At Audi TechDay
Lightweight Design Lamborghini has showcased the
carbon fibre and racing monocoque technology that has
gone into the forthcoming Murciélago replacement, the
Geneva Motor Show-bound LP700-4.
To coincide with Audi
TechDay Lightweight Design conference Lamborghini
has revealled two new images showing the LP700-4's
rolling chassis, and a detailed analysis of the
technology involved in the new sports car. Meanwhile a
first look at the clothed Aventador LP700-4 has come
through the somewhat unlikely route of Evo
magazine's Croatian edition which features the new
sports car on the front cover.
1. Lightweight
engineering with carbon-fiber technology
Lightweight engineering with carbon-fiber
technology: Systematic lightweight design concept for
extreme dynamics and outstanding efficiency: full
monocoque for the new V12 model with exceptional
characteristics; worldwide leading know-how in
development, production and application of carbon-fiber
materials; new production system uses innovative
technologies to the highest quality standards;
investments in carbon fiber demonstrate the innovative
strengths and forward-looking power of the brand.
Lamborghini is heading into the future with a systematic
lightweight design concept – the intensive application
of carbon-fiber materials forms the key foundation for
the extreme dynamics and less emissions that will define
its future super sports cars. The new V12 model that
will debut at the 2011 Geneva motorshow is based on a
full monocoque construction made from innovative
carbon-fiber technology and superior to anything else on
the market – developed and produced entirely by
Automobili Lamborghini.
This development sees Lamborghini once again demonstrate
its worldwide leading expertise in carbon-fiber
reinforced plastics (CFRP) technology. The super sports
car brand from Sant’Agata Bolognese is the only
automaker to have fully mastered the extensive CFRP
process across a range of technologies in-house –
through design, simulation, engineering, prototyping,
testing, validation and production, using
state-of-the-art industrial processes to the very
highest quality standards. Lamborghini is putting its
innovative, in-house developed and patented technologies
into series production for the first time with the
successor to the Murciélago.
“Systematic lightweight engineering and an optimum
power-to-weight ratio are absolutely crucial to the
super sports cars of the future, for both the highest
levels of driving pleasure and lower emissions,” says
Stephan Winkelmann, President and CEO of Automobili
Lamborghini. “Lamborghini has put a lot of hard work
into growing its expertise in the application of CFRP,
attaining the leadership position we hold today. With
its innovative carbon-fiber monocoque, the successor to
the Murciélago displays the full competence of our brand
and starts a new chapter in the history of Lamborghini.”
Technology transfer between Audi and Lamborghini
Automobili Lamborghini is a 100 percent subsidiary of
AUDI AG and makes extensive use of the Audi brand’s
renowned, world-leading expertise in lightweight
engineering. Audi is particularly advanced when it comes
to the high-volume application of aluminum, which
Lamborghini uses in areas such as the space frame
construction of the Gallardo model range. In the field
of fiber-reinforced composite materials, the competences
of Audi and Lamborghini are perfectly balanced –
Lamborghini’s contribution to the partnership includes
decades of experience with carbon fiber and know-how in
the development and production of low-volume models,
while Audi is working with a number of lightweight
materials on an intelligent hybrid construction concept.
The fundamental thinking is the same for both brands –
every future model generation must be considerably
lighter than its predecessor.
Full monocoque for the new sportscar
Lamborghini’s flagship is made of a full monocoque. In
contrast to some competitors, the entire occupant cell –
the tub and roof – is one single physical component.
This ensures extreme rigidity and thus outstanding
precision on the road, as well as an extremely high
level of passive safety for the driver of the new super
sports car and his passenger. The entire monocoque
weighs in at only 147.5 kilograms (324.5 lbs). The
pushrod suspensions, the twelve-cylinder engine and the
innovative, super-fast shifting ISR transmission are all
connected to the monocoque via aluminum sub-frames front
and rear. This lightweight design features an impressive
combination of extreme rigidity and very low weight. The
entire chassis of the future V12 model boasts an
enormous static torsional stiffness of 35,000 Newton
meters per degree. Yet the whole body-in-white weighs
only 229.5 kilograms (504.9 lbs) – a best-in-class for a
super sports car with a stunning power output of 515 kW
/ 700 hp.
