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Lamborghini Murciélago LP 670-4 SV: King of the bulls in the super test

Rossen Gargolov
Lamborghini Murciélago LP 670-4 SV
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The hair protrudes horizontally from the head. And the flapping of the jacket almost sounds like a sail is being hoisted. The expression on the face of the person in it reveals a good deal of effort. 'Why is it so crooked?' Comes the grin from the loudspeaker. 'And what does he look so tortured out of his laundry? That's just a breath of wind compared to what the L amborghini Murciélago LP 670-4 SV is still blooming in the super test - a stupid 50 km /h. '

What upsets people standing in the concentrated airflow of the Mercedes wind tunnel for fun, even at top speed in the city, can be done by a squat figure like the super test candidate Lamborghini Murciélago LP 670-4 SV did not even begin to shake. With its grave mass of 1,764 kilograms, the test car stands quite unmoved on its thick slippers on the four stamps of the wind tunnel scales, as if to say: Come here, give it to me - give me the headwind, as many meters per second as you do have. So that my body can work, I can suck in the air to the fullest and let it work for me below and above me. Blow me properly so that I can prove my irrepressible strength in the super test and show the driving resistance the stretched middle finger.

Wind slippage is not as good as the wedge shape suggests

At 200 km /h starts for the Lamborghini Murciélago LP 670 -4 SV the game only really starts - at a wind speed at which a person would have long been stuck in the middle of the steel safety grille at the end of the tunnel tube. But the Lamborghini Murciélago LP 670-4 SV does not seem to be quite as unimpressed in the super test: The protruding mirror ears are still as rigid as a stick in the wind, but the wipers of the Lamborghini Murciélago LP 670-4 SV are already shaking like a leaf. As a surreal image of his characteristic silhouette, the columns of smoke flowing horizontally onto his flat forehead had already had powerful aerial images over the LamborghiniMurciélago LP 670-4 SV drawn - as if they wanted to mean to him that he does not have the sovereignty of the air and that his slippage is not as good as his squat wedge shape suggests.

The now clearly advanced lip in the pointed front and the large, fixed rear wing - both handcrafted gems - are not the only obstacles that the Lamborghini Murciélago LP 670-4 Super Veloce has in the Airflow represents. This also includes the huge air ducts in the front and the gullies cut laterally in front of the rear axle to ventilate the V12 engine room in the Lamborghini Murciélago LP 670-4 SV. So lavishly ventilated and spoiled, the wind tunnel shows the Supertest candidate a moderate drag coefficient of just 0.38, which makes the two-seater, which is only 1,135 millimeters high, 2,058 millimeters wide and 4,705 millimeters long, like a veritable minibus leaves.

Speed ​​region over 300 km /h as a natural habitat

In addition to the requirement to take adequate precautions with regard to the thermal issues of the heat engine proudly residing in the middle, this is available to competitive athletes Finally, more important criteria are in the foreground than those with which consumption-optimized hybrid vehicles usually have to present themselves - the aerodynamic balance in general and the downforce on the axles in particular. After all, what use is a polished drag coefficient if the lift tugs at the axles at a speed of 300 and more and the land-based vehicle tends to mutate into a flying object? After all, the wing profile of a wing is not entirely dissimilar to the roof line of the Lamborghini Murciélago. After all, we are also dealing with a performance class here in the Supertest that claims the speed region beyond 300 km /h as its natural habitat - not because of, but in this case despite its effective aerodynamic components.

In terms of top speed, the SV variant, which is 30 hp stronger, but with significantly more downforce, is logically about on par with the slightly weaker, but with better drag coefficient, the basic version Lamborghini Murciélago LP 640 (0.35 ) - Here it goes to the super test Lamborghini Murcielago LP 640. The practice of the speed escapades, which in both cases only end at around 340 km /h, should preferably be tested on completed high-speed courses such as Papenburg or Nardo - not because the Lamborghini Murciélago LP 670 -4 SV would have to work particularly hard when approaching his Vmax or his character would be poor. But simply because nobody in the huge, parallel existing motorist cosmos can seriously imagine that it is possible to travel more than 90 meters per second without clenched teeth and sweaty handscan.

The Murciélago stands from 300 km /h after 6.49 seconds

Equipped with the reassuring confidence that in an emergency, re-diving into the normal atmosphere is done in just a few seconds . If the commander in the Lambo capsule goes into the irons at 300 km /h, the Lamborghini Murciélago LP 670-4 SV comes to a standstill in just 6.49 seconds. However, the short duration does not mean that the route is short: it is more than 270 meters. The imaginary braking parachute that opens when you press the brake pedal is therefore - even if it feels like that - no fully comprehensive insurance. The deceleration performance of up to 14 m /s², which is perceived as overwhelming at high speed, could still prove to be clearly too weak in an emergency if tank trucks swerving to the left suddenly and unexpectedly appear in the middle of the picture on this side of the horizon line. (Click here for the Acceleration and braking duels 0-300-0 km /h ).

