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Showing posts with label Lamborghini. Show all posts
Showing posts with label Lamborghini. Show all posts
Thursday, September 29, 2011
Tuesday, September 13, 2011
Officially Confirmed: Sesto Elemento Green Lighted
Press Release
13/09/2011 STEPHAN WINKELMANN ANNOUNCES PRODUCTION OF THE SESTO ELEMENTO
On the occasion of the worldwide preview of the Lamborghini Gallardo LP 570-4 Super Trofeo Stradale at the 2011 Frankfurt Auto Show, President and CEO of Automobili Lamborghini, Stephan Winkelmann, announced that the Lamborghini Sesto Elemento will go into production.
A technological demonstrator, presented a year ago at the Paris Motor Show, the Sesto Elemento represents the future of super sports cars in line with the Lamborghini Manifesto: according to this, development focuses on handling and acceleration, with lightweight design an increasing priority – now and even more so in years to come.
Not since the revolutionary carbon fiber prototype, the Lamborghini Countach Evoluzione in 1986, has a super sports car brand produced a car weighing less than 1000 kg.
With the Sesto Elemento, Lamborghini’s Research & Development engineers have fine-tuned a cutting-edge package. Beginning with its pure, radical design, Sesto Elemento is the perfect blend between an extremely light weight 999 kg body; a drive train taken directly from motorsport; a power output of 570 hp; a highly responsive V10 engine and superior handling stability guaranteed by Lamborghini’s four wheel drive system. An exceptional power-to-weight ratio of just 1.75 kg per hp guarantees unrivalled performance levels; the Sesto Elemento goes from 0 to 100 km/h in just 2.5 seconds. These values are possible due to the use of a carbon fiber monocoque made of Forged Composite and extensive use of carbon fiber throughout the car, illustrating Lamborghini’s international leadership in composite materials technologies.
Stephan Winkelmann stated: “The excellent feedback and the numerous requests we’ve had from our customers have really convinced us to embark on the challenge of producing a vehicle with unique characteristics. We are proud that what a year ago was just a ‘technology demonstrator’ of future super sports cars, even though in working order, will become a small series reality. Only 20 units of the new Sesto Elemento super sports car will be produced, and will be destined only for track use. We’re planning to deliver the first cars at the beginning of 2013.”
Monday, September 12, 2011
Lamborghini Gallardo LP 570-4 Super Trofeo Stradale
Stephan Winkelmann, President and CEO of Automobili Lamborghini S.p.A., is presenting at the Volkswagen Group Night in Frankfurt the most extreme Gallardo ever: the Gallardo LP 570-4 Super Trofeo Stradale. Automobili Lamborghini is bringing motor racing excitement directly to the road. This new and most extreme top model in the Gallardo lineup is based on the successful race car from the Lamborghini Blancpain Super Trofeo, the world’s fastest single-make series.
The Lamborghini Blancpain Super Trofeo championship brings professional racers and gentlemen drivers face-to-face in fiercely fought battles on Europe’s most challenging racetracks such as Monza, Silverstone and Hockenheim. There are many similarities between the racing and road versions of this super sports car. For example, they both share the same V10 powerplant, which is used in the racing version with no modifications.
An enormous and manually variable rear spoiler for increased dynamic load
Right from first glance, these similarities are even more evident in the new Gallardo LP 570-4 Super Trofeo Stradale. In fact, it is equipped with the same rear spoiler that offers greater aerodynamic load – reaching in the best aerodynamic condition 3 times the load of the Gallardo LP 560-4 – for increased dynamic stability during tight, high-speed driving. As in the race cars, the rear spoiler can be varied manually in order to let the driver optimize the car’s performance according to the track or road characteristics.
Another element taken directly from the racing version is the removable engine hood with quick-release system. Both the spoiler and the hood are of course made of carbon composite material, as are a host of other components on the SuperTrofeo Stradale. Together with aluminum, carbon fiber is the basis behind the extremely lightweight construction of Gallardo’s new top model.
Lightweight construction through consistent use of carbon fiber.
The Gallardo LP 570-4 Super Trofeo Stradale boasts a maximum dry weight of 1340 kilograms. It beats the already lean Gallardo LP 560-4 by 70 kilograms, which gives the Gallardo LP 570-4 Super Trofeo Stradale a stunning power-to-weight ratio of 2.35 kilograms per HP for breathtaking performance. It sprints from 0 to 100 km/h in a mere 3.4 seconds and reaches 200 km/h just 10.4 seconds later. Its forward thrust finally tops out at 320 Km/h.
