In automotive engineering , a mid-engine layout describes the placement of an automobile engine in front of the rear-wheel axles , but behind the front axle.
92-600: The Lamborghini Diablo is a high-performance mid-engine sports car built by Italian automobile manufacturer Lamborghini between 1990 and 2001. It is the first production Lamborghini capable of attaining a top speed in excess of 200 mph (320 km/h). After the end of its production run in 2001, the Diablo was replaced by the Lamborghini Murciélago . The name Diablo means "devil" in Spanish. At
184-604: A Ferrari 250 GT SWB Berlinetta under the pseudonym Robert Frank. As a result, he was invited personally by Enzo Ferrari to an event held in his honour at Maranello . Up until the end of the decade, König raced a variety of cars including the Lola T70 , various Fiat Abarths , Borgward Isabella TS and Ford GT40 . He retired from professional racing after 1969 to devote more time to his business; he then raced occasionally in club meetings and later sold his printing business to focus on his thriving car tuning business. In
276-475: A Ferrari F40 capable of producing 750 bhp, a single turbo 400 bhp Ferrari 308 , a twin-turbo 850 bhp F50 and a Porsche 911 with headlights and taillights from a 928 and Audi 200 , respectively. Koenig's regular collaborators included engine tuner Franz Albert [ de ] and Vittorio Strosek [ de ] , who specialised in widebody kits. Its other outside collaborators included H&R (suspension) and later in
368-408: A business in 1977 with an aim to make Ferrari a "proper sportscars [sic] again". One of the early modifications offered consisted of a spoiler with crudely tacked on rear wheel arch extensions The company was named Koenig because there was a large German Ferrari dealer known as Konig (Auto-König), in addition to avoiding Anglicization of the name. Additionally, he offered three different options for
460-686: A claimed 1,000 PS DIN in "Evolution" guise, a highly unusual output for cars at the time, as well as the 850 PS DIN Ferrari F50 . Koenig also entered into automobile production with its road-going version of the Porsche 962 known as the Koenig C62 , therefore becoming the first road-legal Group C -based car. Many of its cars have been featured in non-German mainstream publications such as Road & Track , Top Gear and Sports Car International . Car magazine described its Competition Evolution as "the most famous modified supercar of
552-411: A displacement of 6.0 L utilising a reprogrammed engine management system. The new engine had a maximum power output of 655 PS (482 kW; 646 hp) at 7,500 rpm and 687 N⋅m (507 lb⋅ft) of torque at 5,500 rpm and transferred the power to the rear wheels through a 6-speed Hewland sequential manual transmission . The finished car weighed a total of 1,050 kg (2,315 lb) making it
644-503: A fire suppression system added to the race nature of the vehicle. On the outside, the SE30 differed from other Diablo models with a revised front fascia featuring straked brake cooling ducts and a deeper spoiler, while the rear cooling ducts were changed to a vertical body-colored design. The raging bull emblem was moved from the front of the luggage lid to the nose panel of the car between the front indicators. The engine lid had slats covering
736-492: A front-engine or rear-engine car. When the engine is in front of the driver, but fully behind the front axle line, the layout is sometimes called a front mid-engine, rear-wheel-drive, or FMR layout instead of the less-specific term front-engine; and can be considered a subset of the latter. In-vehicle layout, FMR is substantially the same as FR, but handling differs as a result of the difference in weight distribution. Some vehicles could be classified as FR or FMR depending on
828-681: A limited 20-car run of the Diablo SV was produced exclusively for the United States market and called the Monterey Edition . The most notable feature of this edition was the use of the SE30/VT Roadster style of air intakes in front of the rear wheels, unlike the traditional (and persisting) SV style. Several of the cars were painted in unusual, vibrant colours. One Monterey Edition, featuring an upgraded engine and brakes,
920-421: A manually removable carbon fibre targa top which was stored above the engine lid when not in use. Besides the roof, the roadster's body was altered from the fixed-top VT model in a number of ways. The front bumper was revised, replacing the quad rectangular driving lamps with two rectangular and two round units. The brake cooling ducts were moved inboard of the driving lamps and changed to a straked design, while
1012-504: A pair of Rajay turbos and intercoolers, which produced a total of 620 bhp. The 365/512 BB required a modified suspension and 9" front/13"rear wheels with uprated brakes to handle the power. With a large spoiler and every body panel (with the exception of the roof and upper front bodywork) replaced, the car was able to reach a claimed 0–60 mph in 3.9 seconds and a top speed of 206 miles per hour (332 km/h). As well, Koenig also offered heavy duty fiberglass wide bodykits , which
