2002 Lamborghini Murciélago ReviewLamborghini Murciélago - The Devil is Dead 
The Lamborghini Diablo, originally financed by then owner Chrysler, is set to be replaced after a very long and successful tenure. Currently VW has taken the bull by the horns and developed the Murciélago, a carbon fiber, tubular steel and alloy masterpiece. If you find the name a bit of a tongue twister you're not alone. It actually dates back to 1879, when on October 5th a fierce fighting bull of the same name was spared its life by the famous matador Raphael Molina "Lagartijo". Murciélago then went on to the quiet, satisfying life of breeding and fathered an impressive line of fighting bulls. In contrast the Sant'Agata Bolognese mechanical bull is satisfying but hardly quiet. At 580-hp its 5.2-L V12 produces a bloodthirsty growl more intense than a conquistador's cheering fans. It accelerates with the immediacy of a cheetah rather than bull making the name Murciélago even more fitting, seeing as in Spanish it translates into 'bat' out of... 
How fast does it go? Top speed is a sensational 330 km/h (205 mph) while its all-wheel drive traction launches it to 100 km/h (62 mph) in only 3.6 seconds. Fast enough? I should hope so. Its 6-speed gearbox is a first for Lamborghini, offering a close ratio and extremely short throws. It uses primary and secondary lay-shafts riding on 3 bearings for strengthening purposes. Also, gear changes are lighter and crisper due to double and triple cone synchronizers. The assisted clutch is lighter than the Diablo's but still relatively heavy compared to most 4 and 6-cylinder cars. Still it should be manageable by most people's standards. Keeping things cool is Lamborghini's Variable Airflow Cooling System (VACS). Twin radiators sit out back of the engine compartment to draw cool air through two ducts hidden underneath a pair of hydraulic flaps at each side of the cars rakish rear window. Depending the engines requirements, each the flap can open up to 20 degrees for additional air. Despite its wide girth, firm suspension and overwhelming engine output the Murciélago is said to be quite easy to drive around town, thanks to a variable intake system with variable-valve timing on inlet and exhaust camshafts. With 369 lb-ft of torque at a mere 2000 rpm it should almost idle up to posted speeds. That said, with a total of 479 lb-ft available at 5,400 rpm, it wasn't created to idle. Smooth off the clutch and smooth on the drive-by-wire electronic throttle and the viscous traction AWD system that contributes so successfully to its acceleration does double duty to provide equally impressive stability in the corners. But the AWD system isn't the entire story. A lower center of gravity - by about 50 mm (2 in) - due to a dry sump engine lubrication system, plus active suspension plus active traction and yaw control - that incidentally can be switched off - keep the 1,655 kg (3,650 lb) supercar completely parallel to the road surface, optimizing traction on the 245/35ZR-18 front and 335/30ZR-18 rear tire footprints. Hidden behind massive 18-inch alloy wheels are equally massive vented discs assisted by 4-channel ABS with Dynamic Rear Proportioning (DRP). The DRP system evenly distributes optimal brake force between front and rear for incredibly short stopping distances. Now that the Murciélago is completely still, it's time to take a look at the car. Due to Lamborghini's carefully chosen press photos it seems as if the Murciélago is only available in yellow. Still, what a magnificent pearl yellow it is. The new car resembles the legendary Countach more than the Diablo it replaces, with a striking angularity mixed with sensually curvaceous flanks. It's both menacingly imposing and artfully beautiful. A set of xenon headlamps peer through each transparent trapezoidal cover, its bottom edge following a gently arced cut line framing the lower edge of its reverse trapezoidal hood. Just below, gaping rectangular vents straddle a wind dividing front air dam. From directly in front the pivoting flaps that cool the engine mimic a bat's ears when open - hence the name. Its black pentagonal windscreen appears absolutely flat but in reality the massive plate of glass arcs gracefully over half the roofline, elegantly framed within twin delicately thin A-pillars that contrast the rest of the cars larger than life dimensions. Lamborghini's trademark 5-hole wheels fill the circular arches almost unnoticeably compared to the ominous knife-edge-sharp ducts that cool the rear brakes. Its tiny rear window is capped with fine black louvers that collate with the cars hefty haunches. A nearly flat back incorporates black mesh venting panels, tastefully small Countach-esque taillights and the biggest set of tailpipes to ever exit the rear center position of any production car yet. The doors still scissor upward to let driver and passenger in, first by stepping way over its massive sill. While difficult to climb inside both leg and headroom has been increased once in place, with additional adjustments to the seats and steering wheel making it reportedly possible to find the ideal position for the perfect man/machine relationship. Lamborghini has always offered more luxury appointments than its exotic car competitors and the Murciélago is no exception. An automatic climate control system with eight separate blower settings, automatic recirculation and compressor control keep occupants at the appropriate temperature, a giant leap forward when compared to the heat-exhausting mid-engine exotics of the distant past. The seats, as well as much of the surrounding trim, are covered in rich Italian hides. The dash, center stack and console area appears more integrated than previous Lamborghinis while material quality and general fit and finish show a tremendous improvement. It's clear that VW/Audi, lauded for their superb automotive interiors, has been at work here. The passenger is equipped with a leather-clad oh-!@%$ handle - a necessary feature. Why? As if you need to ask. The Murciélago incorporates a tubular steel chassis with carbon-fiber/honeycomb attachments 'glued' and riveted into place. Steel keeps the roof and body panels relatively stiff, especially when considering they're mated to a carbon-fiber floorpan underneath. This results in 14,747 lb-ft per degree of torsional rigidity. At all four wheels upper and lower A-arms join coil springs - twin coils at each side in the rear - resulting in a very firm ride. To compensate Lamborghini has equipped shock absorbers with driver-selectable electronic damping, but it is said the improvements in ride quality are nominal at best. Still, this is an exotic sports car so complaining about ride harshness is not allowed. After all, only a handful of cars are capable of its awe-inspiring handling dynamics, as it should be considering the $370,000 price of entry. For that price is it perfect? Apparently not. A recent recall cites the lower steering column shaft coupling suspect to separating from the input shaft of the steering rack - a definite problem at 330 km/h (205 mph). As it seems it may have been installed with too much clearance between the bottom of the coupling and the steering rack input housing. So if you happen to be one of 28 fortunate owners affected, have James take your car to the dealer for a re and re. But every car has its problems. Owners of older exotics are usually quick to admit dozens of irritating quibbles that often are followed by abhorrent repair bills. New exotics are much more reliable and covered by a warranty no less. Truly, when it comes right down to it, few vehicles are worthy enough to even share the same garage with Lamborghini's new Murciélago. Its sensational design and superlative performance puts it close to the top of its supercar class - exactly where it should be. Specifications:
|
Help Navigation Menu
Auto123.comCanada•Français
Where are you from?
Oups! Your postal code does not seem to exist on earth. Can you try again?
Where are you from?
