant supervision of the Research and Development Department’s technicians and testers.
Atelier of creativity and high efficiency

Inaugurated in 2004, the Centro Stile is dedicated to design and characterised by a high degree of efficiency: an "atelier" of creators, designers and prototype constructors, who encapsulate the Lamborghini culture and spirit by using their remarkable skills to create aesthetic innovation.

The Centro Stile is located in a 2,900 square two-storey building. The large pavilion houses two test floors and related production and analysis equipment, while other rooms are set aside for the most advanced computerised workstations for designers and a style-model construction workshop. The Centro Stile is also closely linked to the nearby Engineering Department: the direct line between the Lamborghini development departments guarantees that ideas rapidly become reality.
Creativity and production under the same roof

The Lamborghini Reventón is a practical illustration of the streamlined functionality and efficiency characterising the Centro Stile: it took less than a year to progress from the first ideas to the finished car. The complete design process from the first sketches on paper, to three dimensional computer models with 1:10 or 1:4 scale, right up to the real size prototype is organised around streamlined, fast, efficient work groups. Thanks to the Centro Stile, for the first time in its history, Lamborghini is now able to create its own style philosophy in-house without having to rely on any external collaboration.

The 20 units will be manufactured in Sant'Agata, using a production process characterised by artisan perfection and rigorous quality standards.
A masterpiece with tested technology

The technology found in the Murciélago LP640 has not been modified. The engine in the LP640 forwards is the classic twelve-cylinder engine with 6.5 litre displacement. Only for this car, Lamborghini guarantees, an astounding 650 HP (478 kW) at 8,000 revolutions per minute (rpm). The huge torque, equal to maximum 660 Nm, ensures a powerful switch from any number of revolutions: even the slightest pressure on the accelerator is spontaneously transformed into thrust. The robotised e.gear changes gear faster than even the most expert driver. In addition, the permanent Viscous Traction four-wheel drive system ensures that every force is constantly translated into movement.

As in the original Murciélago LP640, the Reventón accelerates from 0 to 100 km/h in just 3.4 seconds, with a maximum speed over 340 km/h.
Born to become a legend

Since its foundation, Lamborghini has been a creator of trends in the world of sports cars and has always manufactured cars with an absolutely unmistakable character. Models such as the Miura or Countach, for example, were veritable forerunners and rapidly acquired the status of timeless classic cars. From the moment they are launched, every new Lamborghini promises to become a legend, destined to become a sought-after and precious possession.

With the Lamborghini Reventón, Lamborghini has done it again; it has created an unequalled super car; the perfect synthesis between the exclusivity and appeal of a limited edition design masterpiece, and the dynamism and driveability of a standard sports car. Thus, the Lamborghini legend is further enhanced by another, stylish future classic.

Type : Lamborghini Reventón

Years built : 2007 - 2008

Production : Limited to 20 units

Chassisnr. : n.a.

Presentation : September 2007 IAA Frankfurt

Type of car : Two door coupe, two seater berlinetta

Designed by : Lamborghini Centro Stile

Built by : Automobili Lamborghini SpA

Wheelbase : 2665 mm (104.92 in)

Overall length : 4700 mm (185.04 in)

Overall width : 2058 mm (81.02 in) 2215 mm (87.20 in) including external rear-view mirrors

Overall height : 1135 mm (44.69 in)

Front track : 1635 mm (64.37 in)

Rear track : 1695 mm (66.73 in)

Ground clear. : n.a.

Front overhang : 1080 mm (42.52 in)

Rear overhang : 955 mm (37.60 in)

Weight : 1665 kg (3670.7 lb)

Distribution : n.a. front / rear

Structure : High-strength tubular steel structure with carbon fiber components.

Body : Constructed of carbon fiber, except roof and door external panels (steel)

Suspension : 4-wheel independent articulated quadrilateral system. Hydraulic shock absorbers and coaxial coil springs. Suspension with dual front and rear struts, anti-roll, anti-dive and anti-squat bar.

ESP : Full ESP system with ABS, ASR and ABD

Brakes : 4 self-ventilated rotors with pedal control, hydraulic transmission with dual independent circuits, one for each axle with vacuum servo. ABS antilock device + DRP function.

Front : 380 x 34 mm (14.96 in x 1.34 in)

Front calliper cylinders : N. 8 (32-28 mm/32-28 mm) (1.26 in-1.10 in/1.26 in-1.10 in)

Rear : 355 x 32 mm (13.98 in x 1.26 in)

Rear calliper cylinders : N. 4 (40-44 mm) (1.57 in-1.73 in)

Front (ceramic) : 380 x 38 mm (14.96 in x 1.5 in)

Front calliper cylinders : N. 6 (32-36-38 mm) (1.26 in-1.42 in-1.5in)

Rear (ceramic) : 380 x 38 mm (14.96 in x 1.5 in)

Rear calliper cylinders : N. 6 (32-36-38 mm) (1.26 in-1.42 in-1.5in)

Steering type : Mechanical (rack and pinion) power-assisted

Turning circle : 12.55 m (41.17 ft)

Front tyre size : 245/35 ZR 18

Rear tyre size : 335/30 ZR 18

Type : Pirelli P ZERO 'ROSSO' with asymmetric unidirectional tread

Front rim size : 8.5 x 18 inch

Rear rim size : 13 x 18 inch

Type : Monoblock alloy wheels

Mirrors : External mirror with electrical closing and heating system, internal mirror with anti-blinding system

Type : V-12 60 degree, light-alloy block, Longitudinal central rear mounted, permantent four-wheel drive with viscous traction system.

Distribution : Dual overhead camshafts

Main bearings : 7

Cyl. Capacity : 6496 cc (396.41 in³)

Bore & stroke : 88 mm x 89 mm (3.46 in x 3.50 in)

Intake system : Variable geometry with 3 operating modes

Timing : 4 valves per cylinder, 4 overhead camshafts timed by 2 chains, electronically controlled continuous timing variator (int. and ex.)

Compr. ratio : 11.0:1

Max. power : 650 HP (478 kW) at 8000 rpm

(guaranteed through the engine selection)

Max. torque : 660 Nm (487 lb-ft) at 6000 rpm

Cooling system: Liquid cooled, with pressurized circuit

Emission contr.: Catalytic converters with lambda sensors

Ignition : Static type ignition system with individual coils (one for each spark plug). Firing sequence 1-7-4-10-2-8-6-12-3-9-5-11

Plugs : n.a.

Electr. system : 12 V

Alternator : n.a.

Fuel system : Lamborghini LIE electronic engine control unit, multipoint, sequential timed, DRIVE BY WIRE

Fuel type : Unleaded 95 R.O.N.

Fuel cons. :

Urban : 32,3 l/100km

Extra-urban : 15,0 l/100 km

Combined : 21,3 l/100 km

CO2 emissions : 495 g/km

Lubrication : Dry sump

Recovery pumps : 2 gear pumps

Delivery pump : 1 gear pump (high pressure)

Type : Lamborghini 6-speed mechanical gearbox

Clutch : Dry single plate

Disc diameter : 272 mm (10.7 in)

1st gear ratio : 1:3.091 Max. speed : 103 Km/h (64.1 Mph)

2nd gear ratio : 1:2.105 Max. speed : 152 Km/h (94.2 Mph)

3rd gear ratio : 1:1.565 Max. speed : 204 Km/h (126.7 Mph)

4th gear ratio : 1:1.241 Max. speed : 257 Km/h (159.8 Mph)

5th gear ratio : 1:1.065 Max. speed : 299.7 Km/h (186.3 Mph)

6th gear ratio : 1:0.939 Max. speed : 340 Km/h (211.3 Mph)

Rev. gear ratio : 1:2.692 Max. speed : n.a.

Final drive ratio : n.a.

Rear differential : n.a.

Front differential : n.a.

Top speed : 340 km/h (211.3 mph)

0 - 100 Km/h : 3.4 sec

Standing Km. : n.a.

1/4 Mile : n.a.

Capacities :

Fuel : n.a.

Engine oil : 12 litres (3.17 gal)

Cooling system : 15 litres (3.96 gal)

Gearbox oil : 3.5 litres (0.92 gal)

Front differential oil : 1 litre (0.26 gal)

Rear differential oil : 2.5 litres (0.66 gal)

Price : European MSRP 1000.000 Euro Excl. taxes

Lamborghini Cnossus concept car

2010-06-22T17:07:00.000-07:00

Ever since the rumor started going around on the internet that the current Lamborghini flagship was getting ready to be replaced by a new model numerous concepts have been popping up from all around the world, some very interesting, others totally unpractical ... however this latest one, called the Lamborghini Cnossus does look very intimidating.

This amazing looking model has been designed by Victor Filipchenko (Filip) in collaboration with the talented Simoyshem Nelson from Portugal ... this concept landed Filip a 50% percent discount on a one-year Masters Course in automotive design ... and judging from the images we can surely understand why.

The overall design of the Cnossus was loosely based on the magnificent Lamborghini Countach; something we can clearly recognize from the windshield for instance, but naturally the Cnossus moved well ahead in time with a very fluent design from front to rear, somewhat angular like the Countach but still very much a Lamborghini, the front spoiler reminds us of the Reventon and the Gallardo LP560-4 unit, there are even those well known 'telephone dial' wheels that made their return onto the Cnossus, a very nice 'blast from the past'.

At the rear the 'Y'-style taillights take the design started with the Reventon one step further, a very narrow band of lights is mounted here, and they even function on the scale model, a very nice touch, the large twin, central mounted exhaust pipes are impressive, as would be the sound from the brand new V12 engine used to power this 'Race car', the theme that Filip used for his thesis work.

If you take a closer look at the design drawings you will notice that he even designed a track monster of the Cnossus, complete with roof mounted air intake and massive rear wing ... too bad he didn't make a scale model of the Cnossus R-GT yet ...

So where did Filip derive this name from ? Actually Cnossus was the main city of the island of Crete, the capital of the kingdom of Minos, we surely remember him from the Minotaur, part man, part bull ... hence the relation with the Raging Bull make.

Will the new Lamborghini flagship look anything like the Cnossus when it will be unveiled later this year ? I seriously doubt it to be honest, but at least we can all dream about super cars like this, and some of us even put them into scale models to admire even more.