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#17327975607421104-458: A problem in some cars, but this issue seems to have been largely solved in newer designs. For example, the Saleen S7 employs large engine-compartment vents on the sides and rear of the bodywork to help dissipate heat from its very high-output engine. Mid-engined cars are more dangerous than front-engined cars if the driver loses control - although this may be initially harder to provoke due to
1196-405: A progressive and controllable manner as the tires lose traction. Super, sport, and race cars frequently have a mid-engined layout, as these vehicles' handling characteristics are more important than other requirements, such as usable space. In dedicated sports cars, a weight distribution of about 50% front and rear is frequently pursued, to optimise the vehicle's driving dynamics – a target that
1288-450: A racing version of the Diablo to enter in the GT1 class racing for the second time. The company would build an entirely new chassis made of tubular steel and a carbon fibre body bearing only a striking resemblance to the road going Diablo with Lamborghini supplying the engine and getting the project through homologation . The 5.7 L V12 engine used in the standard Diablo variants was stroked to
1380-561: A rear-wheel drive version of the VT 6.0. At the end of the Diablo's production run, the company introduced the limited production Diablo VT 6.0 SE. This model was only available in two colours; the gold metallic "Oro Elios" represented sunrise, while the color-shifting bronze/maroon "Marrone Eklipsis" represented the sunset. Other changes included a new magnesium intake manifold, short-ratio transmission, special upholstery treatment, "Lamborghini" badged brake calipers, comprehensive road map software in
1472-498: A separate upright instrument binnacle, as in many Italian sports cars of the era (and the outgoing Diablo), the new dashboard was an integrated wave-shaped design. A thin strip of black glass ran the length of the dash and contained various instrument indicator and warning lamps. This aesthetic design was inspired by Bang & Olufsen Hi-Fi products. The power output of the engine was increased to 536 PS (394 kW; 529 hp) and 605 N⋅m (446 lb⋅ft) of torque for both
1564-562: A silver Mercedes-Benz 560SEC and Formula One driver Gerhard Berger , who had a 650ps twin-turbo Testarossa. An article in Sports Car International claimed that they were (likely) to spark the widebody conversion trend of the 1980s, additionally they were described by Auto Bild as "Germany's wildest tuner". Road & Track regarded Koenig in one of its issues as "one of Germany's leading tuners". Chris Chilton, editor of Car , included two Koenig cars in
1656-658: A time when the company was financed by the Swiss-based brothers Jean Claude and Patrick Mimran , Lamborghini began development of what was codenamed Project 132 in June 1985 as a replacement for the Countach , Lamborghini's then flagship sports car. The brief stated that the top speed of the new car had to be at least 315 km/h (196 mph). The design of the car was contracted to Marcello Gandini , who had designed its two predecessors. When Chrysler Corporation bought
1748-401: A vehicle safer since an accident can occur if a vehicle cannot stay in its own lane around a curve or is unable to stop quickly enough. Mid-engine design is also a way to provide additional empty crush space in the front of the automobile between the bumper and the windshield, which can then be designed to absorb more of the impact force in a frontal collision in order to minimize penetration into
1840-571: Is a German tuning house based in Munich that specialised in modifications to European luxury cars but gained notability in the 1980s and 1990s for their performance modifications to Ferraris . Some of its most notable works included a twin-turbo Ferrari Testarossa with extensive body modifications that made it resemble a Ferrari F40 (known as the Koenig Competition and in revised form Koenig Competition Evolution ) that produced up to
1932-408: Is typically only achievable by placing the engine somewhere between the front and rear axles. Usually, the term "mid-engine" has been primarily applied to cars having the engine located between the driver and the rear drive axles. This layout is referred to as rear mid-engine, rear-wheel drive , (or RMR) layout. The mechanical layout and packaging of an RMR car are substantially different from that of
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#17327975607422024-469: The Competition Cabrio (1989), although being less powerful, was good for 198 miles per hour (319 km/h). As Ferrari never offered a convertible because of the required significant amount of strengthening in the chassis required to make up for the lack of upper structure, the conversion cost US$ 55,600 (equivalent to $ 136,664 in 2023) alone. For those who wanted extra power, there was
2116-563: The Competition Evolution quoted at 1000 PS DIN, claiming a top speed of 230 miles per hour (370 km/h) and an estimated 0 to 60 mph in 3.5 seconds. Koenig would also re-trim the interior to suit the client's specifications. The car's overall cost, including car with fully re-trimmed leather interior and a 1000w 16-speaker Kenwood audio system was reported to cost US$ 595,900 (equivalent to $ 1,389,725 in 2023). Some of its other notable modifications included
