Although the Murcielago is the superior car, it does not represent a quantum-leap in improvement over its immediate predecessor. Without it being both substantially lighter (in fact, it's 25kg heavier) and more powerful (it's 'only' up 21bhp), it was never going to be. But the Murciélago is most definitely an improved car for a catalogue of reasons.

Out on the circuit in the Murciélago, there are several differences, indeed improvements, which very soon come to light. The most obvious of these is the six-speed gearbox, so gone is the old dogleg-for-first. The new 'box, while still requiring a brief period of familiarisation, is considerably lighter and friendlier.

Then there is the steering, which also feels slightly lighter than before, and the steering response, which feels even quicker and more direct. Despite that extra 25kg, the Murciélago now feels a bit more agile, while the front end is less prone to understeer in the tighter turns. A bit more assistance from the power steering might be able to explain some degree of this, but the bulk of the credit really has to go to the new car's reconfigured suspension set-up.

Then there are the brakes, which at the front now sport discs that are 20mm larger in diameter. In theory, they should be stronger and, in practice, they certainly aren't lacking. And they aren't quite so prone to having the ABS chime in, either. It's also possible to brake deeper into a tightening-radius corner without feeling like things are about to become unsettled - though Pirelli's new P Zeros probably play their role in all of this too.

Despite similar power-to-weight ratios - the Murciélago has 346bhp per tonne, compared with the Diablo VT's 338bhp per tonne - the former's 200cc bigger V12 feels more responsive, quicker revving and indeed a little faster.

There are only two places on this Vairano track where it is possible to use full-throttle acceleration and the experience is delicious on each and every lap. But, unlike so many other pleasures, the trouble with acceleration is the more you've got, the less you can use it. That notwithstanding, Lamborghini claims a 0-62mph time of 3.8 seconds and a 205mph maximum speed for the 'Lago, compared to 3.95 seconds and 200mph for the Diablo.

The Murciélago feels noticeably torquier too (479lb ft at 5,400rpm compared to the Diablo VT's 457lb ft at 5,500rpm), making corner exits quicker and, in theory, safer - although as described earlier, you've still got to be able to drive because, despite all these technological advancements, there's no way an average Murciélago pilot is going to be able to keep a skilled driver in a Diablo at bay.

Which leaves me to summarise that the Murciélago steers, handles and brakes even better, goes even faster, is a little easier to drive, looks even better, but, perhaps unsurprisingly, doesn't sound quite as exhilarating. All in all, Lamborghini, and its parent company Audi, can be proud.

Tom Stewart

Back to Lamborghini Murcielago Overview