Volkswagen Polo

2010-06-22T17:01:00.000-07:00

Engine options and how they drive
The Polo gets two engine options initially - both petrol and diesel engines with inline three cylinder configurations. In fact, the similarities in numbers extend beyond the number of cylinders - both pack in a 1.2 litre capacity and both make the same amount of power too - 77 PS to be precise. But that's where the similarities stop. The 1.2 litre petrol engine delivers its maximum power at 5400 rpm and makes 110 Nm or torque at 3750 rpm. To be very honest, everyone expected the petrol to be quite a dud, especially considering the size of the car. But with the base trim weighing in at 1020 kg and 1055 kg for the Highline, the VW Polo does boast a pretty decent power-to-weight ratio and that is what finally changes all your preconceived notions about the 1.2 petrol Polo. The car has been tuned for optimal city performance as we could figure out on the drive, though we never really encountered any heavy stop-go traffic situations throughout. It never really feels sluggish at all, but there was a bit of an issue while undertaking long trailers out on the highway. With not enough grunt in third gear to start off with an overtaking manoeuvre and second gear running out of breath towards the end, I had to shift mid-way through the length of the trailers to complete the procedure. That said, it's not as bad as it sounds - with the gear shifts aiding with their buttery slickness. The engine seemed very driveable and was well matched with the gear ratios in the 5 speed manual transmission.
The 1.2 litre oil burner on the other hand felt like the meatier of the two engines - owing to its higher torque figures. While it makes its 77 Ps at 4200 rpm, the maximum torque of 180 Nm peaks at as low as 2000 rpm. But it's not just about the low peak revs for achieving that figure that makes the diesel Polo more likeable - it's also about all that happens between idle and 2000 rpm. Unlike most other diesel cars on roads today, the Polo TDI doesn't feel like it's struggling too much below the 2k mark and pulls rather well before unleashing a slightly muted rush of torque just above that figure, after which it just keeps pulling strongly all the way. Uphill blasts on the Amby Valley road in Lonavla, just a few km away from the Volkswagen plant at Chakan in Pune, were a breeze with the engine's credentials simply tractoring you up with ease. Even on the tight and steep uphill U-turns that you so most often encounter on ghats, the Polo TDI took them in second gear as long as you turned in with enough momentum. The 5-speed gearbox on the TDI was definitely a tad notchy compared to the unit on the petrol car.

Both cars are superb handlers owing to some very well sorted out suspension geometry and Apollo Acelere rubber. The steering on the TDI felt a lot more satisfying than the petrol, though that could be because of the added weight on the diesel version's front end. Ride quality is top notch and you'll feel or hear almost next to nothing even when driving over the roughest patches Indian roads can throw at you. Though we haven't got to test the performance of either of the cars yet, they seem to be on par with the other established players in the segment. Watch out for those details soon on ZigWheels.\

volkswagen AG India has launched their first small car for India, the Volkswagen Polo. The prices for the Polo are as follows:

1200cc Petrol (all prices in ex-showroom, Delhi)
Trendline: Rs 4.34 lakh
Comfortline: Rs 4.83 lakh
Highline: Rs 5.72 lakh

1200cc Diesel (all prices ex-showroom, Delhi)
Trendline: Rs 5.32 lakh
Comfortline: Rs 5.81 lakh
Highline: Rs 6.70 lakh

Volkswagen’s first foray into the volumes segment will come with two engines on offer. The 1200cc petrol will be on sale from March while the diesel 1200cc is expected to be available later in the year. The 1200c petrol is rated at 74 bhp @ 4500 rpm/11.2 kgm @ 3750 rpm while the diesel power/torque figures are - 74 bhp @ 4200 rpm/18.3 kgm @ 2000 rpm. Both are 3-cylinder engines with 5-speed manual transmissions.

Following are the features on the Polo:
Trendline – Front power windows, power steering AC, body colored bumpers, central locking standard, 14 inch steel wheels
Comfortline – Height adjustable driver seat, 60/40 split rear seat, all power windows, 14 inch steel wheels
Highline – ABS, dual airbags, keyless entry, 15 inch alloys, MP3 player, front fog lamps, rear defogger.

The Volkswagen Polo will be manufactured at their Chakan plant. Polo also comes with 6-anti corrosion warranty. The colours on offer will be – ‘Candy white’ and ‘Flash red’ for the Trendline and ‘Pepper grey, Glacier blue, Silver, Deep black’ for the Comfortline and Highline.

Read Srinivas Krishnan’s review of the European Volkswagen Polo here:

Lamborghini Gallardo LP560-4

2010-06-20T18:05:00.001-07:00

With the new Gallardo LP560-4, Lamborghini once again sets a higher standard for super sports cars. With its new engine, permanent four-wheel drive transmission and new suspension, it delivers clearly improved performance and dynamics. In parallel, its innovative design takes the classic lines unique to the Lamborghini brand one step further. Powerful elegance has never been so defined before.The Gallardo LP560-4 is the successor of the most successful Lamborghini model of all time. Approximately 7100 Gallardo models have left the Sant’Agata Bolognese production plant since its launch in 2003. “The LP560-4 will consolidate this success story,” states Stephan Winkelmann, President and CEO of Automobili Lamborghini. “It will outclass its predecessor in every aspect; its dynamics are distinctly breathtaking and its design sets new standards. With the introduction of the Gallardo LP560-4, we will consistently continue Lamborghini’s growth strategy”.

The powerful heart of the Gallardo LP560-4 is the new 5.2 litre V10 engine with an output of 560 PS (412 kW) at 8000 rpm. The increase of 40 PS compared with that of the previous Gallardo, and the approximate 20 kilogram reduction in weight, improves the power weight ratio to 2.5 kilograms per PS (hp) and thus enhances performance. The LP560-4 accelerates from 0-100 km/h in 3.7 seconds, its speed at 11.8 seconds is 200 km/h and its top speed lies at 325 km/h. At the same time the new, highly efficient engine enthrals its driver with its direct fuel injection system – “Iniezione Diretta Stratificata”. Despite its clearly increased power, fuel consumption and CO2 emissions have been reduced by a staggering 18 per cent

The engineers in the Sant’Agata-based Technical Department have also improved traction, handling and stability at high speeds. The redesigned four-wheel drive transmission, the new suspension and the optimised aerodynamics as well as the reduced weight and decreased friction between the components, all contribute to the overall improvements in the vehicle. Thus the Gallardo LP560-4 presents itself as a cutting edge super sports car also suitable for the race-track. The car is also surprisingly suited to long-distance driving and despite its extreme performance capabilities is easy to control whilst maintaining utmost stability.

The Style

Powerful elegance

A Lamborghini is and always will be a highly efficient athlete. Its extreme sensuality is based upon precision, performance and on spontaneous action. A Lamborghini’s elegance is that of stark, purist strength. This DNA of the Lamborghini brand is being continuously developed by the Centro Stile in every new car. Thus the Gallardo LP560-4 displays the precise lines and clean surface edges in its distinctly minimalist design. Ornaments or embellishments of any form are alien to it.

Evolution of form systematically follows the demands of function: the newly designed front of the LP 560-4 squats deeply to the ground which contributes to its aerodynamic efficiency. The enlarged and clearly accentuated cooling intakes meet the demands of augmented engine power thus increasing the air circulation vital to a vehicle as powerful as this. The spoiler, positioned low between the air intakes, improves aerodynamic equilibrium at high speeds.

Characteristic LED – Daytime running light

The new headlights have a characteristic ‘daytime’ running light integrated beneath the Bi-Xenon lamps: 15 diodes (LED) have been positioned in a Y structure. The same motif appears again in the rear tail-lights. The stop and brake lights have been inspired by the Miura Concept, the Murciélago LP640 and the Reventón and display the Y form three times over.

The completely redesigned rear gives the definition “powerful elegance” a new meaning: rear lights, air cooling vents, bumper and diffuser are arranged in precise positions on the car’s exterior, which make the LP560-4 appear extremely wide and bonded to the road surface. In addition, the streamlined covers left and right of the engine hood accentuate the powerful shoulders and lengthened, stretched lines of the new Gallardo.

Clearly improved aerodynamics

The rear diffuser has been newly designed, is more efficient with respect to its predecessor and, together with the smooth underbody, contributes to the excellent steering stability even at extremely high speeds. In sum, the aerodynamic efficiency with regard to output compared to that of its predecessor has been increased by 31 %. The Gallardo LP560-4 takes fast curves even more supremely.

The designers in Sant’Agata Bolognese have excelled themselves with the clear-cut, pure, stark lines of the Gallardo LP 560-4. They also have demonstrated distinct attention to detail; the elaborate aluminium cap for petrol and motor oil are testimony to this, as is the rear camera which has been integrated in a small fin in the independent rear spoiler as well as the finely-crafted grille in the exhaust pipes.

The body

Weight is undesirable in a sports car and a lightweight model encourages the dynamics of such a vehicle. Aluminium is much lighter than sheet steel and this is why the Gallardo LP560-4 is produced with a body in a much lighter but nevertheless more stiff structure: the two-seater car measures 4.34 metres in length, 1.90 metres in width and a mere 1.16 metres in height. It weighs in dry at 1410 kilograms – which is, effectively, 20 kilograms less that that of the previous Gallardo.

Integrated Pedestrian Protection system

The body of the car also demonstrates extremely high levels of ‘passive security’. The Gallardo LP560-4 fulfils the not yet obligatory European directives regarding the protection of pedestrians. Furthermore, the geometry of the entire front of the car has been optimised with the addition of a special combination of materials behind the front bumper which serve to absorb any impact energy.

The Interior

Luxurious individuality

Despite its low exterior height, the Gallardo LP560-4 welcomes its passengers with a spacious interior. The sports seats are covered with either fine leather or Alcantara® (upon request) and provide secure adherence and support. The position of the seats is very low, typical for sportscars. There is space behind the seats for luggage which complements the 110 litre front trunk.

The wide middle console is one of the elements which characterizes the impression of sporty dynamism in the interior. It accommodates the standard Lamborghini multimedia system as well as the air conditioning which can be regulated on both the driver’s and passenger’s sides. Between both of these elements lies a newly designed module consisting of classically elegant flip switches. Seven round instruments in the cockpit with a new graphic provide the driver with essential engine data and a multifunctional display between the speedometer and revolution counter provides the driver with important information.