The fact is that the massive, standard ceramic brake of the Lamborghini Murciélago LP 670-4 SV with is one of the best of its kind. And just as naturally, in the balanced weight environment of the Lamborghini flagship, it meets excellent conditions in order to be able to fully develop its brutal and equally easy to dose effect. The fact that the load on the rear axle is less relieved by the dynamic shifting of the wheel load when braking, the more the weight distribution is at the rear, is obvious. This logical connection is ultimately fully supported by the impressive results in the brake tests. However, too much of a good thing can - as it turns out - also have counterproductive effects.

The partial overbraking on the rear axle in the Supertest with strong decelerations on wet roads is due either to the wide tires, whose side grip is rather moderate in wet conditions, and /or to the somewhat delayed action of ABS. In the quickly approached braking zones of the Dunlop wet handling course, the Lamborghini Murciélago LP 670-4 SV often surprised with a very sudden wedge of the rear. The significantly poorer performance that the SV variant delivers on wet terrain compared to the almost identical base version Lamborghini Murciélago LP 640 on the drive side is all the more astonishing as both not only wore the same tire sizes, but also used the same type of tire. It is therefore likely that the Pirelli sports tire, the P Zero Corsa in the Lamborghini specification, has undergone a character readjustment during the almost three years between the two super tests.

Nordschleife lap time of7.42 minutes

The significantly improved lap times and the significantly worse performance in wet conditions basically do not allow any other conclusion. Because the 30 hp that the Lamborghini Murciélago LP 670-4 SV has gathered as additional fireworks, so to speak, in its huge engine compartment behind the two-man cockpit, should hardly be the deciding factor in view of the horrendously high performance level when it comes to the 640 PS only slightly weaker base Murciélago to buy the guts. Experience shows that this tends to succeed with less mass than with more power.

Despite the great effort that has been put into both the body parts and the interior, the slimming campaign for the Lamborghini Murciélago LP 670-4 SV ultimately did not bring what was promised. Of the 100 kilograms that it should weigh less according to the factory, only a minus of 41 kilograms remained in the test car. Together with the 30 additional horsepower, this results in only a slightly improved power-to-weight ratio from 2.8 to 2.6 kilograms per horsepower. Up to 100 km /h it is two tenths of a second, which the Lamborghini Murciélago LP 670-4 SV does well in terms of acceleration compared to the base. Up to 200 km /h the difference increases to just under a second. The improvements in the longitudinal dynamic talents are therefore somewhat more modest than those that are primarily responsible for increasing the lateral forces - tires and chassis. Which is not to say that the crew could now come to the end of being confronted with too little propulsion energy, even to the point.

The acceleration heaven on earth

Because what goes on in the super test in the Lamborghini Murciélago LP 670-4 SV is, despite all the technical sophistication and sociability, nothing else than the acceleration heaven Earth. In extreme cases, the amount of back pressure in the hard upholstered sports seats, which are covered with flattering Alcantara, takes on an intensity that can cause shortness of breath in sensitive female passengers. The force of sound of the twelve-cylinder roaring in the back is also so intense at high engine speeds that no sound barrier in the world could swallow the echo of its voice. In view of this extremely beautiful voice, it would also be a shame if it went unnoticed in the general traffic noise. After all, she will be one of the few who will be identified in later decades as the voice that most impressively represents the era of the internal combustion engine.

Super Veloce is faster than the normal Murciélago

Even if everything in the Supertest of the Lamborghini Murciélago LP 670-4 Super Veloce is a tad faster than the normal Lamborghini Murciélago, that's how they are in character but absolutely asto classify identical twins. The much more expensive lightweight variant has inherited the steadfast straight-line stability as well as the undeniable tendency to understeer at the limit. What clearly promotes driving safety in normal everyday traffic is annoying in the super test on the racetrack, especially when the corner entrance has been taken a little too briskly and the slight pushing that then begins demands patience. Namely up to the point at the end of the bend where the almost five-meter-long wedge is more or less correctly aligned with the straight line and can be given full speed ahead with unlimited confidence in the blessings of all-wheel drive. In such unforgettable moments, the glorification of violence takes on a language that is currently better not articulated in the larger society.


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