Completely new facility for carbon-fiber vehicles
A completely new 5400 sq. meter production facility has
been built in Sant’Agata for the innovative monocoque
and the complete body-in-white of the Murciélago
successor. A state-of-the-art process combines automated
production with meticulous craftsmanship to create
carbon-fiber structures of the very highest quality and
precision. Major elements of the monocoque are produced
using Lamborghini’s patented “RTM-Lambo” technology.
This process does not necessitate the laborious use of
hand lamination and autoclave, and at the same time uses
production molds made from carbon fiber, making RTM-Lambo
a significant step forward in production technology. One
figure in particular illustrates the importance of
carbon-fiber technology to Lamborghini – 2009 saw around
100 tonnes of carbon-fiber materials used in production,
a figure that will triple to more than 300 tonnes by
2013.
The optimum lightweight design strategy for every
model
With the successor to the Murciélago, Automobili
Lamborghini is implementing across its entire model
lineup an optimum lightweight design strategy based on
the respective vehicle and volume. The most important
base material alongside carbon fiber is aluminum, where
Lamborghini benefits from the leading lightweight
engineering expertise possessed by the Audi brand. The
Gallardo range, for example, is built using Aluminum
Space Frame technology, complemented by the targeted
application of carbon-fiber components. With a dry
weight of only 1,340 kilograms (2,948 lbs), the Gallardo
LP 570-4 Superleggera is the most lightweight super
sports car in its class.
High level of investment in future technology
Automobili Lamborghini embarked upon a program of
extensive investment in its preparations for the next
technological leap to a complete carbon-fiber monocoque.
The super sports car brand is now driving forward
technology development in two in-house research centers,
the Advanced Composite Research Center (ACRC) in
Sant’Agata Bolognese and the Advanced Composite
Structures Laboratory (ACSL) in Seattle, USA. Partners
in the intensive research and development cooperation
include aerospace giant Boeing, the University of
Washington and golf equipment manufacturer Callaway. A
host of patents for materials, as well as design,
bonding and production technologies, document the
innovative spirit of the Italian brand. The clear
commitment to carbon-fiber technology is also a major
factor in Lamborghini’s preparedness for the future.
Stephan Winkelmann, President and CEO of Automobili
Lamborghini
“Lamborghini stands for extreme and uncompromising super
sports cars in the best Italian tradition. For
Lamborghini, however, innovation has always been part of
that tradition. The time has come for us to redefine the
future of our super sports cars. Obviously, the focus is
on our customers’ two most important purchasing criteria
– design and performance. Design has always been the
number one reason for wanting to own a Lamborghini – and
that’s not going to change. We will ensure that a
Lamborghini will always remain unique and clearly
recognizable. Performance, on the other hand, is
something that will be extensively redefined. Just a few
years ago, the most important aspects were top speed,
acceleration and handling – in that order of priority.
However, things have changed since then.
"Together with design, handling and acceleration have
become increasingly important. Top speed is no longer as
decisive, because all super sports cars can manage more
than 300 km/h (188 mph) – a speed that can barely be
attained on the race track, and that is out of the
question on the public roads of most countries on earth.
Nowadays, the issues of handling and acceleration are
far more crucial to consistent driving fun. The
power-to-weight ratio is the key factor in the
improvement of both and in the experience of more direct
driving fun. This means that increased power is no
longer the focal point – because we no longer need to
achieve higher top speeds, and because CO2 emissions are
relevant for super sports cars, too.