Workmanship of the highest quality

The Miura and the other models of the 60s were already characterized by the excellent quality of workmanship which lay far and above the general standards of that time. Lamborghini has continued this tradition and even today delivers automobiles of the highest standards. The Gallardo LP560-4 indulges with the highest quality, aesthetically pleasing materials. With regard to the leather interior, an array of different colours and stitching (also in contrasting colours) are available. As an optional, Lamborghini can deliver the Gallardo LP560-4 with a further choice of leather and Alcantara® interiors as well as Carbon Fibre Packages. Here, elements such as the air-conditioning surrounds, the control panel, the handbrake handle and the gear-stick surrounds are available in carbon fibre.

Furthermore, the individualisation program, Ad Personam, enables the customer to create any combination of colour and trim, thus creating a highly personalised vehicle. After all, the new Lamborghini should perfectly reflect the owner’s lifestyle.

The Engine

Extreme power in every situation

The engine of the Gallardo LP560-4 is a completely new development. All that remains of the original V10 is the number of cylinders which, in this performance category, create a perfect and unique synthesis of torque, force of movement, sporty nimbleness, compact size and low weight.

The engine has a 5204 cm3 volumetric displacement which, with 8.000 rpm creates the extreme 560 PS (412 kW). This results in the excellent performance per litre of 107.6 PS/lt. At maximum torque output, the engine yields 540 Newtonmeter at 6.500 rpm. The ample torque curve guarantees outstanding thrust from every engine speed. With an acceleration of 3.7 seconds from 0-100 km/h and a maximum speed of 325 km/h, the Gallardo LP560-4 shoots into the orbit of the most extreme and powerful sports cars.

Despite the clearly improved driving performance of this super sports car, Sant’Agata’s engineers were nevertheless able to achieve a reduction in fuel consumption and CO2emissions by 18 per cent. Measured by engine power and performance, the Gallardo LP560-4 e-gear’s average fuel consumption of 13.7 litres per 100 kilometers, is extremely low.

The construction of the Gallardo LP560-4 utilises what is known as a ‘spaceframe construction method’. Integrally moulded node elements and extruded parts create its frame, and sheet metal plates made out of aluminium have been neatly and securely integrated to form the body. The body is not only extremely light but also torsionally stiff and displays the highest safety characteristics. Thus the basis for the extraordinary handling characteristics of the LP560-4 is formed.

Perfect weight distribution, class-leading dynamics

The engine in this new model lies lengthways in front of the rear axle – hence the model description Longitudinale Posteriore. The concept of the mid – rear engine is unbeatable in sports car production, with the centre of gravity being displaced next to the vertical axis, thus creating the car’s exceptional dynamics. Furthermore, it creates the basis for the Gallardo LP560-4’s perfect weight distribution with 43 per cent on the front axle and 57 per cent on the rear. In combination with the permanent four-wheel drive transmission, superior driving stability and road adherence are guaranteed in all situations.

Reduced weight for inspirational torque

The crank case of the new ten cylinder of Lamborghini Gallardo is produced with an aluminium alloy. Separate cylinder liners are not necessary with this technology: instead, the liners, due to their exposure to the hard silicone crystals during the production phase, are bored directly out of the material. The connecting rods are made out of wrought steel and the pistons are produced from an aluminium alloy. The consequent reduction in weight, inertia and in friction losses contributes to the car’s inspirational torque.

The engine is unusually wide for a V10, with a cylinder angle of 90 degrees. A definite advantage of this construction is the low centre of gravity. The reduction of the gravity centre height comes also from the dry sump layout of the lubrication system which also guarantees the reliability of the oil supply even during lateral acceleration and on the race-track.

Direct fuel injection improves efficient combustion

The new V10 uses the direct fuel-injection system “Iniezione Diretta Stratificata” as an innovative way to optimize performance results in part-load conditions. Here, the fuel is injected directly into the combustion chamber through the laterally positioned injector. Combined with the use of a ‘tumble flap’ in the intake manifold runners, this solution guarantees an optimized distribution of the gasoline in the combustion chamber (higher gasoline density around the spark plug, leaner mixture close to piston and cylinder liners) and delivers the basis for a highly efficient combustion system even with stoichiometric mean mixture composition. The direct injection boosts the extremely efficient ‘full load’ performance of the V10, reduces its knock sensitivity and thus enables the very high compression ratio of 12.5:1. The cylinder heads have been optimised to deliver a very quick gas exchange and the variable valve control system on all four camshafts improves the charge efficiency across the entire engine speed range.

Transmission

Superior control four-wheel drive

Such extreme power must be brought onto the streets with extreme reliability. The driver of a Gallardo LP560-4 can thus rely on the four-wheel drive Viscous Traction (VT) system, with the ‘4’ in the model name a reminder of this. Lamborghini already introduced this system with the Diablo VT in 1993 – and for good reason: four actuated wheels achieve more grip than two and permit acceleration earlier in the curve exit.

The protagonist in the transmission is the central viscous-coupling which requires no electronic control. In this special Lamborghini configuration, the driving torque is distributed between front and rear – generally with a 30:70 front to rear ratio and, within milliseconds, adapts to even the slightest variations in road conditions. A mechanical differential on the rear axle provides up to 45% limited slip and an electronic differential lock at the front complete the four-wheel drive system.

Superior traction and handling

Not only does the maximum traction take advantage of the permanent four-wheel drive system, but also the car’s clearly superior handling. Each wheel can only transfer a certain amount of torque to the road. As the propulsion power is distributed onto all four wheels through the viscous traction system, more potential for directional control remains – and reserves in every situation distinguish a perfectly made sports car.

Despite all the engine thrust, changing gears in the Gallardo LP560-4 is one of the most exciting experiences of driving this vehicle. It is still the customer’s personal preference as to whether he wishes to change gears manually through the exact ‘gate’ guides of the six-speed gearbox via the short gear stick, or whether he prefers to let his fingertips control the e.gear’s paddle-shift system located behind the steering wheel: the latter solution becoming the preference of the majority of Lamborghini customers.

Gear change time reduced by 40 per cent

The automated e-gear transmission has been completely redesigned and improved in all aspects. The complete system has not only been reduced in weight, but the time employed to change gears has also been reduced by 40 per cent in “CORSA” mode. The driver may choose between five different driving and changing programs: in addition to the ‘normal’ mode, the Gallardo LP560-4 offers a SPORT programm with its even more rapid gear changing times and increased number of revolutions.

The CORSA program directs the engine to optimum acceleration. It permits a greater slip angle and also allows – with maximum safety – the full dynamism of the LP560-4 to be enjoyed even on a race-track. The ‘Thrust Mode’ ensures maximum acceleration from neutral while the angle of the throttle valve and the clutch are here optimally adjusted to one another. Finally the Automatic mode: here the engine changes gear in total independence and permits a particularly comfortable mode of driving.

The Suspension

High-tech parts with Lamborghini know-how

Even the Gallardo LP560-4’s predecessor was one of the world’s best super sports cars with regard to handling, precision and driving stability. However, the latest model provides an even more intense driving experience: the new suspension improves the car’s handling, its driving comfort and its directional stability at high speeds.

The Gallardo LP560-4’s space frame is uncompromisingly high tech. Its technical production was conceived from motor sport technologies. The double wishbones made out of aluminium with newly designed kinematics, while the springs and shock absorbers are tightly adjusted for grip.

The rear axle now has an additional track rod which further improves the excellent control of this super sports vehicle. Newly developed elements are the rubber-metal bearings – authentic high-tech parts – which clearly improve the special Lamborghini driving dynamics with well-chosen material combinations and cleverly defined assembly.

Extreme road adherence

The steering rack works with relatively little assisted steering support, thus bonding the driver closely to the road. This in turn provides him with an intense experience of power and impulse. The steering has its own cooling system for the power steering fluid.

Precise, breathtakingly fast, whilst stable and free from surprises, the Gallardo LP560-4’s dynamics assures a sensuous experience. The LP560-4’s tyres (format 235/35 ZR 19 front and 295/30 ZR 19 rear) appear to bond with the asphalt. Specially developed Pirelli P-Zero series tyres are fitted: these have a particularly low roll resistance which also maintains tyre wear at a minimum without, of course, any reduction in their performance quality. At a speed of over 120 km/h an independently extended rear spoiler increases the downforce on the rear axle It acts in association with the specially formed underbody which directs the airstream under the car.

Optional Carbon Ceramic Brake system

The new braking system acts with brute force. At the front, eight ‘Brembo specialist’ cylinder callipers grasp the 365 mm diameter brake discs. At the rear, four cylinder callipers act on the 356 mm brake discs. In addition, the new disc ventilation system improves the stability in extreme situations. Optionally, discs made out of Carbon Ceramic are offered. At the front the CCB (Carbon Ceramic Brakes) discs measure 380mm in diameter and at the rear 356mm. They deliver much improved performance at a reduced weight. In total, the CCB braking system is lighter in weight that, at the wheel, improves driving dynamics and comfort.

The interior and trim

With the Gallardo LP560-4 Lamborghini provides its customers with a generous and sporty standard equipment package. Direct from the production line, a customer will find included in his vehicle passenger and lateral air-bags; a two-zone air-conditioning system with sun regulation; The Lamborghini Multimedia System including an USB connector; and sports seats with an electronically operated backrest. In addition to this, the interior trim includes fine leather and Bi-Xenon headlights with LED daytime running light. The car is supplied with new Apollo wheels as standard.

A large variety of options increases the interior comfort of the vehicle, including a navigation system and a module for TV reception, a hands-free Bluetooth® phone set, an anti-theft device and a rearview camera. A further option is the lifting system control of the front of the vehicle which, at the touch of a button, is raised to enable driving over obstacles. The new polished cross wheel rims ‘Cordelia’ or the black Y-rims ‘Callisto’ complete the options range. Finally, the engine hood made from glass creates a showcase for the heart of the Gallardo LP560-4..