2208-464: The Countach ; standard features included fully adjustable seats and steering wheel, electric windows, an Alpine stereo system, and power steering from 1993 onwards. Anti-lock brakes were not initially available, although they would eventually be used. A few options were available, including a custom-molded driver's seat, remote CD changer and subwoofer , rear spoiler , factory fitted luggage set (priced at $ 2,600) and an exclusive Breguet clock for
2300-463: The Ferrari 365/512 BB , a high performance exhaust that produced a quoted 370 bhp; the addition of a high performance exhaust camshaft producing 400 bhp and a quoted 450 bhp for special pistons, modified cylinder heads, and rejetted carburetors, which was good for 4.5 seconds from 0–60 mph. If this wasn't enough for the owner, Koenig offered a twin-turbo conversion that consisted of
2392-479: The "SV" decals on the sides of the car bearing the chassis number WLA12960 which brought up the production of this variant to two units, making it the rarest series-production Lamborghini automobile ever built. The Diablo received a mid-cycle facelift in 1999. Lamborghini simplified the model range by eliminating the "base" Diablo (since the SV model had become the new entry-level trim) and applied universal revisions across
2484-604: The 1950s and 1960s, e.g. the AEC Reliance . The Ferrari Mondial is to date the only successful example of a true mid-engined convertible with seating for 4 and sports car/supercar performance. A version of the Lotus Evora with a removable roof panel is anticipated but no definite date is known. Like any layout where the engine is not front-mounted and facing the wind, the traditional "engine-behind-the-passengers" layout makes engine cooling more difficult. This has been
2576-609: The 1980s". Willy König , often spelt as Willy Koenig by non-Germans, was born on February 2, 1938. He originally became wealthy from publishing, and was able to afford race cars to race. He began his racing career in 1961 with a Formula Junior Cooper that he acquired from the Formula One driver Wolfgang von Trips . One of his early motorsport achievements included winning the Deutsche Bergmeisterschaft (German Hillclimbing Championship) in 1962 with
2668-454: The 1980s, OZ (wheels). The company additionally branched out into offering kits or full conversions for other makes of vehicles, such as Mercedes-Benz , Jaguar , Porsche and Lamborghini . The company branched out into car production with a replica of the Porsche 962 , as a result, it became the first road-legal Group C / IMSA GTP type car. A complete rework of the Ferrari 348
2760-758: The Alpine Edition, the Momo Edition also had MOMO logos embroidered in the seat headrests and floor mats. The VT Roadster enjoyed one final limited run of 30 cars for the 2000 model year, after the introduction of the Diablo VT 6.0 (see below). This "Millennium Roadster" model was available in just two colors, Titanium Metallic and yellow, with the 10 cars exported to the United States all finished in Titanium Metallic. Besides an optional carbon fiber spoiler, special two-tone leather interior, and
2852-489: The Diablo SV in the open-top configuration of the Diablo VT Roadster. The model retained all the visual elements of the SV variant including the distinctive front bumper, side skirts and the large rear wing along with the repositioned rear lamps. Power output remained the same as the SV coupe at 530 hp (395 kW; 537 PS). Only one prototype of the SV roadster was built before Lamborghini decided to halt
Lamborghini Diablo - Misplaced Pages Continue
2944-473: The GT's exterior package. Inside, the GT had more prominent carbon fibre panels, race-spec bucket seats with four-point seatbelt harnesses, a smaller steering wheel, and an optional Alpine LCD screen for GPS navigation along with a bumper mounted reversing camera . Despite the racing pretenses of the model, air conditioning was still installed as standard equipment. The airbags could be optionally omitted. While
3036-473: The SE30, dual front fog lamps (rather than the quad style found on all previous models), an extra set of front brake cooling ducts, an engine lid similar to that installed on the Diablo SE30 Jota, and optional "SV" decals for the sides of the car. The SV also featured larger diameter front brakes (340 mm (13.4 in)) and a corresponding increase in front wheel size to 18 inches. In 1998,
3128-453: The SV and VT models and now featured variable valve timing . For the first time in a Lamborghini, the Diablo was equipped with a Kelsey-Hayes ABS system, complementing larger diameter brake rotors. The second generation of the VT coupé and roadster received the same cosmetic and mechanical upgrades as the SV model, including the fixed headlamps, restyled interior, 536 PS (394 kW; 529 hp) engine power output, and ABS; little else
3220-649: The Suzuka 1000 km race. Although it was planned to enter 24 Hours of Le Mans but unknown reasons prevented it from competing The third car, the Jota PO.03, is the road legal homologation special. Following the foot-steps of Porsche in 1996 with the GT1 , a purpose-built racing car that created a stir in motorsports, Lamborghini contracted Signes Advanced Technologies (SAT), a company based in Toulon , France, specialising in manufacturing prototype race cars, to develop