"This means that weight must be reduced. It is important
to understand how best to approach this reduction. Since
the 1980s, the average weight of our vehicles has
increased by around 500 kilograms (1,100 lb), due to the
requirements set by safety, comfort and emissions
reduction. This is a trend that we must reverse with
urgency. However, because cannot sacrifice either safety
or comfort, we will start using new materials. The magic
words are carbon fiber. We already began working with
this in Sant’Agata Bolognese more than 30 years ago. We
now have two research laboratories in Sant’Agata
Bolognese and Seattle, and we have mastered a host of
technologies that put us in a clearly dominant position
when it comes to low-volume series production. With our
new plant for building carbon-fiber monocoques and
complete carbon-fiber bodyshells, we are delivering the
highest quality levels and absolute precision. Every new
Lamborghini will make use of this carbon-fiber
technology for optimum weight reduction. 2011 will see
the new Lamborghini V12 supersportscar launch a whole
new chapter in the history of the brand."
2. The innovative
monocoque of the new V12 model
Carbon composite materials are a key technology for the
automotive engineering of tomorrow, especially for
high-performance sports cars. These materials made from
CFRP combine the lowest possible weight with excellent
material characteristics – they are very light,
extremely rigid and exceptionally precise. Furthermore,
CFRP materials can also be formed into highly complex
components with integrated functions. This reduces the
number of individual parts when compared to traditional
metal construction – thus enabling further weight
reduction. Lighter cars have lower fuel consumption and
fewer CO2 emissions. Most significantly, however, it
improves the power-to-weight ratio – the deciding factor
in the overall feel and performance of a sports car. A
super sports car built using CFRP accelerates faster,
has superior handling and better braking.
Monocoque makes the most of material characteristics
The cell of the future Lamborghini flagship super sports
car is made entirely from carbon fiber and has been
designed as a monocoque structure. The load-bearing
structure of the vehicle is engineered as a “single
shell” that functions physically as one component, thus
taking full advantage of the extreme rigidity of CFRP.
Formula 1 race cars have been built using CFRP
monocoques for many years – and have proven their crash
worthiness time and again. The same applies to
road-going sports cars featuring monocoque technology –
the carbon fiber occupant cell functions like an
extremely safe roll cage.
Construction offer many advantages
Of course, the term “single shell” applies only in the
descriptive sense – the new Lamborghini monocoque is
made from a series of individual parts with specific
functions, such as stiffening elements made from
Braiding technology, that is one of the best technology
to manage energy adsorption in case of crash. After the
curing process, however, this structure functions as a
single component – including the base section known as
the tub and the complete roof.
The full monocoque solution offers advantages which
other processes, like a tub where a metal roof structure
is attached in a conventional manner, cannot realize.
That’s why Lamborghini made the no compromise choice of
the full monocoque, which weighs only 147.5 kilograms
(324.5 lbs).
Extremely rigid construction
Superior passive safety is only one benefit of the
extreme rigidity of a full carbon fiber monocoque - very
high torsional rigidity is another. The monocoque is
connected at the front and rear with equally rigid
aluminum sub-frames, on which the suspension, engine and
transmission are mounted. The entire body-in-white of
the future V12 model weighs only 229.5 kilograms (505
lbs) and boasts phenomenal torsional stiffness of 35,000
Newton meters per degree. This guarantees a superb
feeling of solidity, but, more importantly, extremely
exact wheel control with excellent steering precision
and sensitive feedback. For the dedicated driver, both
are essential for truly enticing driving pleasure. The
new Lamborghini flagship responds to the most minute
steering input with the stunning precision of a
perfectly balanced race car.
Depending on the form, function and requirements of the
individual elements, the Lamborghini development team
selected from three main CFRP manufacturing methods
within its technology tool kit. They differ not only in
their production processes, but also in the type of
carbon fiber and its weave and, most importantly, in the
chemical composition of the synthetic resin used.
Resin Transfer Moulding (RTM): In this process the
carbon fiber mats are preformed and impregnated with an
exact amount of resin. Afterwards, they are cured under
heat while the part is in the mold. Lamborghini has
achieved a major breakthrough by further developing this
method. Using the patented “RTM-Lambo” process, the
final mold is no longer a heavy, complex metal piece,
but is made instead from lightweight carbon-fiber parts,
thus making the manufacturing process faster, more
flexible and more efficient. An additional benefit of
the RTM-Lambo process is the low injection pressure that
doesn’t require expensive equipment.