The possibilities and different combinations available in the Individualisation Program Ad Personam are almost inexhaustible. Behind this program stands the philosophy that a super sports car of this nature should, after all, reflect the personality of its owner by enabling him to completely indulge his expectations and wishes. As a consequence, extreme exclusivity is the trademark of Lamborghini’s individualisation program. “Think the Impossible” states the motto. Ad Personam offers a host of options in order that a customer may give the car an imprint of his own style with respect to the interior trim and exterior. A new highlight in the program are the following three exclusive matt colours: Nero Nemesis (matt black), Bianco Canopus (matt white), Marrone Apus (matt brown). The new matt colours underline the clearly defined and purist precision of the Lamborghini design.

The coupe is capable of hitting 62 mph in an amazing 3.7 seconds. The sprint to twice that speed -- 124 mph -- takes just 11.8 seconds.

The 560 portion of the car's name reflects its horsepower, while the "4" designation indicates all-wheel-drive. The "4" was likely added to the name in anticipation of the forthcoming rear-wheel-drive variant, which will likely end in "2."

The latest engine not only gained power and displacement, it also features a new "Iniezione Diretta Stratificata" direct injection system. Despite its clearly increased output, fuel consumption and CO2 emissions have been reduced by a staggering 18 percent. With the improved fuel efficiency the LP 560-4 is capable of 12/20 city/highway mpg.

The enlarged and clearly redesigned cooling intakes meet the demands of augmented engine. The front spoiler, positioned low between the air intakes, improves aerodynamic equilibrium at high speeds.

The redesigned four-wheel-drive system, an improved suspension design, and optimized aerodynamics all contribute an improved driving experience. A weight reduction of 44 lbs and decreased friction between the components also enhance performance.

The Gallardo LP 560-4 fulfills the not yet obligatory European pedestrian safety regulations, without compromising the look of the car.

The automated e-gear transmission has been completely redesigned for the LP 560-4. Gear change time reduced by 40 percent, and the driver may choose between five different driving and changing programs. The most performance-oriented "CORSA" setting not only affects shift speed -- it also directs the engine for maximum acceleration. The 'Thrust Mode' ensures maximum acceleration from neutral while the angle of the throttle valve and the clutch are optimized.

An optional carbon-ceramic-disc braking system makes use of eight-piston Brembo calipers up front, and four-piston calipers at he rear. Rotor size is 14.4 inches at the front and 14 inches at the rear.

Bi-Xenon headlights provide plenty of illumination at night, while LED daytime running lights give the car a more aggressive and high-tech look.

Fastest Lap Times (19)

Track	Time	Position	Faster than	Slower than
Marcoussis	1:19.67	2/32	Lamborghini Gallardo Superleggera	Ferrari 430 Scuderia
Vairano Handling Course	1:15.714	4/132	Lamborghini Gallardo Superleggera	Porsche 997 GT2
Balocco	2:47.05	7/256	Lamborghini Gallardo SE	Ferrari 430 Scuderia
Willow Springs	1:31.32	4/50	Chevrolet Corvette Z06	Dodge Viper SRT-10 (600hp)
Hockenheim Short	1:11.3	24/490	Chevrolet Corvette Z06	Porsche 997 GT3 RS
Auto Club Speedway	51.86	3/10	Dodge Viper SRT-10 ACR	Nissan GT-R
Bedford Autodrome West Circuit (post 06/2008)	1:22.50	9/80	Lamborghini Murcielago LP640	Ferrari 430 Scuderia
Willow Springs - Streets of Willow (1.7 miles)	1:08.45	1/10	Dodge Viper SRT-10 ACR
El Toro	40.29	2/14	Porsche 997 GT2	Dodge Viper SRT-10 ACR
Autocar Dry Handling Track	1:11.00	6/48	Porsche 997 GT3	Nissan GT-R
Silverstone	2:10.80	4/25	Porsche 997 Turbo	Nissan GT-R
Autocar Wet Handling Track	1:13.90	42/51	Porsche 997 Carrera (2008 facelift)	BMW 730d
Anglesey National	1:00.5	5/61	Nissan GT-R	Caterham R500
Top Gear Track	1:19.5 (partly damp)	17/159	Nissan GT-R	Ariel Atom
Nordschleife	7:52	47/231	Mercedes CLK DTM	Mercedes SL65 AMG Black Series
SportAuto wet handling test	1:33.8	37/63	Lamborghini Gallardo Superleggera	Koenigsegg CCR
Twin Ring Motegi (Conf. 2)	2:09.350(damp)	3/18	Lamborghini Murcielago LP640	Porsche 997 GT3 RS
Sugo	1:36.967	3/39	Lamborghini Murcielago LP640	Porsche 997 GT3
Tsukuba	1:03.235	8/250	Porsche 997 GT2	Lamborghini Gallardo LP550-2 Valentino Balboni

Gallardo LP560-4 technical data

Performance
Max speed	201.5 miles/h (325 km/h)
0-100 km/h	3.59 seconds
0-160 km/h	6.9 seconds
0-200 km/h	11.0 seconds
0-300 km/h	34.3 seconds
Quarter mile	11.2 seconds
0-100-0 mph	11.20 seconds

Engine
Power	412 kw (553 bhp / 560 ps)
Torque	540 Nm (400 lb-ft)
Displacement	5.2 liters
Engine type	Naturally-aspirated DOHC 90Ā° 40-valve V10
Engine location	middle

General data
Gearbox	6-speed or E-gear
Drive	all-wheel drive
Mass	1530 kilograms (3366 lbs)
Weight distribution	43% front/57% rear
Year of introduction	2008
Home country	Italy

Calculations
Power to Weight ratio	361.11 hp/tonne
Power per liter	79.23 kw/liter

Fastestlaps.com stats
FL Rank	Position - 1357/1356, 0 points
Page views	36339
Car submitted by	amdbs

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BMW Z4 Roadster convertible @ Rs 59 lakh

2010-06-17T20:15:00.000-07:00

German luxury car manufacturer, Bayerische Motoren Werke (popularly known as BMW), launched on Monday its fourteenth offering in the Indian market 'the Z4 Roadster convertible' in an attempt to maintain its lead over rival Mercedes Benz.

The German tuner, Hamann, revealed today the official details on their first tuning kit based on the 2010 BMW Z4 Roadster. The kit includes both aerodynamic and performance upgrades which, to put it mildly, blows the kit by Hartge out of the water. This kit provides us with a cleaner, smoother line and a jump in horsepower.

For the exterior, Hamann added a new front spoiler with two integrated LED day lamps, side skirts, a shapely spoiler mounted on the tailgate, a new rear apron, and a sporty four tailpipes exhaust system. The Z4 sits on 20" forged wheels painted in matte black.

Under the hood the engine has been tuned to deliver 360 HP at 5230 rpm and a peak torque of 540 NM available in the engine speed range of 1300 to 5000 rpm. The speed limit has also been removed (YES!!) so that now the Z4 can go up to 177 mph.

For the interior you can also get a new aluminum gear knob and a set of foot mats with the silver stitched Hamann logo.

Now, this is an appropriate kit for the BMW Z4 Roadster!

As you drive forward over 25 mph in your convertible, high pressure air flows over the hood, windshield, and top of your car. It blows low pressure air from behind! It enters mostly from between the front seats. This reverse gust or "back-draft" wind causes hair tossing in your face and a whistling wind that blows past your ears. This is all right coming home from the beach or if you always wear a hat, but NOT when you want to look good and feel comfortable (going to work, shopping, out on a date or going to a fancy affair).

The z4 cockpit: new design, features and materials
The Z4's cockpit delivers a modern design, offering many new features and materials. There are expanded functions, greater convenience and more comfort; many of the features, both standard and optional, are making their first appearance in a BMW roadster.
Interior design is carefully harmonized with the bold exterior design. A pronounced "T" theme defines the dash and center console; here too, the fascinating interplay of convex and concave appears in the contours, particularly the large, full-width panel that frames the audio system, center air outlets and primary driving controls. Instrument design and

Unique Z4 surface interplay is seen yet again on the interior door pulls, which make transitions from convex to concave and back again as they sweep upward from the armrests; even the interior door handles are distinctive.
New seat design and construction. Sport seats are standard, with prominent side bolsters to help support the occupants laterally during sporty driving. Six-way manual adjustment is standard; 8-way power adjustment with 3-way driver's-seat memory is optional.
Tilt/telescopic steering wheel, adjustable 30-mm/1.2 in. for tilt and reach.
Attractive, informative instrument cluster. The dial layout, with speedometer at left and tachometer at right, is traditional; everything else is new. Everything is focused on the driver, with various displays appearing in a window in the speedometer dial; on the speedometer and tachometer dials themselves; and in the space between the two dials.

Upholstery and trim: four available combinations
The Z4 Series offers four interior upholsteries and various choices of trim materials. All complement the cockpit's fresh and contemporary design:

Leatherette - 2.5i standard. Black leatherette appears on the seats and door panels; the steering-wheel rim and handbrake grip are in leather. The graphite metallic-finish trim accents the interior.
Active Sport interior - 2.5i optional. In this sporty new two-tone option, the seats are in leather and a contemporary synthetic fabric. The large dash trim panel and console trim are brushed aluminum; other trim is as in the standard 2.5i interior. Available in Pearl Gray/Black or Maldives Blue/Gray.
High Performance leather - 3.0i standard, 2.5i optional. Leather seats, upper door-panel inserts, brushed-aluminum trim. Available in Black, Beige and (as of December '02 production) Red.
Extended High Performance leather - 3.0i optional. Available as of April '03 production, this option upgrades the leather and extends it to the windshield frame, sun visors and larger door-panel areas.
Sycamore wood trim - optional both models. Available with all interiors except the leatherette, this elegant wood appears on the dash and console.

Audi R8 GT

2010-06-16T17:56:00.000-07:00

When the R8 was unveiled to the world in 2006, it blew people away with its supreme blend of everyday practicality and supercar power. Now, in 2010, Audi is planning something bolder and faster. Enter the Audi R8 GT. The GT version sheds 100 kgs of weight, with the V10 developing a better 552 bhp figure and 55 kgm of pure torque. That results in a 362 bhp/tonne figure, 0-100 kph in 3.6 sec and a near-320 kph top speed. Yes, as the headline says, it is the fastest road-going Audi ever.

To complete the GT, Audi put in some sinister touches to the bodywork. New carbon-fibre splitter, carbon fibre ‘sideblades’ and the customary rear diffuser certainly step up the game in the look department. Usually, the more the carbon fibre, the better!the carbon fibre, the better!