3312-666: The US market consisted of VT Roadsters and was called the Momo Edition . Like the Alpine Edition , the Momo Edition catered to the US car buyer's interest in aftermarket products. Lamborghini, rather than spending money to develop certain automotive components, had been using aftermarket suppliers such as Alpine and MOMO to outfit the Diablo. The Momo Edition was again a standard VT Roadster, but featured special upholstery, MOMO 4-point seatbelt harnesses, and MOMO chrome wheels. Like
3404-526: The United States market in 1999 and called the Alpine Edition . As the Diablo had been utilising Alpine stereo equipment since its inception, this very limited production was intended to showcase and celebrate the Lamborghini/Alpine collaboration. The Alpine Edition was a standard Diablo VT with no engine modifications but having carbon fibre trim in various locations along with highlighting the use of Alpine's multimedia system. The stereo receiver
3496-418: The VT model, but was equipped with adjustable-stiffness anti-roll bars which could be controlled from the interior, on the fly. The car's weight was lowered by replacing the power glass side windows with fixed plexiglas (with a small sliding vent window as on many race cars) and removing luxury features such as the air conditioning, stereo, and power steering. Carbon fibre seats with 4-point race harnesses and
3588-479: The basic V12 block remained the same, the engine was stroked from 80 mm (3.1 in) to 84 mm (3.3 in) for a new displacement of 6.0 L (366 cu in); this engine, which would later be used in the revised Diablo VT 6.0, had a power output of 575 PS (423 kW; 567 hp) and 630 N⋅m (465 lb⋅ft) of torque. The transmission was the same 5-speed unit as used in other Diablo variants, but different gear ratios could be specified by
3680-502: The buyer. The car omitted the all-wheel-drive system to save weight. After the acquisition of Lamborghini by Audi AG in 1998, its new owners set out to modernise and refine the Diablo while its replacement, the Murciélago , was being developed. Audi tasked then Lamborghini chief designer Luc Donckerwolke to design a more refined and modern Diablo. The VT 6.0 as a result, featured significant styling changes both inside and out. On
3772-416: The car. Other improvements debuting on the VT included front air intakes below the driving lamps to improve brake cooling, larger intakes in the rear arches, a more ergonomic interior with revised electronically adjustable dampers , four-piston brake calipers, power steering and minor engine refinements. Many of these improvements, save for the four-wheel drive system, filtered down to the base Diablo, making
Lamborghini Diablo - Misplaced Pages Continue
3864-427: The cars nearly identical visually. The Diablo SE30 was introduced in 1993 as a limited-production special model to commemorate the company's 30th anniversary. The engine received a boost to 530 PS (390 kW; 523 hp) by means of a tuned fuel system, free-flowing exhaust, and magnesium intake manifolds. The car remained rear-wheel drive to save weight, and omitted the electrically adjustable shock absorbers of
3956-521: The case of the Ferrari FF taking power from both ends of the crankshaft with two separate gearboxes. These cars use a traditional engine layout between driver and rear drive axle. Typically, they're simply called MR; for mid-rear (engined), or mid-engine, rear-wheel-drive layout cars. These cars use mid-ship, four-wheel-drive , with an engine between the axles. These cars are "mid-ship engined" vehicles, but they use front-wheel drive , with
4048-625: The company in 1987, funding the company to complete the car's development, its management was displeased with Gandini's designs and commissioned its design team in Detroit to execute a third extensive redesign, smoothing out the infamous sharp edges and corners of Gandini's original design. Gandini would later realise his original design in the Cizeta-Moroder V16T . The new car was named Diablo, carrying on Lamborghini's tradition of naming its cars after breeds of fighting bulls. The Diablo
4140-406: The concept. The cars featured different front and rear bumpers along with wheels than that of the concept due to copyright issues along with an upgraded engine. The conversion was no longer offered upon the request of Lamborghini as the company introduced the Diablo VT roadster in 1995. The Diablo VT was introduced in 1993. Although the VT differed from the standard Diablo in a number of ways, by far
4232-401: The dash (priced at $ 10,500). Introduced at the 1992 Geneva Motor Show , the Diablo roadster concept showcased what a possible open top version of the car would look like. The roof was removed and the car had a shortened visor in place of the windshield which made its way to the doors indicating the adaptation of the barchetta body style. The chassis was strengthened in order to compensate for