Prepreg – The carbon fiber mats used in this method,
commonly known as prepreg, are pre-injected by the
supplier with a thermosetting liquid resin and must be
stored at a low temperature. The mats are then laminated
in molds and cured under heat and pressure in an
autoclave. Prepreg components are complex to make, but
have an extremely high-quality surface finish (Class-A
surface quality) and are therefore the preferred option
for use in visible locations.
Braiding – These components are manufactured by using
RTM technology. This carbon fiber weave technology is
derived from the textile industry and used to make
tubular components for special applications such as
structural roof pillars and rocker panels. The woven
components are made by diagonally interweaving the fiber
in several layers.
The monocoque of the new V12 super sports car is
constructed using these technologies applied in a series
of special processes. One significant advancement
Lamborghini realized is the ability to use
already-assembled monocoque elements as the mold for the
next step in the process. This makes for a considerable
simplification of the manufacturing process compared
with conventional methods. Epoxy foam components are
also used within the monocoque. They are placed in
strategic points to increase the stiffness of the
monocoque by working as spacers between the composite
layers while also dampening noise and vibration. In
addition, aluminum inserts are laminated into the front
and rear surfaces to facilitate connection with the
aluminum front and rear sub-frame elements. Because of
the complexity of the materials and process outlined
above, Lamborghini decided to produce its new monocoque
completely in-house, managing one strategic step in the
production process.
Quality control is an absolutely crucial factor – every
single monocoque is measured to exacting tolerances of
only 0.1 millimetres, facilitating the extreme precision
of the overall vehicle. Quality control starts with the
purchase of the carbon fiber parts. Every delivery of
carbon fiber is certified and the material is checked
regularly for compliance with quality standards.
Lamborghini worked together with its suppliers to
develop a world-exclusive fiber and resin system for its
RTM technology. Ultimately, these materials and
processes constitute an important part of Lamborghini’s
worldwide leading expertise in the field.
The new
Lamborghini CFRP production facility
Lamborghini has achieved an impressive level of
innovation not only in the design and development of
carbon-fiber structures, but also in the associated
production technology. For the future twelve-cylinder
flagship and its monocoque bodyshell made from
carbon-fiber reinforced plastic, a brand new production
facility was built at company headquarters in Sant’Agata
Bolognese. Every single production step from receipt of
the fiber mat rolls to completion of the paint-ready
bodyshell is carried out in-house.
The new production facility is organized in five lines :
1. The prepreg parts are made on the first line. They
meet extremely high demands for stiffness and surface
quality, but require a high level of manual labor and
must be cured in an autoclave under heat and pressure.
2. On the second line, parts and sub-assemblies are made
using resin transfer molding (RTM) technology. This
process is highly automated. The autoclave is not
required, with curing taking place in a heated chamber.
This is also where the prepreg parts from the autoclave
and the epoxy foam parts are integrated into the RTM
monocoque structure.
3. The third line is where the epoxy foam stiffening
components are produced. The same components are then
assembled as inserts into the pre-preg and RTM process
4. On the fourth line the monocoque structure and the
roof are fully machined, assembled together and
measured.
5. On the fifth line, the finished monocoque is
precisely connected to the aluminum front and rear
sub-frames and all exterior bodyshell parts to create
the finished bodyshell.
The prepreg line starts with the automated cutting of
the parts. The computer-controlled cutting machine
ensures maximum precision, as well as minimum cutting
strokes and waste. The machine is located in a
climate-controlled room, because the prepreg materials
must be maintained at a low temperature until the final
stage of the process. The subsequent laminating work
carried out on the prepreg parts is handled by highly
experienced specialists. They create the complex forms
and ensure the highest possible aesthetic quality of the
finished product. After a vacuum bagging process, The
final curing takes place in two autoclaves. They operate
at a pressure of 6 bar and a temperature of 135 degrees
Celsius.