R8 was one of the best sports cars available on the market. It combined excellent balance, power-to-weight ratio and last, but not least a beautiful exterior. Now, Audirevealed the R8 GT, which boasts more power, less weight and is significantly faster.

The power unit is the well-known 5.2 liter V10 FSI boosted to 560hp. The weight reduction is extraordinary – R8 GT is nearly 100 (220.46 lb) kilograms lighter, than the original version. All these upgrades, of course, reflect to the acceleration – 0-100km/h in just 3.6 seconds and the top speed is increased to 320 km/h (198.84 mph). In other very important discipline for the sports cars R8 GT is just so good as in everything else – zero to 200 km/h (124.27 mph) in 10.8 seconds.

The average fuel consumption of the monster is only 13.7 liters per 100 km (17.17 US mpg), which is very good value for such enormous power.

The additional power came from upgrading the engine electronics. The torque is also rised to 540 Nm (398.28 lb-ft) at 6 500 rpm. The specific power output of 5.2 liter V10 is 107.6 hp (79.2 kW) per liter displacement. Its power-to-weight ratio is 2.72 kilograms (6.00 lb) per hp. The engine redlines at 8 700 rpm.

Audi R8 GT is limited to only 333 units and each of the vehicles has a badge with its production number on the shift lever knob.

The lightweight construction philosophy already presents in the production of R8 5.2 FSI. Its aluminum Audi Space Frame (ASF) body weighs only 210 kilograms (462.97 lb). Also the aluminum body panels are joined to the frame of extruded profiles and cast nodes by means of positive and friction connections. Last, the engine frame is made of ultra lightweight magnesium.

Thanks to all above R8 5.2FSI quattro weighs 1 625 kilograms (3 582.51 lb), including quattro permanent all-wheel drive and optional R tronic transmission.

To make additional weight savings the engineers had to make quite an effort.

First, the windshield of Audi R8 GT is made of thinner glass. Second, the bulkhead between the passenger cell and engine compartment and third, the window in the rear hatch are made of strong, lightweight polycarbonate. These three upgrades saved 9 kilograms (19.84 lb).

After that, the fixed rear wing is good for an additional 1.2 kilograms (2.65 lb); thinner sheet metal and additional cutouts shaved 2.6 kilograms (5.73 lb) from the aluminum hatch over the 100 liter (3.53 cu ft) luggage compartment at the front of the car.

The long rear hatch is made of carbon fiber-reinforced plastic (CFRP) – an additional 6.6 kilograms (14.55 lb). The rear bumper and the sideblades of this same material save an additional 5.2 and 1.5 kilograms (11.46 and 3.31 lb), respectively.

Because every single kilogram is so important, the engineers shaved one kilogram (2.20 lb) from the power brake system, four kilograms (8.82 lb) from the aluminum caps of the brake discs and 9.4 kilograms (20.72 lb) from the battery. The engineers also found 2.3 kilograms (5.07 lb) in the air intake module and 2.8 kilograms (6.17 lb) in the insulation of the engine compartment.

The interior also harbored substantial weight-savings potential. The new, lightweight carpeting accounts for 7.9 kilograms (17.42 lb); the bucket seats with a chassis of glass-reinforced plastic (GRP) account for 31.5 kilograms (69.45 lb). Numerous additional detailed measures targeted the interior, the exterior and thetechnology, such as higher-grade, lighter steel for the exhaust system’s tailpipes.

The result is total weight of 1,525 kilograms (3 362.05 lb).

The exterior is an expression of concentrated power. Dimensions of a pure sports car – 4.43 meters (14.53 ft) long, 1.93 meters (6.33 ft) wide and only 1.23 meters (4.04 ft) high. With improved design, R8 GT is not only more beautiful, but it is more effective – it produces more downforce when driven fast than the production model – without any increase in the Cd value (0.36) or frontal area (1.99 m2) (21.42 sq ft).

The standard LED headlights are just stunning feature in the R8 GT. The light-emitting diodes are used for all functions. They produce more light, have a long service life and low energy consumption.

The car stands on big 19” forged wheels feature an exclusive five twin-spoke Y design in a titanium-look finish. The rims are 8.5J x 19” up front and 11J x 19” at the rear fitted with 235/35 and 295/30, respectively. Additionally, the 305/30 tires together with optional wheels on the rear axle are available upon request.

The options for body colors are: Orange metallic, Suzuka Gray metallic, Ice Silver metallic and Phantom Black pearl effect.

The standard equipment of Audi R8 GT includes an automatic climate control system and power windows, a navigation system with MMI operating logic and a powerful sound system. Additionally the 465 watt, ten-channel Bang & Olufsen sound system, a CD changer and the Audi Music Interface can be ordered as options.

The interior is adorned in sporty black and dark gray. The steering wheel, the headliner, the roof posts, the knee pad, the parking brake lever and the bucket seats are covered with Alcantara accented with contrasting stitching. The “monoposto” – the arch in the cockpit – is made of matt carbon.

To distinguish R8 GT from the original one, The instrument cluster features white dials with “R8 GT” badges. The door sills feature trims of matt aluminum decorated with the “R8 GT” logo, too.

Some of the options for Audi R8 GT are two alternative wheels, a body-color front splitter and a CFRP engine compartment lining. Inside you can order a multifunction leather steering wheel, seat belts in red, orange or gray, floor mats with the “R8 GT” logo and CFRP door sill trims illuminated in red. The Alcantara seat covers are optionally available with an embroidered “R8 GT” logo.

If you think that R8 GT is sporty enough, the racing enthusiasts does not, so there is a race package consisting of bolt-in roll bar in red or black, which has both road and type approval, as well as road-approved four-point belts in red or black, a fire extinguisher and a kill switch for the battery. Of course, there is options here, too. The front bar module for motorsports events includes a rotary lock for the four-point seatbelt and turns the roll bar into a full cage.

A super car has it’s super price and it is €193 000, that much costs Audi R8 GT, but it worth every single cent.

UDI has just made the world’s best sports car even better. The AUDI R8 GT – a stripped down & pumped up version of the award winning AUDI R8 V10. AUDI has applied its very successful race car – R8 LMS technology in creating yet another masterpiece.

The R8 GT frame has been lightened up by 100 kilos without loosing its rigidity which seriously adds to the performance of the car. The car now uses a thinner glass windshield, polycarbonate rear windows and replaces many aluminum body panels with carbon fiber. The total weight savings adds up to 220 pounds of the standard curb weight.

The 5.2 L V10 engine has been re tuned to produce 560 horsepower a significant increase from 525 horsepower, which makes this car even more powerful than its cousin Lamborghini Gallardo. The engine is coupled to a modern R-Tronic hydraulically actuated semi-automatic transmission which can propel the car from a standstill to 100 kmph in just 3.6 seconds and 200 kmph in 10.8 seconds and this goes on until the car reaches a top speed of 320 kmph.

To add to the exclusivity of the car, AUDI has decided to produce only 333 units of this model. Each car will have its serial number engraved on the gear knob to make it a little bit special. The car is priced at €193,000 in Germany.

OFFICIAL PRESS RELEASE

The R8 high-performance sports car is a winner – from the start. This applies to the production models, winner of the “World Performance Car” Award in 2008 (R8) and 2010 (R8 V10), as well as for the racing car, the R8 LMS, winning in his first season, 23 runs and won three championships. The genes of the racing version now come to the streets – with the R8 GT. The exclusive range is limited to 333 copies, each R8 GT wears a badge with his number on the gear knob.

Lightweight construction: 100 kg weight reduction
Already the standard R8 5.2 FSI quattro represents the lightweight philosophy of the brand with the four rings of example. Its aluminum body, the Audi Space Frame construction designed ASF, weighs only 210 kilograms. A framework of extruded profiles and cast nodes integrated aluminum sheets form-and force, the motor frame is made of ultra light magnesium.

The ASF body is in a complex manufacturing process in Neckarsulm plant built largely by hand. With their extremely high strength, it lays the basis for the precise handling of high-performance sports car, it also enjoys good vibration comfort and optimum crash safety.

Thanks to the ASF body brings the R8 5.2 FSI quattro from the series only 1625 kilos on the scales – with the quattro permanent four-wheel drive and the optional R tronic. Correspondingly difficult the task was to save weight again in a big way, for the engineers. It broke with a complex approach which included all areas of the vehicle – at the end of which hovered the pointer of the scales in 1525 a kilogram.

The windscreen of the R8 GT is made of thinner glass, the glass partition between the passenger and engine compartment and the cell plate in the tailgate of lightweight and durable polycarbonate. These three changes take nine kilograms savings. The rigid rear wing is good for another 1.2 kilograms, with the aluminum cover on the 100 liter luggage compartment in the bow could be through thin metal sheet and additional excerpts save 2.6 kilograms.

The long tailgate is made of carbon fiber-reinforced plastic (CRP) – an advantage of 6.6 kg. A further 5.2 or 1.5 kg in control of the rear bumper and the sideblades, which consist of the same material. With its minimal weight and ultra high strength carbon fiber is the ideal material for a high-performance sports car, Audi has stored in its use of broad competence.

Even with the technology components of the R8, the engineers were fighting for every gram of weight. When they came for a brake booster kilograms, in the aluminum pans of the brake discs of four kilograms and 9.4 kilograms of the battery. The module for the air intake, they found 2.3 kilograms and the insulation of the engine compartment 2.8 kilograms.

Inside, there was also considerable weight to lift potential. The new carpet is a light at 7.9 kilograms in the balance sheet, bucket seats, the chassis made of fiberglass-reinforced plastic (GRP), is at 31.5 kilograms. There were also many other detailed measures in the interior, exterior and in technology – such as high-quality lightweight steel for the exhaust tailpipes.

Even sharper and more effective: The Design
The design of the Audi R8 GT is the expression of concentrated power – the beauty of the technical sculpture to 4.43 meters, 1.93 meters wide and only 1.24 meters high. The exterior has seen numerous modifications, which further sharpen the look. Many of them also reduce the weight and improve aerodynamics. The R8 GT produced at high speeds even more downforce than the production model – without his drag coefficient (0.36), and its frontal area (1.99 m2) were grown by it.