“Rosso Mars” stands for Italy’s racing tradition
The Gallardo Super Trofeo Stradale sports a brand new “Rosso Mars” finish that underscores the special connection between ultimate race track performance and Lamborghini’s “Italianness”. The “Rosso Mars” color symbolizes Italy’s traditional racing red, as established at the beginning of last century in motor racing, when the home nations of the competitors were indicated by the color of the paint on the vehicles. Dark green stood for Great Britain, blue was for France, white (and silver later on) represented Germany, white and blu stripes for USA, and red was the color of all race cars from Italy.
Red, black and carbon fiber characterize the exterior
The exterior appearance of the Gallardo LP 570-4 Super Trofeo Stradale is perfectly accentuated by a matte black finish on the large rear spoiler, the engine hood and the front air intakes, which contrasts with the “Rosso Mars” paint. The forged wheels are painted in high-gloss black, a color that is also available on the roof as an option. The rocker panel covers, impressive rear diffuser and outside mirror housings are made of carbon fiber polished to a high gloss, while the brake calipers are accented in red for the first time on a Lamborghini. It’s a perfect match with the exterior color and racing concept of this new super sports car. And besides the historically suggestive “Rosso Mars”, the new Gallardo Super Trofeo Stradale is also available upon request in “Grigio Telesto” or “Bianco Monocerus” with the roof available in gloss black as an option, as mentioned above.
Minimalist sporty interior
Black and red, the perfect combination of sporty minimalism, are the dominant shades inside the Super Trofeo Stradale. The most broadly used materials are Alcantara - in “Rosso Mars” on the underside of the dashboard, the central part of the seat cushion and the backrest - and extremely lightweight carbon fiber. Black Alcantara with contrasting red top-stitching is used to finish the other parts of the interior. The steering wheel is upholstered in black suede and also features red top-stitching. The door panels, the monocoque racing seats and the center console cover are made of carbon fiber, the construction of which Lamborghini has achieved a world-leading expertise. Discreet sporty accents are provided by dark chrome visible metal parts.
Upon request, an interior layout including elements made of carbon fiber, such as the handbrake frame, the middle of the center console, the lower rim of the steering wheel, the decorative frames around the main and secondary instrument panels, the door handles, and the handle for opening the glove box (also available upon request), can be ordered.
Phenomenal powerplant
Like the Super Trofeo competition version, the new Super Trofeo Stradale is based on the Gallardo Superleggera technical approach. The V10 powerplant generates 570 HP, equivalent to 419 kW, which is fully available at 8000 RPM. The maximum torque is equally impressive, with the torque curve peaking at 540 Nm at 6500 RPM. The V10’s unique firing order delivers the striking sound you hear in motor racing.
Transmission “race tested” in the Lamborghini Blancpain Super Trofeo championship series
Like the race car, the Gallardo Super Trofeo Stradale offers the robotized e-gear six-speed transmission controlled by steering wheel paddles as standard equipment. This electronically controlled system shifts through its six gears smoothly and much faster than any human being could. And for maximum acceleration from a standing start, the transmission can be set to the “Thrust Mode” – a program that allows to reach the best performance possible executing a racing start with minimal tire slippage at an initial engine speed of approximately 5000 rpm.
Permanent all-wheel drive for maximum traction in any situation
Every kilometer in the Gallardo LP 570-4 Super Trofeo Stradale is packed with sheer excitement, in part due to its unrelenting grip in virtually all situations thanks to all-wheel drive. At the end of the day, the Lamborghini Super Trofeo is the only single-brand racing series in the world that features all-wheel drive race cars. The Gallardo Super Trofeo Stradale is a highly concentrated driving machine offering a truly stunning driving experience with breathtaking cornering speeds and fast, immediate response. Its road manners are always precise, stable and completely safe.
Suspension with unmatched precision
The layout of the suspension is directly derived from motor racing, with a double aluminum wishbone guiding the wheels. Precise rack-and-pinion steering gives the driver a very close connection to the road. As is true for the Gallardo Superleggera, the vehicle is specially set up to take full advantage of its dynamic potential. No other model in the Gallardo line is as close to being a true race car. Another great feature is the ultra-lightweight 19-inch wheels, which alone save some 13 kilograms. The lightweight and sturdy wheel bearings and bolts are made from titanium and high performance Pirelli P Zero Corsa tires are fitted.
Brakes with unmatched stopping power
Behind the massive wheels are brakes designed for unmatched stopping power, as controlled by the ESP stability control system, which is standard equipment. The front axle is equipped with aluminum calipers with eight pistons each, and the calipers on the rear axle have four pistons each. The ventilated discs on the front and rear measure 365 and 356 millimeters, respectively. Upon request, Lamborghini will install a carbon-ceramic brake system. The carbon-ceramic discs measure 380 mm for the front wheels and 356 mm for the rear wheels.