4324-476: The engine in front of the driver. It is still treated as an FF layout, though, due to the engine's placement still being in the front of the car, contrary to the popular belief that the engine is placed in front of the rear axle with power transferred to the front wheels (an RMF layout). In most examples, the engine is longitudinally mounted rather than transversely as is common with FF cars. Koenig Specials Koenig Specials GmbH (known widely as Koenig )
4416-413: The engine placed between the driver and the front axle. This layout, similar to the above FMR layout, with the engine between driver and the front axle, adds front-wheel drive to become a four-wheel drive. An engineering challenge with this layout is getting the power to the front wheels past the engine - this would normally involve raising the engine to allow a propshaft to pass under the engine, or in
4508-480: The engine power output raised to 530 hp (395 kW; 537 PS) by adding the variable valve timing system. Top speed was also raised to 335 km/h (208 mph). During 1998, Lamborghini sought to diversify the open top Diablo lineup with the introduction of a rear-wheel-drive variant of the Diablo VT Roadster. Dubbed the Diablo SV Roadster, the car combined the mechanical features offered on
4600-555: The existing V12 engine and computer-controlled multi-point fuel injection , producing a maximum output of 492 PS (362 kW; 485 hp) and 580 N⋅m (428 lbf⋅ft) of torque to reach a top speed of 325 km/h (202 mph). The Diablo was rear-wheel drive and the engine was mid-mounted to aid its weight balance. Auto Motor und Sport measured 0-100 km/h (62 mph) in 4.5 seconds, 0-160 km/h (99 mph) in 9.3 seconds and 0-200 km/h (124 mph) in 13.7 seconds. The Diablo came better equipped than
4692-472: The exterior, the VT 6.0 differed from its predecessors with a revised front fascia that featured two large air intakes (similar to those later used on the Murciélago). The air dam, front bumper, and quarter panels were all reworked, the turn-signals were enlarged and shifted below the headlights, and the small air inlets at the top of the quarter panels were removed. The rear of the car remained familiar, but
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#17327975607424784-562: The factory-installed engine (I4 vs I6). Historically most classical FR cars such as the Ford Models T and A would qualify as an FMR engine car. Additionally, the distinction between FR and FMR is a fluid one, depending on the degree of engine protrusion in front of the front axle line, as manufacturers mount engines as far back in the chassis as possible. Not all manufacturers use the Front-Mid designation. These cars are RWD cars with
4876-649: The first Ferrari 365 GT4 BBs in West Germany, but was dissatisfied with its performance in comparison to the sports car racers he was accustomed to. His work eventually became so popular that when he attended Ferrari events, he was commissioned by other owners to carry out similar work for them once they learned that his car had been modified. His work initially began with addition of factory parts or parts copied from other racing cars, such as rear spoilers , wide wheels, three-plate clutches , and high performance exhausts. Koenig's hobby grew, and it eventually became
4968-416: The fog and reversing lamps were integrated into the outer pair of the tail lamps. The engine lid featured a large central ram air duct protruding above the roof for better cooling and a rear spoiler was standard equipment. The GT's body-work was composed mostly of carbon fibre, with the steel roof and aluminum doors being the only components to retain their standard material. Special 3-piece OZ wheels finished
5060-439: The fore and aft weight distribution by other means, such as putting the engine in the front and the gearbox and battery in the rear of the vehicle. Another benefit comes when the heavy mass of the engine is located close to the back of the seats. It makes it easier for the suspension to absorb the force of bumps so the riders feel a smoother ride. But in sports cars, the engine position is once again used to increase performance and
5152-521: The front tires in braking the vehicle, with less chance of rear-wheel lockup and less chance of a skid or spin out. If the mid-engine vehicle is also rear-drive the added weight on the rear tires can also improve acceleration on slippery surfaces, providing much of the benefit of all-wheel-drive without the added weight and expense of all-wheel-drive components. The mid-engine layout makes ABS brakes and traction control systems work better, by providing them more traction to control. The mid-engine layout may make
5244-417: The front, a large air extractor was added, while the small corner vents on the front quarter panels were changed to NACA style ducts. The front quarter panels themselves were widened to accommodate a wider front track. At the rear, the bumper and its lamps were removed entirely, replaced by a large carbon fibre diffuser which shielded a pair of large center-mounted exhaust pipes. As a result of this modification,