The frame of the single-frame grille, his striving and the slats in the air intakes are presented in matt titanium gray, and the bars in the grill is painted matte black. The splitter below the bumper has a double lip and consists of carbon. Slender, curved at the edges of the front Flics increase the downforce on the front – and are also made of carbon fiber composite material.

A highlight of the R8 GT is standard LED lights that realize all the functions with LEDs. Their light is bright and homogeneous, their life and their high energy consumption low. Even the look of the headlights to be attractive and distinctive. Daytime running lights, each consisting of 24 LEDs appear as a continuous band, the reflectors are reminiscent of open shells.

The predominant element of the side view are the sideblades, which direct the air to the engine – even when they are made from frosted R8 GT Carbon. The same material used in the case of the smaller mirrors are used, whose bases are made of aluminum. The 19-inch wheels carry decorate an exclusive five-spoke Y-design in titanium finish; “GT” lettering, the front fenders.

At the rear are the revisions are particularly significant, starting with the fixed wing in matte carbon. marked new are the vents on both sides of the tailgate and the bumper made of carbon fiber and integrates large, circular exhaust tailpipes and exhaust vents for the wheel arches. The larger diffuser is made of carbon fiber composite material, the aperture plate and the wide slats at the rear are presented in matt titanium gray. The rear lights, also built in LED technology have dark enclosure with clear glass panes.

Audi R8 GT is for the four exterior colors to choose from. They are called Samoa Orange Metallic, Suzuka matt effect, Ice Silver Metallic and Phantom Black, pearl effect.

Breathtaking strong: the 5.2 FSI with 412 kW (560 hp)
The revised V10 with its red-painted cylinder head covers give the Audi R8 GT breathtaking performance. The sprint from a standstill on main roads, speed is checked off in 3.6 seconds from zero to 200 km / h is the value to 10.8 seconds. And then also holds the powerful propulsion – until top speed of 320 km / h.

Changes in the engine electronics to push the performance of the ten-cylinder engine, which draws from 5204 cm3 to 26 kW to 412 kW (560 hp). The torque curve peaks at 540 Nm at 6,500 trips, 10 Nm more than with the standard version. The V10 achieves a specific output of 79.2 kW (107.6 hp) per liter displacement. Its power to weight ratio amounts to 3.70 kg per kW, equal to 2.72 kilograms per hp, the maximum speed is located at 8700 1/min.

The long stroke (bore x stroke 84.5 x 92.8 millimeters), which is built in the Hungarian plant in Györ hand, has a crankcase of a lightweight yet high-strength aluminum-silicon alloy. A bed plate – a framework for the lower bearing brackets of the crankshaft – increases further its stiffness. The complete engine weighs only 258 kilograms. Its characteristics include a cylinder angle of 90 degrees and the dry sump lubrication, which works with a highly efficient oil pump module. Both solutions reduce the emphasis on, raising the driving dynamics.

The crankshaft is designed as a common-pin-shaft: The piston rod of the opposite attack on a common crankpin, thereby resulting in alternately Zündabstände of 54 and 90 degrees. This very special rhythm gives the V10’s sound fascinating – a great technical music, almost like in motorsport. Two flaps in the exhaust modulate their volume and timbre depending on load and speed.

For every 100 km of the naturally aspirated engine consumes on average 13.7 liters of fuel – a high efficiency, given the immense power. The FSI petrol direct injection fuel with up to 120 bar pressure in the combustion chambers. The mixture verwirbelnde cools the cylinder walls and thus enables a compression 12.5: 1 A variable intake manifold and continuous adjustment of the chain-driven camshafts provide for rich filling of the combustion chambers. Fold in the induction ports support the mixture of education, by enabling the inflowing air into a cylindrical movement.

The power transmission: Traction without compromise
The gear change in the sequential manual gearbox concerned R8 GT R tronic. The electrohydraulic clutch and shift unit receives its orders electrically. She changes her six speeds much faster than an experienced driver could – at a high load and speed within a tenth of a second.

The electronic management keeps a ready automatic operation with the sport and normal maps and two manual level. To his control of the short lever serve on the center tunnel and two paddles on the steering wheel. For maximum thrust during start ensures the Launch Control – a program that manages the full acceleration with a high starting speed and minimal tire slippage.

The permanent quattro all-wheel drive is the ideal technology for a high-performance sports car. Its central viscous coupling, placed at the front axle differential distributes the forces under normal driving the V10 in the ratio 15: 85 between front and rear axle. This pattern blends perfectly with the weight of the Audi R8 GT, which is 43 to 57 percent. If necessary, the coupling within a few milliseconds, sends up to 30 percent of the torque to the front. At the rear, a mechanical limited-slip differential improves traction further, it reached 25 percent in train action and at 40 percent thrust.

The chassis: Not firmer, more precise
High-performance sports car, the Audi R8 GT is a stunning driving machine with lateral acceleration and lightning-fast, almost instantaneous responses. Its engine is in the middle, close to the vertical axis, its mass is in rapid changes of direction was not significant. The R8 GT goes into any situation dynamic, precise and stable.

The suspension follows the classic design from motorsport – double wishbone, manufactured from aluminum, lead the wheels. The hydraulic power-steering rack is 16.3: 1 translated directly, it gives the driver a sensitive and closely with the road. A manually adjustable coil-over suspension is standard – it puts the body by up to 10 millimeters. Increased camber on the front and rear wheels make the handling even a touch more agile than the standard model.

The 19-inch forged wheels have the size 8.5 J x 19 front and 11 J x 19 rear, and are covered with tires in size 235/35 or 295/30. On request, Audi mounted on the rear axle and the dimension 305/30, together with optional wheels. For motorsport fans Cup tires are ready – they offer ultimate performance on dry roads.

Standard Audi mounted internally ventilated brake disks made from carbon fiber ceramic. You are standing and extremely wear resistant and very easy to build, with the same format they weigh nine kilograms less than their steel counterparts. The front axle is the diameter 380 at the rear axle 356 millimeters, and the friction rings are bolted on resilient elements with the pots made of stainless steel. The aluminum brake calipers – at the front with six pistons – are exclusive to the R8 GT, anodized red.

The matched to the R8 GT ESP stabilization system can be switched by pressing a button on a sport mode that allows the throttle on corner exit a spectacular, but hard to oversteer. For a trip to the racetrack, the driver can switch off the system completely.

Exclusive dynamic: interior and equipment
weight reduction ie Audi increase the performance and efficiency, but not waiver – the R8 GT, the Audi in Germany 193 000 € offer for, has a climate control and power windows, navigation system with MMI control logic and a powerful sound system on board. Optionally, a 465-watt sound system Ten point of Bang & Olufsen, a CD changer or the Audi Music Interface for election. The interior is as always with the brand, with great attention to small details, processed, consuming spoiled with fine materials look and feel.

The ergonomic interior is designed in a sporty black and dark gray. The steering wheel, the roof, the roof beams, the knee pad, the hand brake lever and the bucket seats are clad in Alcantara, contrast stitching accents. A synthetic material in “shark skin appearance”, which feels slightly rough comes on the back wall in the door panels, on the Instrumentenhutze and the instrument panel is used. The “monoposto” – the bow on the instrument panel – is made of matt carbon.

The instrument cluster dials with white integrated “R8 GT” lettering. The newly designed selector lever is made of carbon fiber and aluminum, the center console and door panels take decorative strips in car color. In the sills sill plates are made of matte aluminum, they are also decorated with the “GT R8″ logo.

In options for the R8 GT is exclusive features. For the exterior, there are two alternative wheels, a front splitter in the body color and a matte carbon fiber engine compartment lining in the election. Inside, there are carbon-fiber components on the doors, on the tunnel, in the cockpit and the instrument board. There are also a multi-function steering wheel, belts in red, orange or gray, floor mats with “R8 GT” lettering and red light carbon fiber door sills. On request, Audi fitted seats with frames made of carbon, the building still slightly lighter than the fiberglass shells, in their Alcantara covers the optional text “R8 GT” is embroidered.

For racing enthusiasts customer is a race package. This includes a bolt on roll bars in red or black, both for road use as well as a homologation, has also street-legal four-point belts in red or black, with a fire extinguisher and an emergency switch for the battery. For motor sport events can be supplied on request, a front bracket module that turns the roll bar a full cage and a four-point belt screw cap covers. Who is looking for more convenience you can order a Handyvorbreitung with innovative Gurtmikrofon. In addition, Audi presents an all-leather appointments, controls in leather with Kontrastnäthen and a speed control system is part of the election, the PDC has the basic equipment.

Lamborghini Reventón part1

2010-06-15T19:24:00.000-07:00

Lamborghini’s new jetfighter-inspired supercar has finally broken cover and we can now reveal that the €1 million supercar will be called the ‘Reventón.’ The car will be manufactured in a limited run of just 20 copies and is powered by a 650hp 6.5L V12 engine. Peak torque stands at 660Nm and drive is sent through the permanent Viscous Traction AWD system via Lamborghini’s e-gear transmission. As in the original Murciélago LP640, the Reventon accelerates from 0-100 km/h in just 3.4 seconds and has a maximum speed of over 340km/h.

Though based on the Murciélago LP640, the new Reventón features a new body and an army green interior. Carbon-fiber is used extensively for the body with the panels glued and riveted to a chassis, which blends both composite materials and steel in its construction. The front is characterized by the acute angle of the central ‘arrow’ nose cone, which is flanked by the forward-facing air intakes.

The engine hood is made from glass laminate and features a marked arrow angle. Other unique details include the fuel-cap, which is milled from a solid aluminum block. Up front, the Reventón uses seven LED for the daytime running lights and another nine for the indicators.

Designer piece with uncompromising performance

Sant’Agata Bolognese, 14th September 2009 – Lamborghini presents the ultimate driving machine among open-top two-seaters – the Reventon Roadster is a sports car of breathtaking fascination, menacing power and uncompromising performance. The 6.5 liter twelve-cylinder generates 493 kW (670 PS), catapulting the Roadster from 0 to 100 Km/h (0 to 62 mph) in 3.4 seconds and onwards to a top speed of 330 KM/h (205 mph). The open-top Reventon is not only one of the fastest, but also one of the most exclusive cars in the world – Lamborghini has limited the series.