Racing-type options
The optional equipment designed with racing in mind includes not only the carbon-fiber ceramic brake discs, but also a tubular interior roll cage, 4-point safety belts and fire extinguisher. On the other hand, those who want comfort can equip their Super Trofeo Stradale with a satellite navigation, with Bluetooth connection for mobile phones, an anti-theft system, and a lifting system that raises the front axle.
Monday, September 5, 2011
Monday, August 15, 2011
Friday, August 5, 2011
Spied: New version of Aventador. R U the SV?
Wednesday, August 3, 2011
Tuesday, August 2, 2011
Saturday, July 30, 2011
Monday, July 25, 2011
Thursday, July 21, 2011
Never Born: Lamborghini by Giugiaro
Designed in the early 1960s, the model was built independently by Italdesign in 2008
Fabrizio presented the model as a gift to his father on his 70th birthday
Parked under some Greek temple-like stairs at the Giugiaro Design headquarters, the car sat on its period Borranis, painted in a yellow hue unseen this side of Ducati.
No details, no background, but the story is simple: Fabrizio Giugiaro found some of his father's old sketches from the Bertone era (1960-1965). He digitized one of them, milled it, painted it, put on wheels, headlamps, some brightwork around the windows and a period numberplate.
"Happy Birthday father," he then proclaimed on Giugiaro's 70th birthday. "This is actually from you to us, but we made it for you".
So what is it – apart from a beautiful birthday present?
The drawings were marked 'Lamborghini', and though the first Lamborghini was presented at the 1963 Torino motor show, the Torino design community had known for a while that a new Italian supercar was about to be born. Uninvited Pininfarina, Ghia, Vignale, Michelotti and certainly many more (Bertone confirmed that they too, had participated) submitted proposals, without knowing too much about the project.
A design by ex-Bertone (now freelance) designer Franco Scaglione was eventually chosen, but it disappointed many – even Ferrucio Lamborghini himself admitted it might have been a mistake so he sent it to Touring to have it reworked.
We have never seen any of the other designs so it is impossible to get an idea of how the original Lamborghini might have looked. But this sculpture might give an idea of what Bertone intended.
It is entirely different from all the other designs Giugiaro created during his time at Bertone, but that's no surprise. Giugiaro worked on super-disciplined production cars like the Alfa 2000 Sprint, Gordon Keeble, Fiat 850 Spider or Mazda Luce 1500 at the same time as free-wheeling fantasies like the Aston DB4 Jet, the Corvair Testudo (sold at Villa d'Este this summer to a businessman from Milan and now back at Giugiaro headquarters) or the Alfa Romeo Canguro.
Most of the 25 "officially credited" creations he worked on while at Bertone are nothing short of masterpieces.
This Lamborghini is completely different from both the other designs he worked on during that period and what everyone else was doing at the time. The flowing – some might say bulbous – lines recall the Ferrari P3 and P4, but those cars appeared years after young Giugiaro sketched these lines.
There wasn't anything in the Ferrari/Pininfarina portfolio that could have inspired these looks either. The 250 GT SWB, the 250 GT Berlinetta or the 400 Superfast were far removed from this concept car. Pininfarina's Corvair – the Coupé Speciale – was but a pale demonstration of what that car might become. And looking at the Testudo born at the same time, it was clearly evident who the original thinker behind the car was.
The flying buttresses on the Giugiaro Lamborghini are extremely interesting. If Scaglione had continued developing his BAT-series perhaps something similar might have appeared earlier. But he did not – this aesthetic was only publicly revealed on the Ferrari 250 LM Berlinetta, a car that appeared after these sketches were done. The Dodges with similar treatment ('fin shaped rear uprights' was Pininfarina's translated explanation in the late 1960s – it was coined 'tunnel back' in the US) did not appear until 1968/69.
So if this was a proposal for the Lamborghini debutante, why was it discarded? The weak front cannot be the explanation; that could easily be modified. The reason was probably that Lamborghini was after a car with a Gran Turismo image, not an uncompromising two seat sports car with track attitude.
For Bertone it was no disaster; he got his name on both the Miura and Espada – two milestones if ever there were any. But Giorgetto Giugiaro must have been disappointed and, after a lifetime at the top, there hasn't been any Lamborghini to officially wear with his signature.
Was he reminded of that when he saw this car? And was that why he re-ignited the ‘who did the Miura' discussion some time ago (he stated fairly clearly that the P 400 was as much his as it was Gandini's)?
Pure speculation, but we'll ask him next time.