The RTM line commences once the dry fiber patches have
been cut, with the automated pre-forming of the parts.
The fiber mats are formed in a press – similar to the
sheet metal presses used in conventional bodyshell
manufacture. This technology enables complex structures
to be produced to an extremely high level of precision.
The final positioning process carried out on the parts
is handled by lasers, where the pre-formed parts are are
joined together in their final form on the tooling .Once
the tooling is closed, the resin injection starts
followed by curing at around 100 degrees Celsius.
Using the patented RTM-Lambo technology, the moulds are
made from carbon fiber instead of steel – in some cases,
the component just completed serves as the “mould” for
the next step in the process, to which the additional
parts are simply added and co-cured. A tolerance of only
0.1 millimeters applies throughout.
On the assembly line, the monocoque is connected to the
aluminum sub-frames and all additional parts ranging
from the front spoiler to the rear diffuser. At this
point, every vehicle is measured in its entirety; the
automatic precision measuring system works partly with
lasers and partly by touch. Surface quality is
ultimately checked in a light tunnel by highly-trained
specialists. Finally, the body-in-white is signed off
for painting and for full vehicle assembly.
3. Lamborghini’s CFRP expertise
Lamborghini possesses many years of expertise in
carbon-fiber reinforced plastics technology (CFRP). The
super sports car brand from Sant’Agata Bolognese is the
only vehicle maker to have mastered the entire CFRP
process across several technologies in-house – from 3D
design, through simulation, test, production and
validation, all in a state-of-the-art industrial process
to the very highest quality levels. Lamborghini has
around three decades of experience with this hi-tech
material. The early eighties saw the production of its
first prototype carbon-fiber bodyshell. Carbon-fiber
reinforced plastics have been used in the brand’s series
production models since 1985, with their proportion
growing continually every since.
Dedicated work on innovative methods
The company is now working hard to expand its worldwide
leading position – at the new Advanced Composite
Research Center at company headquarters in Sant’Agata,
company engineers and technicians are working on
innovative design and production methods for
carbon-fiber applications in automotive engineering. At
the Lamborghini Advanced Composite Structures Laboratory
at the University of Washington, the behavior of these
materials is being researched and tested under everyday
conditions and crash situations, with input from a wide
range of cooperation partners. Finally, the innovative
monocoque and the entire bodyshell of the Murciélago
successor are being produced at the expansive new carbon
fiber production facility in Sant’Agata Bolognese.
The Advanced Composite Research Center (ACRC)
The ACRC research and development center places
Lamborghini at the very top when it comes to the
research of innovative materials and new methods for
low-volume production. More than 40 experts work here to
develop vehicle components of all shapes and sizes.
These specialists build prototypes and the associated
tooling, and derive concepts for optimum production
methods. They also develop the appropriate repair
techniques for CFRP structures. One major focal point is
simulation technology – an especially complex topic when
it comes to carbon fiber. With sophisticated systems
developed largely in-house, engineers can reliably and
precisely calculate the technical characteristics and
crash behavior of CFRP components. A host of patents
document the creativity and innovation of the
development work being carried out by Lamborghini. The
ACRC comprises two facilities on the factory site in
Sant’Agata. In the “Prepreg Center”, conventional
production methods using autoclaves are perfected,
while, at the so-called “Out of Clave Center”, work is
focused on innovative technologies that do not require
the use of large-scale autoclaves. One technology
developed here includes the patented “RTM-Lambo”
production process.
Cooperation with partners from science and industry
Core to the development work carried out at the
Lamborghini Advanced Composite Research Center is the
cooperation with highly competent partners from science
and industry. In 2010, a partnership was agreed between
Lamborghini, aircraft manufacturer Boeing and the
University of Washington in Seattle. One research topic
is new kinds of repair technologies for complex
carbon-fiber structures. The partners are working on
further topics such as wireless temperature sensors that
are bonded into the fiber structures.
