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Lambo’s 690bhp 6.5-litre V12 engine and gearbox secrets

Lambo’s 690bhp 6.5-litre V12 engine and gearbox secrets

Lambo’s 690bhp 6.5-litre V12 engine and gearbox secrets

[5 October 2010]

Lamborghini has lifted the lid on the engine and gearbox that will power the replacement for the Murcielago supercar.

The supercar will have an all-new V12 engine and an innovative new gearbox, which Lamborghini boss Stephan Winkelmann claims will jump its supercar “two generations ahead in every sense”.

The new car, often incorrectly called the Jota, is codenamed LP837, and will be capable of sprinting from 0-62mph in less than three seconds and will hit a top speed in excess of 217mph. The 6.5-litre V12 engine will boast 690bhp and 690Nm of torque , and while it shares the same capacity as the outgoing engine, the new powerplant does not share a single component with the outgoing Murcielago’s motor.

The new engine is hand-built in Sant’Agata rather than on Audi’s production lines. It features an increased rev limit, up from 8,000rpm to 8,250rpm, and the overall weight is down by 18kg to 235kg. The engine will be mounted 60mm lower in the chassis than the Murcielago’s V12 to ensure that the new car’s centre of gravity is as low as possible.

Lamborghini has confirmed that the new car will use a lightweight carbon fibre chassis, as previewed by the stunning Sesto Elemento concept car shown at the Paris Motor Show, which trims the current car’s 1,650kg weight by 150kg. This helps improve the efficiency of the new car by 20 per cent over the old LP640.

Lamborghini has also confirmed a new single clutch gearbox. Winkelmann is not a fan of double-clutch gearboxes as they “lack the emotion needed for supercars.” Instead, Lamborghini has worked with Italian transmission specialist Graziano, to provide a lightweight seven-speed gearbox which shifts gear in just 50 milliseconds, or about 40 percent faster than the Gallardo Superleggera’s E.Gear.

The gearbox will send power to all four wheels via a Haldex all-wheel drive system in place of the current viscous-coupling system. In normal running, the drive is split 30:70 front-to-rear, but can shift instantly to give 60 percent torque to the front.