Lamborghini has already released two official teaser shots of the concept it will deb

ut early next month at the Paris Motor Show. InsideLine originally speculated that it would be a four-door sedan along the likes of the Porsche Panamera and Aston Martin Rapide, but Lambo told us the website was just guessing and that no company execs had leaked the concept’s layout. Nevertheless, Automotive News is now reporting that its own inside sources confirm the bullish concept will indeed be one of them new fangled four-door “coupes”, while a carspyshots.net forum member found some copyright evidence that Lamborghini may called it the Urus. Wikipedia tells us that the Urus was a type of large, horned cattle in Europe that went extinct in 1627.

Though what we’re calling the Urus will debut as a concept in Paris, AN reports the model will be near production ready when it takes the stage next month. While lots of speculation is still swirling, most agree it will feature a front-mounted engine located behind the front axle and that the Urus’ motor will be smaller than the Gallardo’s V10. The most likely choice is an engine sourced from Audi, probably turbocharged, though concepts often feature exotic engines not destined for production.

As we all know, there are supercars, and then… there’s the Lamborghini Murcielago LP640. It has been called old and overweight, it has been called impractical and overpriced, it has been called out for its propensity to make 10-year-old boys lick its windows. When we got word that the LP640 would be stopping by the Autoblog Garage for a weekend, it was our chance to see if the childhood dream was still potent enough to answer adult desires. We’ve driven the Bugatti Veyron, Bentley Continental GT Speed, Porsche GT2, Corvette ZR1, Dodge Viper ACR and even Lambo’s own Gallardo LP560, and they were showstoppers. But when we finally met this Lambo, we had only one thing to say: Great googlymoogly!

We should admit right now that we bring a bit of baggage along with this review, having fallen for this particular filament in the automotive tacklebox back when Jimmy Carter ruled the free world. If you don’t get Lamborghini and the LP640, we understand, and we’re sure there is some other variety of automotive sculpture out there that can center your Ch’i.

However, if you do get the Lamborghini, if its geometries, its girth, its pursuit of speed and the next gas station resonates with you — as it has with us way back to the Countach — then there is nothing further to say. The car is a statement and a tome unto itself.

The theme song for the LP640 should be that old Morris Albert chestnut, “Feelings, nothing more than feelings,” because that’s all this car is about. When you’re standing in front of it — towering over it, rather — it’s got you by the transverse colon, or not at all. The engine noise has been designed to commandeer your auditory canal. Every impression, dent, dip, or divot in the road is registered in your viscera. Drive over so much as a piece of lint and you can guess the material and thread count.

The LP640 isn’t what we would call comfortable. We spent hours at a time in the car and it didn’t bother us, but that’s because we don’t mind driving a race car on the street when that race car is an LP640. But there is no mommy-make-it-stop comfort button. In fact, there’s a Sport button, which we never pressed because we don’t go by the name “Gimp”.

The LP640 isn’t exactly luxurious by the standards of comparable supercars. The doors don’t have much hydraulic assist, so you’ll need to help them get all the way up every single time. The leather and alcantara lined carbon buckets are light on the lining, heavy on the carbon. Whereas the Gallardo’s center console is filled with all sorts of toggles and buttons, the LP640 is frippery-free. The LP640 doesn’t even have the Gallardo’s backup camera, and if there were ever a candidate for a reversing aid, it’s the Murcielago.

Five buttons to the left of the steering wheel are for the lights and to engage Reverse. The climate control — no dual-zone nonsense here — is just a few more buttons. And the lower console has a few controls for utilitarian things like pulling the mirrors in, turning off the traction control, and opening the gas cap. That’s it.

The trunk up front is good for a small, soft-sided bag and a few gnats. The interior of the car has room for an iPhone, a Blackberry, and maybe an envelope. The passenger seat is the largest holdall in the car, known to be good for more than one supermodel at a time… if your name is Bruce Wayne.

The LP640 isn’t exactly pleasant to drive slowly. From one mile per hour up to about 15, the minimally-servoed steering and massive front wheels make it practically like piloting a small U-Haul. The eGear, save for the beautiful and perfectly placed paddles, is regrettable. If you have to make a couple of pull-slowly-into-traffic moves, the clutch responds with “I’ll do it, but I won’t like it.” Heaven forbid you get an extended taste of LA’s rush hour creeping. The eGear shifts in milliseconds, but under duress the time it takes for the clutch to re-engage and get power going again feels like a pause long enough to birth a star.

