How Fast Does A Lamborghini Diablo Go – Putting every kind of car imaginable through our tire-skilling, sheetmetal-shaking, eye-rolling performance tests, as you can imagine, your partner’s parents have a massive Ferrari collection that needs regular exercise. But most of the time, especially with cars that have the name, Devil, there’s an experiment that can produce a mechanical hara-kiri that’s terrifying.
We recently flew to Milan, Italy to drive the latest Lamborghini Diablo VT (VT denotes a four-wheel drive version). This is the last Diablo in the new decade—afraid of being a bit offensive—the first sports car launched in the 1990s is definitely the best Diablo.
How Fast Does A Lamborghini Diablo Go
The VT is, unsurprisingly, a super beast with four wheels. Located in the big, bad V-12 engine we tested in the Diablo. For this 2000 model, Lamborghini lengthened the stroke by 0.16 inches, lightened the crankshaft, used lighter and stronger titanium connecting cables, and updated the old 16-bit engine-control system to a powerful 32-bit unit. As a result, peak engine output increased to 543 horsepower at 7100 rpm, 20 more than the last Diablo. Torque rises 11 pound-feet to 457 at 5800 rpm. Horsepower freaks take note: This latest Diablo now has more power than a four-cylinder Toyota Camry. (Hey, where else can you find this valuable comparison?)
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The rear tires—Z-shaped Pirelli P Zeros, good for 200 mph—are so wide that, at first glance, they seem to form a mighty rubber pin behind the car (they’re 13.2 inches wide), 543 horses and 457 lb.- Foot torque it can cut their pudding. Against those odds, the Diablo VT’s four-wheel-drive system makes perfect sense. A viscous coupling transfers power to the front wheels when the rear wheels slip; The rest of the time, the Diablo moves around like a rear-wheel drive. Typically, 28 percent of the engine’s torque is delivered to the front wheels. There’s no shift lever or push button to engage this all-wheel-drive system, and while driving, you’d never know this wild Italian was four-wheel drive.
However, pull-strip first and you’ll soon realize that the Diablo VT is no rear-wheel drive. Often times, those of us who test drive rely on wheelspin management to drive fast. On a four-wheeler with sticky tires, it’s nearly impossible to spin the rear wheels on a hard launch, unless the vehicle has a system that allows the other rear wheels to get juice. An example of such a car is the 1997 Porsche 911 Turbo S. In a sports car, depress the gas pedal to generate 4500 rpm, then release the clutch and the rear tires will spin briefly before transferring power to the front wheels. ; The tires dig in and you’re gone. In that Porsche, we recorded a zero-to-60-mph blast in an astounding 3.7 seconds.
, September 1994), because they are so hard to find—only 23 were sold in the United States in 1999, apparently to small country people or athletic shoe companies for about $275,000. For that experiment, we refused to take the risk Given the dropped-clutch system, the Diablo’s larger tires (235/40ZR-17s front and 335/35ZR-17s rear) and heavier weight (3900 pounds) don’t have tires. Point is, revving the engine and discarding the clutch has a good chance the clutch will burn out and possibly be destroyed, and we didn’t want to know what the repair bill would be like. A good estimate is somewhere around $9000.
It proved us right. The Diablo, with the right driver, can survive a drop-clutch opening – we’ve seen three such feats by Lamborghini’s test driver, Mario Fasanetto (who did you expect Jim Schouten to be?). After three flawless spins in the Fasanetto gray Diablo, a magazine writer present decided he wanted to get the test numbers for himself. Fasanetto got out of the Diablo and instructed the magazine writer to drop the clutch while the engine was spinning between 6000 and 7000 rpm. Fasanetto warned him: “If you make one mistake and don’t get the wheelspin, you’ll destroy the clutch in two attempts.” The writer drove to the stadium, held the revs in the position he was instructed to, then dropped the clutch. Instead of a rear wheel, we were treated to the annoying sound (and smell) of a depressed clutch that was busy making night blue smoke. But Diablo still runs well, so after one more, less difficult start, the author calls it quits.
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We were scheduled to test on the same day, but the Ferrari Formula 1 team decided they wanted more track than we did, so we tested the next day at Pirelli’s test track at Vizzola.
On the way there in the yellow Diablo, we chatted with Fasanetto and marveled at the comfort of the Diablo’s interior. Diablos aren’t ready to be called luxury cars, but they are unexpectedly fun cars. According to Lamborghini’s new chairman, Giuseppe Greco, Diablo owners drive their cars an average of 6,500 miles a year, three times more than 10 years ago. It shows that customers are happy with Lamborghini’s continuous improvement under the hot body.
This year Diablo’s comfort level is up again, thanks to a number of interior and mechanical refinements The front suspension has been revised to increase the internal foot box and allow for larger, easier-to-use pedals To this end, a section of the front end has been extended to move the suspension points and the front track has been increased by 2.8 inches. Each of the three pads increased by 1.6 cm.
There are also new seats and climate control systems, and updated dash and interior trim. The seats now have adjustable backrests (the previous Diablo had fixed backrests) and are incredibly supportive. They feel like hard racing shells given the foam and leather. Lamborghini says the new automatic climate-control system is cooler and easier to use. It must have worked well; We set the temperature and never touched it again. There are also several extras sprinkled throughout the interior that we wouldn’t expect in an Italian exterior. There are small storage compartments behind the seats, map lights sit behind the center console and there’s even a pair of coat hooks.
Lamborghini Diablo Vt Roadster For Sale By Auctionin Exeter, Devon, United Kingdom
The dash and center console are covered in carbon fiber, a design that reminds the owner that the car’s body panels – in addition to the aluminum doors and metal roof – are now made of the best carbon fiber in the world (and very safe.) Racing cars. Lamborghini says the new body is lighter, but since the new suspension and climate-system add weight, the overall weight of the car is the same as last year. There’s also a newly written nose, which to us isn’t an improvement over last year’s nose.
What impresses us most about Diablo is its excellent handling. We wouldn’t call it tossable or tossable, but it’s comfortable and forgiving.
In Vizola, Fasanetto ran the first pace. That way, we’ll get the most competitive numbers before your test drive that the clutch might wear out and need a doctor. Fasanetto stood out of sight, but we could feel the opening and then we knew something was wrong. The engine was running, but we heard no screeching wheels. He rolled into the pit and said the test car’s clutch was so worn that the wheels wouldn’t turn. We would later learn that our test car spent nearly all of its miles in the hands of fist-pumping journalists. New-0r almost unused-clutch should get fastest acceleration speed. Even without a proper launch, the Diablo rips up some impressive numbers — zero to 60 in 4.3 seconds, which is 0.2 seconds faster than a Ferrari 360 Modena can manage. To 100 mph, in 8.2 seconds, the Diablo is 2.3 seconds ahead of the Ferrari. As sacred as these numbers are, we know the latest Diablo can be fast. For those willing to risk the clutch, it can convert a zero-to-60 trip into the mid-three-second range.
We didn’t get a chance to test high-speed or skidpads. The Lamborghini Model Diablo tops out at 208 mph. The VT we tested in ’94 had a lateral acceleration of 0.89 g, but we expect the new car to do 0.95 g with a wider front track and revised shocks and springs.
Lamborghini Diablo Vt 6.0
What impresses us most about Diablo is its excellent handling. We wouldn’t call it tossable or tossable, but it’s comfortable and forgiving. Overcooking any angle results in mild understeer and sometimes unwanted fishtailing. Thanks to four-wheel drive,
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