The electronic control system also provides the following diagnostic functions:
- OBD II on-board diagnostic system
- Lamborghini LDAS diagnostic system and "black box" recorder
- Control algorithms developed to ensure compliance with USA, Europe and Japan standards.


Lamborghini Murcielago Transmission

As mentioned previously, the Lamborghini Murcielago has a new 6-speed gearbox, while the transmission maintains the traditional Lamborghini layout. To increase the general rigidity of the system and improve basic stability in operation, the primary shaft and the secondary shaft are each mounted on three bearings (as against 2 on the Diablo).

Gearbox lubrication is forced, with a pump mounted inside the gearbox itself. Use of the latest generation double and triple-cone synchronizers and optimisation of the control linkage have allowed for an appreciable reduction in the effort required to change gear.

The rear differential is flange mounted to the engine so that it can be replaced without having to remove the complete powertrain from the car. The clutch control system has been optimised by the fitting of a slave cylinder on the axis of the clutch release bearing, the result being a significant reduction in the force required to operate the clutch pedal.

Lamborghini Murcielago, like its predecessor the Diablo, is equipped with permanent four-wheel drive and a central viscous coupling (Viscous Traction System), with 45% limited slip and the front with 25% limited slip.This solution represents an active traction control system: excess torque on the primary axle (rear) is automatically transferred to the secondary axle (front) to maintain ideal traction at all times. Furthermore, in order to meet the demands of extreme driving, Lamborghini has also developed a traction control system that acts on the engine itself. When the limits of grip are reached, driving torque is suitably reduced by intervening on both the throttle (by way of the DBW system) and the injection / ignition systems.



Chassis and Suspension

Lamborghini Murcielago chassis has been stiffened considerably to achieve a torsional rigidity value in excess of 20,000 Nm/deg. The attainment of this value was one of the fundamental objectives of the design programme, and translates into a significant improvement in the car's performance: improved suspension behaviour and handling, greater driving comfort and an appreciable reduction in interior noise.

The chassis consists of a frame made of high-strength steel tube, with structural elements in carbon fibre/honeycomb. The carbon fibre elements are attached to the steel frame using a combination of adhesives and steel rivets. The chassis, which has a structural steel roof and a carbon fibre floor pan attached to the tubular frame, incorporates pressed steel panels with stiffening ribs, which also have a structural function.

The new chassis offers several advantages over the previous design:

- at the front end of the chassis, the mountings for the shock absorbers, the torsion bar and the front suspension have all been moved forward by 15 mm (wheelbase=2665mm); some of the tubes and panels in the area of the rear wheel arches have been replaced by carbon fibre panels, these being attached to the perimeter of the tubular frame; the geometry of the lower part has been modified to suit the more forward positioning of the front axle and thereby improve accessibility and increase the space available for the pedals.
- a new, more rigid removable cross member has been fitted for the rear shock absorber mountings.
The independent front and rear double wishbone suspensions, with steel arms and hydraulic shock absorbers with electronic damping control allowing automatic or manual adjustment, have been optimised to improve handling and straight-line stability.

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