The Lamborghini Reventon is not destined to remain a one-off. Less than 20 Lamborghini friends and collectors will be able to own this extraordinary car and, naturally, enjoy the incomparable pleasure of driving it.

Each Reventon Roadster will be sold for 1.1 Million Euro (without taxes). Deliveries will begin October 2009.

“The Reventon is the most extreme car in the history of the brand,” comments Stephan Winkelmann, President and CEO of Automobili Lamborghini S.p.A. “The new Roadster adds an extra emotional component to our combined technological expertise – it unites superior performance with the sensual fascination of open-top driving.” The Reventon Coupe was presented at the 2007 IAA in Frankfurt and was sold out immediately.

Open-top sports cars are a tradition at Lamborghini that stretches back over 40 years. In 1968, the company from Sant’Agata Bolognese built a Miura without a fixed roof as a one-off. The Diablo Roadster appeared in 1995 with its targa roof anchored to the engine cover.

Sculpture with extreme dynamics

All Lamborghinis are created with an avantgarde approach to design; a fast-moving technical sculpture. The Reventon Roadster is derived from the same creative thinking as the Coupe. Its designers found their inspiration in aviation – the aggressive wedge shape evokes images of fighter jets.

The powerful arrowhead form at the front, the mighty air intakes pulled way forward, the broad side skirts, the upwards opening scissor doors and the rear end with its menacing edges – the Roadster is clad in a design of maximum functionality and spectacular clarity. Details set stylish accents, such as headlamps featuring bi-xenon units with LEDs forming the daytime running lights and indicators. The rear lamps are also equipped with LEDs.

Like the Coupe, the Reventon Roadster measures 4700 mm (185 in.) long. It has a wheelbase of 2665 mm (105 in.) and is 2058 mm (81 in.) wide and 1132 mm (45 in.) high. The driver and passenger seating positions are low and sporty, separated by a substantial central tunnel.

Behind the two seats are two hidden pop-up bars that deploy upwards in just a few hundredths of a second in the event of an imminent rollover. A fixed, horizontal wing-shaped member behind the seats bears the third brake light. The design of the Roadster’s long back is also quite distinct from that of the Coupe. The engine bonnet is virtually horizontal and a total of four windows made from glass provide a view of the mighty V12 in all its technical elegance.

Stiff bodyshell base

The base bodyshell of the Reventon is already so stiff that the Roadster requires only minimal reinforcement. It has a dry weight of only 1690 Kg (3,725 lbs.), just 25 Kg, (55 lbs.) more than the Coupe.

Like the Coupe, the cell of the Roadster is made from high-strength steel profile and carbon components joined with specialist adhesive and rivets. The bodyshell is made almost entirely from carbon fiber elements, with sheet steel used only for the outer door skins.

Exclusive grey paintwork

A unique paint finish completes the razor sharp design language of the Lamborghini Reventon Roadster. For this exclusive special edition, designers have created a new shade of matt grey called Reventon Grey. As for the Reventon Coupe, which is a slightly different shade of grey, this is a matt paint finish that, in the sunlight, displays an unexpected impression of depth thanks to its special metal particles.

The wheels of the Reventon Roadster also incorporate the interplay of matt and glossy elements. The five spokes of the rims each bear a Y-form, and on each spoke are mounted small crescent-shaped wings made from matte carbon. These provide not only an unusual visual impact, but also a turbine effect that further improves cooling of the mighty ceramic brake discs.

Aircraft-style displays

The interior of the Reventon Roadster conveys the same powerful design as the exterior. The cockpit is structured with technical clarity, the interfaces arranged for functionality. Like a modern aircraft, the open two-seater no longer has classic analogue instrumentation – instead, information is delivered via two transreflective and one transmissive liquid-crystal displays.

The driver can switch between two modes at the touch of a button – one digital view with illuminated bars and one level with classic round dials, albeit with changing color graphics. Centrally located at the top of the display is the G-force meter. It represents the intensity of the forces acting on the Reventon Roadster under acceleration, braking and heavy cornering; the same format used in Formula 1.

The instruments are mounted in a casing machined from solid aluminum which is housed in a carbon fiber dashboard. The interior displays uncompromisingly clean craftsmanship and features a host of carbon fiber applications – e.g. on the center tunnel – aluminum, Alcantara and leather. The central panels and the seatcushions are perforated, with precision stitching gracing their outer edges.

Lamborghini has equipped the Reventon Roadster with full options.

An icon of engine design

The twelve-cylinder engine that powers the Reventon Roadster is a Lamborghini icon – and the technical feature that defines the character of the car. It is one of the world’s most powerful naturally-aspirated engines. With a compression ratio of 11 : 1 and a displacement of 6496 cc (396.41 in3,) it generates 670 PS (493 kW) at 8,000 rpm. Its maximum torque of 660 Nm (487 lb-ft) kicks in at 6,000 rpm.

The V12 engine is a masterpiece of Italian engineering. Two chains drive its four camshafts that, in turn, operate the 48 valves. Together with the three-phase adjustable intake manifold, the variable valve timing delivers a meaty torque build-up. Dry sump lubrication ensures that the hi-tech power unit has a constant supply of oil, even under heavy lateral acceleration. The absence of the oil sump means a low mounting position – benefitting the car’s outstanding handling characteristics.

The V12 catapults the Reventon Roadster from 0 to 100 Km/h (0 to 62 mph) in 3.4 seconds and onwards to a top speed of 330 Km/h (205 mph). It reacts with the eagerness of a racing engine to input from the right foot, revving to 8,000 rpm and beyond, and performing a symphony that sends shudders along the spine. The deep booming bass, the powerful mid-range and the exultant horn section play music that, once heard, can never be forgotten.

All-wheel drive for maximum traction

In classic Lamborghini style, the aluminum engine is mounted longitudinally in front of the rear axle, with the transmission ahead of it beneath the center tunnel. This layout results in 58 percent of the overall weight being borne by the rear wheels – ideal for a powerful sports car.

This layout accommodates the Viscous Traction permanent all-wheel drive. Under normal conditions, it sends the vast majority of the driving force to the rear wheels. Should they begin to spin, the central viscous coupling sends up to 35 percent of the power via an additional shaft to the front axle. Limited-slip differentials are located there and at the rear axle with 25 and 45 percent lock respectively.

Lamborghini introduced the all-wheel drive principle with the Diablo. The reason back then was just as clear as it is today – four driven wheels grip far better than two, and the more powerful the engine, the greater the impact of this fundamental law of physics.

Also standard on the Reventon Roadster is the e.gear automated six-speed sequential manual transmission. The driver controls the gear shift, which is activated hydraulically via two steering wheel paddles. In addition to the “Normal” mode, the system offers a “Corsa” and a “low adherence” mode. The driver just has to keep his foot to the floor – the rest is handled by e.gear.

Running gear layout from motorsport

The Reventon Roadster keeps the extreme power of its engine in check with a running gear layout derived directly from motorsport. Each wheel boasts double wishbone suspension, with one spring strut on each side of the front axle and two each at the rear. The front end of the car can be raised by 40 mm (about 1.6 in.) to protect the underside of the vehicle over potholes or on steep entrances into underground garages.

The open two-seater runs on 18-inch wheels. The front tires measure 245/35, while the rears are 335/30. Dedicated air channels in the bodyshell cool the four wheel brakes. Carbon-fiber ceramic discs are standard – they have an extremely lightweight construction, operate with virtually no fade, are corrosion-free and achieve the highest service life. Each disc has a diameter of 380 mm (~15 in.) and is gripped by six-piston calipers.

As fast as the open two-seater may be, its road manners are impeccable. Its performance limits are extremely high, yet effortless to control. And, on exiting a bend, all four wheels stick tenaciously to the asphalt. The permanent all-wheel drive dovetails the car firmly with the road, delivering decisive benefits in traction and stability.

High-performance aerodynamics

A further distinctive characteristic of the Reventon Roadster is its calm directional stability even at extremely high speeds – a feature that also turns fast highway stretches into sheer joy. Alongside the bodyshell design and the smooth underbody, which culminates in a powerfully formed diffuser, the rear spoiler carries responsibility for downforce. It deploys from the rear edge at about 130 Km/h (80 mph) and adopts an even steeper angle as of about 220 Km/h (136 mph). The entire aerodynamic concept – around and through the car – is radically laid out for performance.

State-of the-art development techniques

Lamborghini used state-of-the-art, highly networked processes to bring the Reventon Roadster to life. The design, CAD work and model making that took place in the Centro Stile, which opened in 2004, were accompanied continuously by specialists and test engineers from the Research & Development Department.

The Design Department is directly linked to the neighbouring Ufficio Tecnico, ensuring rapid implementation of ideas. Lamborghini’s capabilities also include the independent development of the complete electronic platform. This incorporates all control units – including those for the V12 and the innovative cockpit displays.

All units of the Reventon Roadster are being built on the Sant’Agata Bolognese production line, with perfect craftsmanship and to the highest levels of quality.

Technical Data

Frame

High strength tubular steel structure with carbon fibre components.

