What's New for the 2004 Lamborghini Murcielago?
For 2004, the Lamborghini Murcielago is available with an E-gear sequential manual gearbox operated by using shift paddles mounted to the steering wheel.

Advantages of the 2004 Lamborghini Murcielago:

• Annual build rate of 400 units ensures exclusivity
• 580bhp from 6.2-liter V12 engine
• Thick wad of torque at low rpm
• Permanent 4WD system
• E-gear sequential manual gearbox

Objections to the 2004 Lamborghini Murcielago:

• Stability control is not available
• Side-impact airbags are not available
• Does not employ all-aluminum construction

Editor's Advice:
Audi AG had just taken control of Lamborghini when the Diablo’s original successor, the Canto, was nearing production. Evidently, Audi’s man-with-a-plan, Dr. Ferdinand Piech, didn’t like the Canto and ordered an extensive, and costly, reworking of the new Italian exotic car. Four design houses competed for the DOA Canto’s replacement, and ultimately elements of an in-house Audi design and an Italian Bertone submission were chosen. (Interestingly, lead design on the Lamborghini Murcielago was done by a Belgian named Luc Donckerwolcke who was raised in Peru.) The result is the Lamborghini Murcielago, named after a revered bull whose life was spared by a matador during a bullfight because the animal had shown tremendous courage and spirit. The 2004 Lamborghini Murcielago is powered by an aluminum, 6.2-liter V12 making 580bhp at 7,500 rpm and 400 lb.-ft. of torque at 2,000 rpm (maximum torque of 479 lb.-ft. peaks higher, at 5,400 rpm). Essentially a bored-out version of the motor offered in the old Lamborghini Diablo 6.0 VT, the V12 engine features variable valve timing, a variable-geometry intake system, a dry sump lubrication system and drive-by-wire throttle control. Power flows to all four wheels through a standard six-speed manual or a new-for-2004 optional E-gear sequential manual transmission. Lamborghini’s Viscous Traction System (VTS) permanent 4WD includes a central viscous coupling, a 45-percent limited slip differential in the rear and a 25-percent limited slip function in front. Acceleration to 60 mph takes about 3.8 seconds and the Lamborghini Murcielago’s top speed is about 205 mph. A four-wheel-independent double-wishbone suspension includes hydraulic shocks with electronic dampening control; front and rear stabilizer bars; anti-dive and anti-squat geometry; and a front end that can be raised 45mm for additional ground clearance. Three-piece, 18-inch SpeedLine wheels wear Pirelli P Zero Rosso 245/35 front and 335/30 rear tires, and the Murcielago is hauled down from speed via Brembo cross-drilled brakes (355mm in front and 335mm in back) with four-piston calipers. ABS with EBD is standard, along with traction control, but stability control is not offered. Carbon fiber honeycombed exterior panels (except for a steel roof and doors) are affixed to a high-strength steel tube chassis rather than a more sophisticated aluminum space frame. When it debuted for 2002, the Murcielago embodied a new design direction for Lamborghini: Simplicity, athleticism, and freedom from superfluous ornamentation replaced the somewhat grotesque detailing of the Diablo and Countach. The Murcielago retains Lamborghini’s traditional gull-wing doors and includes active spoilers and air intakes that adjust according to driving conditions and engine cooling needs. At low speeds and when standing still, the Murcielago is blessedly free of extraneous wings and scoops. Like the exterior, the interior is mainly Audi’s work, and includes a few bits and pieces from the German automaker’s parts bin. Standard equipment includes a Momo steering wheel with tilt and telescopic adjustment, a trip computer, power folding heated exterior mirrors, leather upholstery, automatic climate control, and a CD changer. Two-tone leather, a GPS navigation system and short-ratio gearing are among the options available on the 2004 Lamborghini Murcielago. An impressive supercar, the Murcielago, but we can’t help but think that the technologically more sophisticated, and less expensive, Gallardo might be the Lambo to own – at least until Audi can exercise its magic more thoroughly on this flagship.