Forged Composite a next-generation material
Lamborghini is also securing its leading position in the
application of carbon fiber well into the future.
Engineers at the ACRC are working with the very latest
equipment – including a heated 1000-tonne press – on
technologies for use on the vehicle generations of
tomorrow and beyond. Forged Composite® is the keyword
for the lightest, most stable and most precise material
used to-date. In contrast to conventional CFRP materials
based on long, interwoven fibers, this revolutionary
material is made from 1-2 inch short fibers. More than
500,000 braided fibers per square inch create a material
that has only one third of the density of titanium, yet
is considerably stronger. Thanks to an innovative
forging process, Forged Composite can be formed very
efficiently and to the highest levels of precision.
Lamborghini offered a first glimpse of the outstanding
characteristics of Forged Composite with the Sesto
Elemento prototype. Its monocoque and parts of its
suspension are made from Forged Composite. However,
there is still development work that remains to be done
before this material can be used in series production.
Automobili Lamborghini’s partner in the development of
Forged Composite is Callaway Golf Company, the world’s
leading manufacturer of golf equipment. Callaway uses
Forged Composite to produce club heads with vastly
superior characteristics than those made using
conventional metal alloys.
The Advanced Composite Structures Laboratory (ACSL)
The Lamborghini Advanced Composite Structures Laboratory
(ACSL) at the University of Washington in Seattle, USA
is another element in the extensive investment made by
Automobili Lamborghini in carbon-fiber technology. Since
2007, Lamborghini has been providing the laboratory with
substantial funding, thus supporting long-term research
work at the university. The ACSL has borne its name
since 2009.
One of the main tasks of the laboratory is its work as
the hub for all Lamborghini’s cooperation partners in
the USA, such as Callaway Golf and Intel. Further
partners in the joint programs are aircraft manufacturer
Boeing and the American Federal Aviation Administration
(FAA). Boeing in particular possesses an enormous amount
of expertise in the field, with the new Boeing 787
Dreamliner being the first commercial airliner to
feature a fuselage made from carbon-reinforced plastic.
One focal point of the work done at the ACSL is material
analysis and simulation. The crash behavior of composite
structures in an automobile was, for example, the
subject of a core research project. A key term in
materials research and simulation technology is the
Building Block Approach. This technique sees small
samples of new materials tested and defined in minute
detail. As soon as the material and its characteristics
are perfectly understood, a slightly larger test piece
is made and tested again. At a later point, an entire
component 1:1 scale is made using this material and
tested. As in a building block system, the simulation is
always calibrated with the real crash test case, in
order to have an excellent level of predictability in
the 1:1 real crash test. Further down the line, of
course, real prototypes are also destroyed in the real
crash test facility – although only to validate
findings. Lamborghini and its cooperation partners like
Boeing now find themselves in the final years
approaching a major breakthrough. With the Building
Block Approach, complete crash simulation is also
possible with a CFRP structure. Boeing uses the same
methodology for the development of commercial aircraft -
the 787 was validated using this simulation method.
Patents, partners and repair technology
Naturally, even a sports car can meet with the
occasional accident or misfortune, which is why
Lamborghini has taken the necessary precautions – with a
dedicated repair concept and a small team of specially
selected and trained experts, a damaged Lamborghini is
in excellent hands. These “flying doctors” support
Lamborghini service centers on site in assessing the
damage, and then handle repairs to the carbon-fiber
structure themselves. The Lamborghini promise is that
the repaired area is 100 percent the same quality as the
original part.
Smaller damages to the carbon-fiber exterior of a
Lamborghini model such as this are generally
unproblematic – add-on components are easy to replace.
What is considerably more troublesome is damage to the
load-bearing structure of the super sports car – this
calls for highly specialist know-how, because the extent
and implication of the damage can only truly be assessed
by absolute experts. For this reason, Lamborghini
service centers do not carry out this kind of work
themselves; the repair expertise rests with the
Lamborghini Advanced Composite Research Center (ACRC).