One thing this car did share with the Gallardo was an optional set of carbon brakes (that’ll be $16,250, thank you!) that took a very steady foot to modulate. Especially when slowing for a light, if a downshift happened to occur while you were trying to find the braking sweet spot, you got to do a dance called The Lurch.

Contrary to appearances, though, those are not complaints. (Except for the eGear, which we’d skip for the proper manual.) If we had the required liquidity, we’d be on the phone to Sant’ Agata right now instead of writing this review. We’re just telling you what to expect when you drive it. To deride it for being loud, firm and a handful at slow speeds is telling your girlfriend, “Hey honey, you know those high-heeled, thigh-high boots? You should stop wearing them because they just don’t make any sense…”

And we would never do that.

And this is why we have no complaints: because when the LP640 is at a standstill or on the trot, it is perfect. We’ll say it again: park the car or get it above 20 mph and you inhabit a land flowing with milk and honey, raindrops on roses, whiskers on kittens. And lots of people pointing at you.

When the car is parked, start it up and just listen. Dissect the sound, and way down at the bottom is a muted cacaphony of clacks and whirs and spinning metal. Above that is an insistent drone, not high-pitched, but full-bodied mid-range. And above that and all around is a relentless sucking of air, like a monstrous, depressurized cavity has been opened. The engine sounds like it’s the singularity at the end of a black hole. Or else the car is powered by a nebula.

Even at residential speeds, the Murcielago is marvelous. As long as the roads aren’t war torn, after ten minutes at the con you’re so relaxed you’ve got one hand on the wheel and the other serving up the right CD track. A compliment we can give the eGear is that it will downshift for you (but won’t upshift), and the throttle blips that accompany the descent make slowing down sheer musicality. Another compliment: the paddles are bigger on the Murcielago than the Gallardo, and even though they’re on the column, they are never far away.

That is partly to do with the small steering wheel and partly to do with the relaxed rack ratio, which gives you a turning circle akin to Stonehenge. You can do a 180-degree turn at a stop light, but you should plan on using all available space.

However, you probably aren’t reading this to find out how the LP640 does town duty.

One final compliment we can give the eGear: when it’s time to go, the system doesn’t ask any questions. From standstill, when you let off the brake and smash the gas, the car shoots off so quickly that even though you’re in the car you still ask yourself, “Did you see that?” The 640-hp 6.5L V12 goes from mid-range wail up to about 4,500 RPM, then transmogrifies into a Homerian Siren roaring loud enough to get the attention of passing UFOs.

If you’re on a highway with a 60 mph speed limit, you’re already a shoestring away from breaking the law.

Flip the paddle for second.

eGear unhooks, shifts, bites in again –

The car bucks, your head slams into the headrest, the engine gets so malicious that extraterrestrials in the Sombrero Galaxy are asking each other “Do you hear that noise?”, and you’re accelerating even faster –

Flip the paddle for third.

The power doesn’t stop. The speedo needle is trying to swing around back on itself, but it’s taunting you, because it knows it has more room on the dial than you have road. Unless you have a couple of runways or an Autobahn, you’ll never see sixth gear in anger. You’re already going faster than the passing piston-engined planes above you. Much faster.

And this is what the car was made for. The steering is perfect. Never light, it is always even, and that shallow steering ratio means there are no quick movements needed. Guide it with a confident hand, and it will obey every order.

Uneven road surfaces, changes in camber, none of these fluctuations seem to affect it. The car is so stiff and sits so low to the ground — at such speeds it only wants to stay there — it simply isn’t high enough for there to be sufficient play to dip into anything, to become unsettled. Sweepers are a course in divinity. Yet come to a hard turn, hit the carbon ceramic stoppers and know the feeling of your spine pressing on the seatbelt, crank the wheel around, flip the downshift paddle a few times while you zero in on the apex, back on the gas, and let her scream out of the corner and teleport you to the next horizon.

When cruising in fifth and hit by the urge to drop down to second and take a ride on the Space Shuttle Murcielago, we never once worried that the car would let us down. As long as you’re not on some spit of asphalt custom made for a Lotus Elise, the LP640 is limited only by your knowledge of the road and your knowledge of how to drive it. The car isn’t glued to the road — it is the road, a single amplitude of tarmac flowing between the shoulders. Go with it, and you will go far, my son…

This is why the Lamborghini Murcielago LP640 would be our daily driver. That’s right, every day, even if we had to commute. It’s because this is not just a supercar, it is an argument. And it makes a winning case not just for dreams, not just for exotics, not just for naturally-aspirated engines, and not just for begging for a gig at Autoblog so that Lamborghini will give you an LP640 for the weekend — it is an argument for life.