Tuesday, July 12, 2011
Monday, July 4, 2011
Sunday, July 3, 2011
Saturday, June 11, 2011
Wednesday, June 8, 2011
Ausfahrt mit vier V-12 Lamborghini (DE)
Lamborghini Miura, Countach, Diablo und Murciélago treffen aufeinander.
Bevor der Lamborghini Aventador das nächste V12-Kapitel aufschlägt, blicken wir noch mal zurück. Bei einem ganz normalen Mittelmotor-Familientreffen rund um Sant Agata Bolognese – also laut, schnell und wild.Ich will zurück auf die Straße, will wieder singen. Nicht schön, sondern heftig und laut. Vorgetragen von Serge Gainsbourg als Soundtrack der Lamborghini-V12-Familie. Schnell, wild und erotisch. So wie Gainsbourg. Verraucht, versoffen, politisch inkorrekt - und doch hat er sie alle gehabt. Vielleicht, weil er die Kerze an beiden Seiten angezündet und dafür mit frühem Ableben bezahlt hat.
Lamborghini Miura debütierte 1966
Im Gegensatz zu den hartnäckigen V12-Motoren, die die Lamborghini-Topmodelle zu dem adeln, was sie sind: schwer berechenbare Wesen. Die 68er liefen sich gerade mal warm, da zündete Lamborghini die erste Stufe: den Lamborghini Miura. Als rollendes Chassis auf dem Turiner Salon. Mit einem monocoqueähnlichen, durchlöcherten Blechrahmen plus quer eingebautem V12. Das genügte für einige, Blanko-Kauforder abzugeben. Hallo, wir sprechen von 1966.
Der Alltag war weitgehend schwarzweiß, Designer Gandini Mitte zwanzig, als er eine Karosserie formte, die aussah wie Bardot und Ekberg zusammen. Im Nacken des Fahrers trompeteten im Lamborghini Miura zwölf Zylinder. Wenn die Drosselklappen schnalzten, schossen bisweilen Flammsäulen aus den Ansaugtrichtern.
Miura als Zeitmaschine
Euro 5-Homologatoren wäre der Kuli im Kittel verschmort. Damals klampften Hendrix und Joplin, heute lullert Lena. Schluss - wir entern den Lamborghini Miura. Schlanken unter 1,80 Meter passt die Ergonomie in den lediglich längsverstellbaren Sesseln. Die zwölf Zylinder röcheln sich warm, man weiß nicht recht, ob die Pleuel wirklich an einer gemeinsamen Welle kurbeln oder mittels Grüppchenbildung den Rundlauf absichtlich konterkarieren. Perfekter Massenausgleich, mechanischer Feinsinn? Das ist was für Leute, die am Gruß aus der Küche herumnuckeln und dabei mit geschlossenen Augen "mhhh" sagen.
Bei Lamborghini gibt es direkt das Hauptgericht: einen vollen, dampfenden Teller. Wir davor mit großen Augen, das Besteck fest in der Hand. Der Miura rockt. Und Profis wissen: Wenn man ein gut gewartetes Exemplar erwischt, bei dem alle Aufhängungspunkte dort sitzen, wo sie hingehören, dann fährt der Mittelmotor-Sportler so, wie er aussieht. Besser als erwartet. Der gelbe Lamborghini Miura SV nimmt sauber Gas an, fährt ordentlich geradeaus, lenkt ohne Zicken ein. Und erst der schlürfende Sound beim Gasgeben und -wegnehmen. Nicht zu laut, stets authentisch. Dafür, dass die Gangwechsel über ein 1,5-Meter-Gestänge laufen, klappen sie fast feinmechanisch, während wir uns beim Blick in den Rückspiegel am querliegenden Vierliter-V12 berauschen. Eine Zeitmaschine, die Distanz zu den Siebzigern ebenso verkleinert wie die professionelle journalistische.
Lamborghini Countach mit schlechter Ergonomie
Also schnell in den Lamborghini Countach wechseln, angesichts dessen die Frage keimt, ob Designer Marcello Gandini irgendwann je ein Modell des Miura und eines des Lamborghini Countach auf den Tisch gestellt hat, schweren Barolo daneben, und nach einem tiefen Schluck zu sich selbst geseufzt hat: Mann, bist du gut. Wenn er es nicht sagt, sagen wir es: Mann, war der Gandini gut. Wer solche Dinger raushaut, verdient einen Sportwagen-Heiligenschein. Wenn auch nicht den Preis für das funktionellste Design, denn Übersichtlichkeit, Platzangebot und Ergonomie zählen nicht gerade zu den Primär-tugenden der Mittelmotor-Tiere von Lamborghini. Vermutlich hätte Techniker Dallara beim Lamborghini Miura heutzutage auch den Tank nicht mehr über der Vorderachse postiert. Die ulkigen Radlastveränderungen je nach Pegelstand haben schon gestandene Piloten in Schweiß gebracht. Bei voller Tankblase ist die Lenkpräzision akzeptabel, im Laufe der Fahrt tendiert sie ins Vage. Also nichts, was man sich bei der Auseinandersetzung mit einem über 350 PS starken Mittelmotor-Vieh wünscht. Zudem sind exakte PS-Angaben bei Lamborghini so glaubhaft wie Berlusconis Treueschwüre, die Realität jedoch ähnlich wild.