5336-535: The interior was also removed because it was completely useless in conjunction with the revised engine lid, further adding to the race feeling of the car. 0-30 mph (48.3 km/h): 1.8 seconds 0-60 mph (96.6 km/h): 3.3 seconds 0-80 mph (128.7 km/h): 4.9 seconds 0-100 mph (160.9 km/h): 7.0 seconds 0-120 mph (193.1 km/h): 9.9 seconds 0- 1 ⁄ 4 mi (400 m): 11.4 seconds at 128.5 mph 30–120 mph (48.3–193.1 km/h): 8.1 seconds The Diablo SV
5428-697: The late 1980s, he raced the BMW 320i Turbo and the BMW M1 Procar with his son, Walter. As well, he won the domestic Spezial-Tourenwagen-Trophy [ de ] in 1990 with his Porsche 935 K3 and competed in the Interserie with a Porsche 962 . He additionally survived a 250 km/h crash at the Rindt Kurve during a test drive at the Österreichring in his 935 K3. The foundation of Koenig Specials began in 1974 when Willy König bought one of
5520-410: The lightest Diablo variant ever produced. A very deep chin spoiler and fixed front lamps along with an adjustable rear wing was one of the main changes made to the body work. The front and rear section of the car were entirely removable to allow easy access to the mechanicals of the car, the wheelbase and length of the car was increased than a standard Diablo for enhanced performance. Larger air intakes on
5612-453: The lineup. The most immediately noticeable exterior change was the replacement of the previous Diablo's pop-up headlamp units with fixed composite lenses, borrowed under license from their original application in the Nissan 300ZX (Z32) . All models were also fitted with new 18 inch wheels. The Diablo range also received an updated interior. Instead of the traditional flat dashboard with
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#17327975607425704-433: The loss of the roof and the car featured many unique components some of which made their way to the later variants of the Diablo. Such components included larger air intakes near the rear wing and the sides of the car for better engine cooling, a visor mounted rear view mirror, roll bars over the seats, unique wheels in body colour of the car and a unique engine cover which included a tunnel in the middle for better airflow over
5796-492: The model. The GT featured aggressive bodywork, a stripped-down interior, and an enlarged engine. The GT variant was exclusive to Europe only, but some were imported into the US . Exterior changes included an all new black carbon fibre front air dam with large brake ducts and a central vent for the oil cooler (the car still featured driving lamps, the single pair of round units featured on the Diablo VT Roadster). At
5888-590: The modifications, as they no longer considered it to be a Ferrari. Magazines took lengths to avoid visual reference to the Italian marque when running a feature on a Koenig car. For example Top Gear magazine had to mask the badge of an owner's F50 to avoid legal action, and a car tested by Road & Track had an alternative rectangular KS badge in yellow background in place of the prancing horse badge in front. In addition, Koenig modified cars owned by celebrities. These include actor Sylvester Stallone , who had
5980-422: The most notable change was the addition of all wheel drive , which made use of a viscous center differential (a modified version of LM002 's 4WD system). This provided the new nomenclature for the car (VT stands for viscous traction ). The new drivetrain could direct up to 25% of the torque to the front wheels to aid traction during rear wheel slip , thus significantly improving the handling characteristics of
6072-586: The narrow rear window, while a larger spoiler was installed as standard equipment. The single rear fog lamp and rear backup lamp, which had been on either side of the rear grille, were moved into the bumper; this change would be applied to all Diablo models across the lineup. Completing the exterior variations were special magnesium alloy wheels, SE30 badging, and a new metallic purple paint color (this could be changed upon request). Only 150 SE30 models were built, and of these, about 15 were converted to "Jota" specification (although 28 Jota kits were produced). The "Jota"
6164-531: The navigation system, and enhanced carbon fibre trim on the interior. The power output remained the same as on the Diablo VT 6.0. Production was limited to 42 units. In early 1995, Lamborghini planned to compete in GT1 class of the 24 Hours of Le Mans by entering a Diablo into the competition. Amos Racing in the UK was contracted to develop the vehicle and have it ready in time for the June 1995 24h race, The Larrousse formula one team under contract with Lamborghini at
6256-483: The original layout of automobiles. A 1901 Autocar was the first gasoline-powered automobile to use a drive shaft and placed the engine under the seat. This pioneering vehicle is now in the collection of the Smithsonian Institution . Mounting the engine in the middle instead of the front of the vehicle puts more weight over the rear tires, so they have more traction and provide more assistance to
6348-443: The passenger compartment of the vehicle. In most automobiles, and in sports cars especially, ideal car handling requires balanced traction between the front and rear wheels when cornering, in order to maximize the possible speed around curves without sliding out. This balance is harder to achieve when the heavy weight of the engine is located far to the front or far to the rear of the vehicle. Some automobile designs strive to balance