A third teaser shot of Lamborghini’s mysterious concept car has surfaced on the web just weeks before its debut at the 2008 Paris Motor Show. All signs point to a front-engine, four-door coupe concept similar in form to the Porsche Panamera and Aston Martin Rapide. The first teaser merely showed the car’s rear diffuser, but the second showed its front wheel with a fender vent clearly visible that indicates a front-mounted engine. This third teaser shows the rear taillight and what we can clearly see as the cut line for a trunk lid. The taillight itself features LEDs and seems to be inspired by new taillight designs on the Reventon and LP560-4. Though we don’t have a name for the concept yet, Lamborghini recently registered the name “Urus” with the Italian copyright office. All will be revealed soon enough, though expect a few more teasers between now and Paris.

Lamborghini’s lofty “new world” teaser has set the Internet on fire with rumors and innuendo, but after some coaxing from InsideLine, an unnamed Lambo exec has denied several speculations and brought about the most obvious conclusion.

Lamborghini’s surprise for the Paris Motor Show won’t be a retro exercise like the 2006 Muira concept, nor will it be a successor to the LM002. Forget about more Versace editions or Superleggera variants. No. It’s most likely a sedan, following the Porsche Panamera and Aston Martin Rapide into the uncharted waters of four-door supercars.

The project, which began less than five months ago and was given the go-ahead by Lamborghini bosses (independent of Ingolstadt), could share the Audi A8’s architecture with a front-mounted V10 or V12 engine aft of the strut towers for a front-midship arrangement. A V6 isn’t likely, but a next-generation V8 could be equipped on entry-level models. There’s no indication about how power will be delivered to the wheels, but all-wheel-drive seems plausible considering Lamborghini’s recent offerings.

IL’s source at Lamborghini was insistent that the Panamera’s underpinnings wouldn’t be used, going on to say that, “Lamborghini is at a point where we can set off in new and plausible directions with the entire brand image. In a sense, we need to be able to tell customers what they ought to like about our brand. We’re the experts.” Since no one has claimed the title of “expert” super-sedan manufacturer, we’d say that Lamborghini has a good chance of owning it.

Enthusiasts of exotic Italian automobiles everywhere owe a debt of gratitude to Adam Gordon. The New York real estate developer has just completed what is sure to have been an extremely costly restoration of the Lamborghini Bertone Miura Spyder. We say “the” Miura Spyder because it is the only one ever made. In fact its serial number doesn’t even show in the company’s register.

As we reported when Gordon first acquired the car a year and a half ago, the Miura Spyder was made by Nuccio Bertone and Marcello Gandini as a one-off show car in 1968, when it was unveiled at the Brussels auto salon, much to the amazement of even Ferruccio Lamborghini. The car was then brought back to Sant’Agata where Lamborghini’s own people, in consultation with Bertone, deemed it impossible to put into production. The factory then refinished the only existing example in green with all manner of extra chrome bits and sold it to the International lead and Zinc Research Organization, which used it as a showcase piece and brought it to car shows in such locations as Detroit, Montreal, Anaheim, London, Tokyo, Sydney and Paris, before finally donating in 1981 it to the Boston Museum of Transportation in exchange for a $200,000 tax receipt. The car then disappeared largely into obscurity for 25 years as collectors failed – incredibly – to comprehend the value of the only factory-original Miura targa in the world.

Although the Boston museum invested what must have been considerable time and energy into refurbishing the Miura Spyder, it wasn’t until Gordon got his hands on it that the car was returned to its original Bertone condition by the Bobileff Motorcar Company. The car’s history has been chronicled in a new book, “The Lamborghini Miura Bible” by Joe Sackey. Follow the jump to read the full press release, and click the thumbnails below for a small gallery of images of the Miura Spyder.

for Veno Automotive, a Polish spinoff of UK-based Heros Capital Ltd. Rather as opposed to relying on design experts, providing the desire concentrations and engineering knowledge, the organization cribbed the Lamborghini Reventon so attentively the we imagine flying lawsuits.