Bodywork

In carbon fibre, except door external panels (steel)

Type	Mechanical (rack and pinion) power-assisted
Right-hand turning circle	12.55 m (41.17 ft)

Wheels and tyres

Front	245/35 ZR 18
Rear	335/30 ZR 18

Engine

Type	12 cylinders at 60°
Bore and stroke	88 mm x 89 mm (3.46 in x 3.50 in)
Displacement	6496 cc (396.41 in³)
Compression ratio	(11 + 0.2):1
Maximum power	670 PS, 493 kW at 8000 rpm (guaranteed through the engine selection)
Maximum torque	660 Nm (487 lb-ft) at 6000 rpm
Engine position in vehicle	Longitudinal central-rear
Cylinder heads and engine block	Aluminium
Intake system	Variable geometry with 3 operating modes

Timing

4 valves per cylinder, 4 overhead camshafts
Timing gear transmission	2 chains
Continuous timing variation (int. and ex.)	Electronically controlled

Ignition system

Static type ignition system with individual coils (one for each spark plug).
Firing sequence 1-7-4-10-2-8-6-12-3-9-5-11

Fuel system/injection

Lamborghini LIE electronic engine control unit, multipoint, sequential timed, DRIVE BY WIRE

Lubrication system

Type	Dry sump
Scavenging pumps	2 gear pumps
Delivery pump (high pressure)	1 gear pump

Cooling system

Type	Liquid cooled, with pressurized circuit

Transmission

Type of transmission	Permanent all-wheel drive with Viscous Traction system
Gearbox	E-gear
Clutch	Dry single disc
Clutch disc diameter	272 mm (10.7 in)
Disengagement	With self-adjusting hydraulic control

Transmission ratios

Gearbox:
Ist	1:3.091
II^nd	1:2.105
III^rd	1:1.565
IV^th	1:1.241
Vth	1:1.065
VI^th	1:0.939
Reverse	1:2.692

Brakes

4 self-ventilated rotors with pedal control, hydraulic transmission with dual independent circu its, one for each axle with vacuum servo. ABS antilock device + DRP function.
Handbrake Mechanical, acting on rear wheels Ceramic rotors system
Front rotor	Ø 380 x 38 mm (Ø 14.96 in x 1.5 in)
Front calliper cylinders	N. 6 (32-36-38 mm) (1.26 in-1.42 in-1.5in)
Rear rotor	Ø 380 x 38 mm (Ø 14.96 in x 1.5 in)
Rear calliper cylinders	N. 6 (32-36-38 mm) (1.26 in-1.42 in-1.5in)

Suspension

4-wheel independent articulated quadrilateral system. Hydraulic shock absorbers and coaxial coil
springs. Suspension with dual front and rear struts, anti-roll, anti-dive and anti-squat bar.

Performance data

Top speed	330 km/h (205 mph)
Acceleration 0-100 km/h (0-62 mph)	3.4 s

Dimensions

Wheelbase	2665 mm (104.92 in)
Total length	4700 mm (185.04 in)
Total width	2058 mm (81.02 in)
Total height	1132 mm (44.57 in) (without roof) 1134 mm (44.64 in) (with roof)
Dry weight (no fuel)	1690 kg (3725.8 lb)
Front track width	1635 mm (64.37 in)
Rear track width	1695 mm (66.73 in)
Front overhang	1080 mm (46.46 in)
Rear overhang	955 mm (37.60 in)
Maximum overall width with external rear-view mirrors	2240 mm (88.19 in)

Liquid capacities (litres)

Fuel tank	100 litres (26.4 gal)
Engine oil	12 litres (3.17 gal)
Gearbox oil	3.5 litres (0.92 gal)
Front differential oil	1 litre (0.26 gal)
Rear differential oil	2.5 litres (0.66 gal)
Cooling circuit	15 litres (3.96 gal)

Consumption (according to DIR 2004/3/CE)

Urban	32,3 l/100km
Extra-urban	15,0 l/100 km
Combined	21,3 l/100 km
CO2 emissions	495 g/k

(following EPA regulation)	e.gear only	City	10 mpg
		Highway	16 mpg
		Combined	12 mpg

BUGATTIi VEYRON

2010-06-14T19:30:00.000-07:00

Its allways about the best car in the world
the craze of speed and power was also born as when we invented the carssssssss

acoording to me my favorite car is bugatti veyron

Not just a super car that carries on the name of racing driver Pierre Veyron, who, while racing for the original Bugatti car manufacturer, won the 24 hours of Le Mans in 1939, Bugatti Veyron 16.4 is the second fastest car in the world and the most powerful, it can easily pass as a super hero`s car like Batman. It has the fastest acceleration speed, reaching 60 mph in 2.6 seconds.

Endowed with W16 engine-16 cylinders in 4 banks of 4 cylinders fed by four turbochargers, a dual-clutch DSG computer-controlled manual transmission, the Veyron has a length is 4462 mm (175.8 in) a wide of 1998 mm (78.7 in) and hight of 1206 mm (47.5 in). Counting a sum of 10 radiators, for the engine cooling system, for transmission oil, a heat exchanger for the air to liquid intercoolers, for engine oil etc., the car has a power to weight ratio of 529 bhp/tonne.

If we talk about performance we are dazzled by this supercars power to reach 200 and 300 km/h (124 and 186 mph) in 7.3 and respectively 16.7 seconds, wining for herself the name of the quickest-accelerating production car in history. If we count the fact that the top speed of Bugatti Veyron is 253.2 miles per hour (407.5 km/h), a speed limited electronically to prevent tire damage (it can run even faster) we can understand why this spectacular car must consume 40.4 L/100 km (4.82 mpg) when it`s running at top speed and in city driving 24.1 L/100 km.

A model drove by superstars like Tom Cruise, couldn`t name itself cheap, rising the Bugatti Veyron at least of $1,700,000, a price that measures it`s quality. Many new designs has been released since 2006, the color might have changed, but the speed and power remain the same.

to seeveyron in your favorite colour ckick below
http://www.bugatti-configurator.com/bugatti_en.html

With it

And defenitely you would be thinking about its price
Base Price: 2006 Bugatti Veyron 16.4 - Approx. $1,700,000

Bugatti Veyron 16.4 Specifications

Chassis
Brakes F/R:	ABS, vented disc/vented disc
Tires F-R:	265-680 ZR500A - 365-710 R540A (PAX System)
Driveline:	All Wheel Drive
Engine
Type:	Quad-Turbocharged W16
Displacement cu in (cc):	488 (7993)
Power bhp (kW) at RPM:	1001(736) / 6000
Torque lb-ft (Nm) at RPM:	923(1250) / 2200-5500
Redline at RPM:	6500
Exterior
Length × Width × Height in:	174.2 × 77.9 × 47
Weight lb (kg):	4162 (1888)
Performance
Acceleration 0-62 mph s:	2.5
Top Speed mph (km/h):	253 (407)
Fuel Economy EPA city/highway mpg (l/100 km):	n.a. (24.1)

Type :	Lamborghini Reventón
Years built :	2007 - 2008
Production :	Limited to 20 units
Chassisnr. :	n.a.
Presentation :	September 2007 IAA Frankfurt
Type of car :	Two door coupe, two seater berlinetta
Designed by :	Lamborghini Centro Stile
Built by :	Automobili Lamborghini SpA

Structure :	High-strength tubular steel structure with carbon fiber components.
Body :	Constructed of carbon fiber, except roof and door external panels (steel)
Suspension :	4-wheel independent articulated quadrilateral system. Hydraulic shock absorbers and coaxial coil springs. Suspension with dual front and rear struts, anti-roll, anti-dive and anti-squat bar.
ESP :	Full ESP system with ABS, ASR and ABD
Brakes :	4 self-ventilated rotors with pedal control, hydraulic transmission with dual independent circuits, one for each axle with vacuum servo. ABS antilock device + DRP function.
Front :	380 x 34 mm (14.96 in x 1.34 in)
Front calliper cylinders :	N. 8 (32-28 mm/32-28 mm) (1.26 in-1.10 in/1.26 in-1.10 in)
Rear :	355 x 32 mm (13.98 in x 1.26 in)
Rear calliper cylinders :	N. 4 (40-44 mm) (1.57 in-1.73 in)
Front (ceramic) :	380 x 38 mm (14.96 in x 1.5 in)
Front calliper cylinders :	N. 6 (32-36-38 mm) (1.26 in-1.42 in-1.5in)
Rear (ceramic) :	380 x 38 mm (14.96 in x 1.5 in)
Rear calliper cylinders :	N. 6 (32-36-38 mm) (1.26 in-1.42 in-1.5in)
Steering type :	Mechanical (rack and pinion) power-assisted
Turning circle :	12.55 m (41.17 ft)
Front tyre size :	245/35 ZR 18
Rear tyre size :	335/30 ZR 18
Type :	Pirelli P ZERO 'ROSSO' with asymmetric unidirectional tread
Front rim size :	8.5 x 18 inch
Rear rim size :	13 x 18 inch
Type :	Monoblock alloy wheels
Mirrors :	External mirror with electrical closing and heating system, internal mirror with anti-blinding system

Type :	V-12 60 degree, light-alloy block, Longitudinal central rear mounted, permantent four-wheel drive with viscous traction system.
Distribution :	Dual overhead camshafts
Main bearings :	7
Cyl. Capacity :	6496 cc (396.41 in³)
Bore & stroke :	88 mm x 89 mm (3.46 in x 3.50 in)
Intake system :	Variable geometry with 3 operating modes
Timing :	4 valves per cylinder, 4 overhead camshafts timed by 2 chains, electronically controlled continuous timing variator (int. and ex.)
Compr. ratio :	11.0:1
Max. power :	650 HP (478 kW) at 8000 rpm
	(guaranteed through the engine selection)
Max. torque :	660 Nm (487 lb-ft) at 6000 rpm
Cooling system:	Liquid cooled, with pressurized circuit
Emission contr.:	Catalytic converters with lambda sensors
Ignition :	Static type ignition system with individual coils (one for each spark plug). Firing sequence 1-7-4-10-2-8-6-12-3-9-5-11
Plugs :	n.a.
Electr. system :	12 V
Alternator :	n.a.
Fuel system :	Lamborghini LIE electronic engine control unit, multipoint, sequential timed, DRIVE BY WIRE
Fuel type :	Unleaded 95 R.O.N.
Fuel cons. :
Urban :	32,3 l/100km
Extra-urban :	15,0 l/100 km
Combined :	21,3 l/100 km
CO2 emissions :	495 g/km
Lubrication :	Dry sump
Recovery pumps :	2 gear pumps
Delivery pump :	1 gear pump (high pressure)

Type :	Lamborghini 6-speed mechanical gearbox
Clutch :	Dry single plate
Disc diameter :	272 mm (10.7 in)
1st gear ratio :	1:3.091	Max. speed :	103 Km/h (64.1 Mph)
2nd gear ratio :	1:2.105	Max. speed :	152 Km/h (94.2 Mph)
3rd gear ratio :	1:1.565	Max. speed :	204 Km/h (126.7 Mph)
4th gear ratio :	1:1.241	Max. speed :	257 Km/h (159.8 Mph)
5th gear ratio :	1:1.065	Max. speed :	299.7 Km/h (186.3 Mph)
6th gear ratio :	1:0.939	Max. speed :	340 Km/h (211.3 Mph)
Rev. gear ratio :	1:2.692	Max. speed :	n.a.
Final drive ratio :	n.a.
Rear differential :	n.a.
Front differential :	n.a.