6440-536: The potentially smoother ride is usually more than offset by stiffer shock absorbers . This layout also allows the motor, gearbox, and differential to be bolted together as a single unit. Together with independent suspension on the driven wheels, this removes the need for the chassis to transfer engine torque reaction. The largest drawback of mid-engine cars is restricted rear or front (in the case of front-mid layouts) passenger space; consequently, most mid-engine vehicles are two-seat vehicles. The engine in effect pushes
6532-479: The project due to the financial turmoil faced by the company as well as the lack of interest in such a variant. When the Milanese distributor of Lamborghini, Emanuele Conforti, came to know about this variant, he requested then CEO Vittorio di Capua to commission one example for him. This resulted in a production example of the SV roadster being completed on 6 April 1998 in the signature Giallo Orion colour scheme with
6624-432: The rear ducts featured the vertical painted design seen on the SE30. The engine lid was changed substantially in order to provide proper ventilation when the roof panel was covering it. The roadster also featured revised 17 inch wheels and the air intakes on top/sides were made larger than the Diablo coupé. For the 1998 Diablo SV, VT, and VT Roadster, the wheels were updated to 18 inches to accommodate bigger brakes, and
6716-412: The rear passenger seats forward towards the front axle (if the engine is behind the driver). Exceptions typically involve larger vehicles of unusual length or height in which the passengers can share space between the axles with the engine, which can be between them or below them, as in some vans, large trucks, and buses. The mid-engine layout (with a horizontal engine) was common in single-decker buses in
6808-426: The rear view mirror. The signature scissor doors were retained despite the loss of the roof and the interior became more ergonomic and featured a unique two-tone beige colour. The concept generated a positive response among the public and demand among customers for such a car. As the car was not intended for production, German tuner Koenig Specials , with Lamborghini's permission, converted customer cars into replicas of
6900-459: The rear, NACA ducts near the doors and air intakes from the Diablo SV improved engine cooling. The car utilised scissor doors and tail lights from a regular Diablo further increasing its resemblance with the road going model. Other features included purpose built race interior, plexiglass windows, 18-inch centre-lock OZ racing wheels and an integrated roll-cage. Mid-engine design The mid-engine, rear-wheel-drive format can be considered
6992-487: The rear-wheel drive layout, can increase the likelihood of loss of traction during hard driving. Despite its higher power output, the SV was priced as the entry-level model in the Diablo range, falling below the standard Diablo by a small margin. An adjustable rear spoiler was installed as standard equipment and could be color-matched to the car body or formed from carbon fibre. Other exterior changes included black tail lamp surrounds, repositioned rear fog and reverse lamps as on
7084-538: The recession and some that survived went for a conservative body modification route. At the same time, tuner houses were replaced by in-house tuners and customization schemes such as BMW M and Mercedes-AMG . Koenig's reputation grew so much that it divided the opinion of Ferrari fans, disagreeing on even the removal of the side strakes on the modified cars. Additionally, Koenig also angered Enzo Ferrari so much that he ordered Koenig, via legal notice, to remove all prancing horse badging from its cars once it received
7176-510: The shorter-ratio SV rear differential (providing enhanced acceleration), this model featured no significant changes from the previous design, and merely served as a final tribute to the outgoing roadster. Lamborghini introduced the Diablo GT in 1998 with only 80 examples being made available for sale. The Diablo GT, like the SE30 and SE30 Jota before it, was a track-oriented iteration of the Diablo and featured many unique components exclusive to
7268-412: The superior balance - and the car begins to spin. The moment of inertia about the center of gravity is low due to the concentration of mass between the axles (similar to standing in the middle of a playground roundabout, rather than at the edge) and the spin will occur suddenly, the car will rotate faster and it will be harder to recover from. Conversely, a front-engined car is more likely to break away in
7360-433: The taillight surrounds were now body-colored (rather than transparent, red or black) and the lamps themselves used the configuration seen on the track-oriented GT variant. Aluminum 18 inch OZ wheels which were styled with a 5-hole "phone dial" design similar to that seen on the later models of the Countach were used. The interior was refined by improved air-conditioning and revised seat and pedal alignment. The engine