Veno’s car not easily looks as if it’s desire a Lamborghini, the organization alleges it might perform such as one, too. Underpinning the bodywork is supposedly a chassis so can take in use of more and more as opposed to 1,000 horsepower. Coupe or convertible flavors are planned, in on a low yearly volume of throughout 15. Carbon fiber are able to give out up the bodywork, carbon-ceramic brakes are portion of the package and there is an array of tech similar to night vision and an on-board computer among web access. Power should initially turn up based on Audi’s 4.2 liter V8 in multiple worth of tune, and the association proves the present it plans to be able to wrest chosen LS9s of General Motors, a regard that is as plausible as space aliens at the White House. If V8s do not whet your appetite, there is in addition a good deal of idle chatter throughout an electric version. Our impression is so the current car is easily terminology correctly now, and the pictures of the office check staged to chosen degree, so additonally the story is writing the rounds, we wouldn’t get our hopes up for anything and everything real.

[Source: Carscoop]

We’ve currently proven you pics based on information from Gordon McCall’s party and from what i read in the Pebble Beach Tour d’Elegance, but today’s indemnity picks up an Italian accent. The Concorso Italiano is one of the highest annual gatherings of all conditions Italian, be it music, cuisine, fashion, tourism, and of route cars. Previously apprehended at the nearby Bayonet Black Horse Golf Course in Monterey Bay, such year’s gathering took place at the Marina government airstrip. Just covet the previous 20-something years, now year’s Concorso brought out a few stunning cases of Italy’s finest, cars calculated provided passione and implemented to be driven con brio. And recently similar to in past years, a few non-Italian cars the current bid the same driving thrill got invited in for the party.

While the tarmac did not supply the same soft picnic grove as the golf course, the organizers tried the most ideal to motivate up for it surrounded by a plethora of shady tents to visit filled in vendors, food and fun. Concorso has presistently been heard a greater amount of laid coming back as opposed to selected of the a larger amount of considered occurreneces for the duration of the week, and that much providing the somewhat a good amount rigid airport setting there was that much a feeling too you got at a good deal more of a car club equate as opposed to a genuine concours. Check out the gallery by clicking one of the images right here and you will hopefully see how we mean. The natural Ferraris, Lamborghinis, Maseratis, and Alfas got joined by a collection of Lancias, DeTomasos, Fiats, and a smattering of “others” the included German, Japanese, American, and British cars. Our prefered prevent was the supercar lineup too featured two MC12s, two Veyrons, an Enzo and an F50. We significantly spotted Valentino Balboni, Adam Corolla and Jay Leno additonally we got there.

SOURCE

The twin turbos mated to Gallardo’s 5.0-litre V10 own absolute magnificent performance credentials at the feet of the supreme commander; the driver. Mods to suit the package are extensive, in conjunction with polished crankshaft journals, steel cylinder liners, a heavy-duty clutch to cope, uprated power and water pumps and a water-cooled intercooler. The exterior is fitted among carbon-fiber decklid at the rear, a diffuser and spoiler Superleggera-like.

SOURCE

It looks who well-to-do consumers who grew up staring at Countach posters on this bedroom walls are even coming across a way to fulfill this childhood fantasies. Both transactions and proceeds are up at Lamborghini, providing a good amount of of the raises imminent of emerging markets, as well as the Middle East, China and Hong Kong. Lamborghini CEO Stephan Winkelmann believes this the key to its modern sells successes is its policy of causing less vehicles as opposed to it believes it can sell, thereby keeping requirement high. Winkelmann furthermore noted who price go at a slump as generation goes up, a !no! godsend to increased profitability.

With Lambo’s most recent Gallardo LP560-4 around to hit its 114 dealerships, the instant part of the year is presently shaping up fairly nicely. Ridiculously costly choices among insane earning margins as $19,000 carbon-ceramic brakes are ensured to service the floor string too.

What to do when you need the style of a Lamborghini without the obscene payment? Seek refuge in GM’s stunted utility of 1980s awesomeness, the Fiero, that is what. Armed in on phase and skill, a steel fabricator out of Canada named Woody has wrapped up an impressive job transforming a $60 mid-engined Pontiac wedge to an exciting homage to the Reventon. Obviously talented, the wound up Woodighini is happening to be incredible, Woody’s completed a healthy job of transferring the Reventon’s levels to the Fiero’s chassis.

When you are rocking Sant’Agata styling, you can not bring in do in on an Iron Puke or much the L44 V6. Woody’s tucking a hotted-up GM small-block beneath the engine hatch, fed pressurized atmosphere by a pair of turbos. The blow-through carburetor is a bit too stone age for our tastes, but we are positive it is not predicted to stand in the way of that car making a wheeled rocket. Flat out exciting work, and it is prospective to undergo the same total sum of deliberation lavished on it by passerby as a true Lamborghini gets; it is ensured had as even astronomical attention in its crafting as anything and everything wearing the Bull.