Lamborghini Countach verlangt nach Turnerqualitäten
Der Lamborghini Countach verlangt seinem Piloten beim Aufbruch in die Moderne einiges ab. Einsteiger sollten mindestens eine Zwei plus im Turnen und viel Wohlwollen gegenüber zwanglos arrangierter Ergonomie, rudimentär vorhandener Verarbeitungsqualität sowie nicht vorhandener Rundumsicht mitbringen. Das LP im Namen steht für Longitudinale Posteriore, der V12 liegt im Lamborghini Countach also nicht mehr quer, sondern längs im Rumpf, die Handflächen bleiben selbst bei höherem Tempo trocken, denn Geradeausfahren kann der Countach erstaunlich gut.
Zudem lässt sich der 5,2-Liter-V12 des Lamborghini Countach Anniversario bei Ansprechverhalten und Drehfreude nicht lumpen. Kein Wunder: Angesichts laxer Abgasvorschriften darf er noch ungeniert mit Super gurgeln. So flundern wir mit an den vorwitzigen Seitenscheibenrahmen gelehntem Kopf durch die Emilia Romagna, fühlen uns als Teil der Maschine, freuen uns über die ordentliche Federung und machen ein imaginäres Kreuz beim Sonderwunsch Servolenkung.
Wendemanöver verursachen nämlich Transpiration. Freude bereitet dagegen die totale Schmerzfreiheit beim Innenraumdesign des Countach. Das kastige Cockpit könnte auch aus einem Muldenkipper stammen, die Verarbeitung lässt noch Luft nach oben. Luft, gutes Stichwort: Die gibt es durch kleine Schiebefenster, was den Reiz, an einem sonnigen Tag unter der waagerechten Frontscheibe zu hocken, nicht wirklich erhöht. Aber gerade aus der Ballung unvereinbarer Härten zieht der Countach seinen Reiz.
Lamborghini Diablo und der Sprung in die Moderne
Der Sprung zum Lamborghini Diablo könnte kaum größer ausfallen. Mit ABS und ausgefeilter Motorelektronik schlägt er die Brücke zum dritten Jahrtausend, und die letzte Serie, der Lamborghini Diablo 6.0 SE fährt auch so. Ordentliche Verarbeitungsqualität, Karosserie und Interieur aus Kohlefaser, kombiniert mit Leder und Aluminium, sauber geführte Kulissenschaltung sowie zeitgemäße Bedienkräfte bringen dieses Supercar auf Augenhöhe zur Gegenwart. Ohne sich anzubiedern.
In der letzten Serie rückt der V12 mit sechs Liter Hubraum aus und fühlt sich auch so an. Wuchtig und druckvoll, mit geschmeidigeren Manieren als seine Vorgänger. Okay, das ganz Rotzige haben sie dem Lamborghini Diablo ausgetrieben, den rockigen Soundtrack bekommt er aber immer noch hin. Das ändert sich auch nicht, als Audi übernimmt und den Lamborghini Murciélago präsentiert.
Murciélago setzt Design-Tradition fort
Designer Donckerwolke führt die Tradition bruchlos fort, bringt mit den ausfahrbaren seitlichen Kiemen ein diabolisches Detail. Der Allradantrieb garantiert Traktion, die großzügigeren Platzverhältnisse in der Alcantara-Höhle verhindern Beklemmungen. Ein ziemlich derber Klopper ist der große Lamborghini Murciélago dennoch geblieben. Ein widerspenstiger dazu, denn Einparken bleibt eine harte Sache, die Lenkung schwergängig, die Reifentemperatur sensibel. Kalte Gummis, na ja, warmgefahren oha! Spät bremsen, trocken einlenken, hart durchziehen. Untersteuern? Wenn es passt, kaum. Dann beschleunigt der SV längs und quer, dass selbst Profis die Luft wegbleibt. Egal, Hauptsache der V12 singt immer noch heftig und laut.
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