7452-531: The three cars produced still exist in Japan. The first car, the Jota PO.01, actually competed in JGTC series racing in the 1995 and 1996 seasons. It has a dry-sump 5,707 cc (5.7 L) engine with Multi Mode Engine Control (MMEC) technology which had been developed during the 1991 Formula One season. The second car, the Jota PO.02, was also developed in 1995 with specifications for endurance racing and competed in
7544-578: The time did the first testing and shake down on behalf of Lamborghini and Amos racing. Disputes between the factory and the sponsors led to the project's demise and the car did not end up competing in the race. In 1995, to compete in the newly formed JGTC class racing in Japan, Japan Lamborghini Owners Club (JLOC) ordered two Diablos with competition specification from Lamborghini along with at least one road legal variation for homologation purposes. The cars were developed with technical support of Lamborghini Engineering and were allowed to be named Jota. All of
7636-510: Was a factory modification kit designed to convert the race-oriented SE30 into an actual circuit racer, albeit at the cost of street-legal operation. A revised engine lid with two ducts protruding above the roofline forced air into the intake system; a similar lid design would later be used on the Diablo SV model. With even more tuning of the Diablo's venerable V12 engine, it had a power output of 603 PS (444 kW; 595 hp) and 639 N⋅m (471 lb⋅ft) of torque. The rear-view mirror from
7728-419: Was changed from the previous generation. All US-spec VT models, coupé and roadster alike, shared the same unique front and rear fascias as seen on the original VT Roadster, along with the vertical rear brake ducts that had debuted on the SE30 model; these cosmetic variations were available as options on VT coupés available in the global market. A special run of twelve Diablo VT models was produced exclusively for
7820-775: Was driven by Mario Andretti during the Lamborghini-sponsored "Running of the Bulls" event in California. Need for Speed III: Hot Pursuit uses the Lamborghini Diablo SV as the cover car of the game. The Diablo became emblematic of the Need for Speed franchise, making several appearances throughout the later entries in the series. The Diablo VT Roadster was introduced in December 1995 and featured
7912-524: Was introduced in 1995 at the Geneva Motor Show , reviving the S uper V eloce title first used on the Miura SV . The SV is based on the standard Diablo and thus lacks the four-wheel drive system of the VT. A notable feature of the SV is an increase in power output to 517 PS (380 kW; 510 hp) at 7,100 rpm and 580 N⋅m (428 lbf⋅ft) of torque at 5,900 rpm which, paired with
8004-519: Was named after a ferocious bull raised by the Duke of Veragua in the 19th century, famous for fighting an epic battle with 'El Chicorro' in Madrid on 11 July 1869. The development is believed to have cost a total of 6 billion Lire . The Diablo was presented to the public for sale on 21 January 1990. Its power came from a 5.7 L (348 cu in) dual overhead cam , 4 valves per cylinder version of
8096-557: Was offered which included twin turbos and a full widebody conversion with a wing similar to that seen on the F40 (hence "F48"). The KS600 package led to the 348 having almost 600bhp. Less than 10 versions of the F48 were made making this model very rare and it is estimated that 3 are right hand drive. Official F48 conversions (like all other Koenigs) will have a Koenig Specials VIN plate on the dashboard starting with “KS”. The business thrived as it
8188-492: Was popular for cars of the time. Perhaps Koenig's most notable project was their work on the successor of the 512 BB, a modified version of the Ferrari Testarossa that debuted in the 1985 Frankfurt Motor Show . It produced 710 bhp, 320 bhp over a stock Testarossa. This was followed up by the 800 bhp Competition (1988) that was good for 217 miles per hour (349 km/h); its convertible version,
8280-556: Was shared with the limited production GT variant and had updated ECU software in addition to new intake and exhaust systems and a refined variable valve timing system with revised camshafts. The engine had a power output of 557 PS (410 kW; 549 hp) and 620 N⋅m (457 lb⋅ft) of torque. Due to the development of the Murciélago, the Diablo VT 6.0 was only available in the coupé bodystyle with no more roadster or SV models planned; however, customers could specially order
8372-409: Was supported by the strong German economy of the 1970s and 1980s. Koenig, as one of the first tuning houses to specialize in expensive exotic cars, represented an era of independent German tuning houses of the 1980s such as Brabus and Gemballa that began to replace traditional coachbuilders of the previous generations. By the end of the 1990s, some of those companies were slowly killed off by
8464-426: Was the top-end CVA-1005 model, with integrated navigation system; also included in the package was a DVD player, 6-disc CD changer, and Alpine's top-of-the-line tweeters, midrange drivers, and subwoofers along with powered by "Lamborghini" badged Alpine amplifiers. Alpine logos adorned the seat headrests, floor mats, and the special car cover included with this rare model. Another special twelve-car run of VT models for
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