The dealer only photographs and documents the damage and
sends his findings to the ACRC in Sant’Agata Bolognese,
where the experts evaluate the information.
Certificate guarantees 100 percent quality
In the event of a structural damage, one of the flying
doctors gets on the next plane with his tool kit. In the
service center workshop, the flying doctor uses his NDI
(Non-Destructive Inspection) equipment to assess
whether, alongside the visible damage, there are any
hidden cracks in the carbon-fiber structure. He will
then carry out a professional repair that fully
reinstates the physical performance of the structure –
something that is also confirmed for the customer by
means of a certificate. The idea for the flying doctor
program was created through the cooperation with Boeing.
The aircraft company has been working for some time with
this kind of traveling specialist and has developed a
system that enables carbon-fiber repairs to be carried
out perfectly using a very compact set of equipment. At
Lamborghini, the system was further developed to suit
the requirements of automotive technology and then
applied to the benefit of the customer.
A host of patents for innovations
The repair process is one further element in the
extensive carbon-fiber competence possessed by
Automobili Lamborghini. Naturally, the leading expertise
developed by the brand from Sant’Agata can also be found
in a host of patents. They apply to such innovations as
the RTM-Lambo production process, the monocoque assembly
concept, the system used to connect the CFRP structure
to the metal components, the self-heating tools used in
the RTM process, the bodyshell of the Sesto Elemento
concept car and its unique paint finish and to
Radicarbon, an adaptation of Forged Composite. Further
patent submissions are currently undergoing the
registration process and apply to future developments.
The partners – the best from all fields
Automobili Lamborghini is working on the further
development of carbon-fiber technology together with the
most renowned of partners. The hubs of activity in this
know-how network are Lamborghini’s two research and
development centers, the ACRC and the ACSL. The most
important partners are the University of Washington,
Boeing and Callaway Golf.
The University of Washington in Seattle was founded in
1861 and is one of the foremost universities in the USA.
Due to its proximity to world-leading aviation firm, the
Boeing Company, the University of Washington possesses
particular expertise on all areas associated with
aeronautics and carbon-fiber engineering. The head of
the Automobili Lamborghini Advanced Composite Structure
Laboratory based here is Professor Paolo Feraboli, who
has been in close contact with the engineers in
Sant’Agata for many years.
The Boeing Company is the world’s largest manufacturer
of commercial and military aircraft. Founded in 1915,
the company grew during the 40s to become an important
military aircraft manufacturer. Its development into the
leading producer of passenger aircraft was closely
linked to the development of the Boeing 707 and later
the Boeing 747. The Boeing 787 Dreamliner, which is
currently under development, is the world’s first
high-capacity airplane with a fuselage built almost
entirely from carbon-fiber reinforced plastic. This has
given Boeing the most extensive experience in the
simulation, development and manufacture of CFRP
structures
Callaway Golf, on the other hand, is the world’s leading
company in a completely different sector – golfing
equipment. The Callaway Golf Company produces and sells
golf clubs and golf balls and sells golfing attire,
shoes and accessories under a number of different brands
in more than 110 countries worldwide. In striving
continuously for innovation, the Callaway Golf Company
develops products that can improve the performance and
skill of every golfer. For the engineers at Callaway,
the application of carbon-fiber composite materials
instead of steel and titanium offered the chance to
develop advanced club heads that enable better
transmission of force to the ball and more precise
trajectories. The “Forged Composite” developed through
the joint efforts of these two research and development
teams is the first result achieved by the cooperation of
Callaway and Lamborghini.
30 years of experience with carbon fiber
Automobili Lamborghini has around 30 years of experience
with fiber-reinforced plastics. As far back as 1983,
engineers in Sant’Agata built a prototype of the
legendary Countach using an occupant cell made entirely
from CFRP – a sensational pioneering achievement at the
time. The 490 hp V12 was put through its paces in
extensive test driving and demonstrated impressive
dynamics due to its weight advantage. This one-off
finally met its end in a crash test – the automotive
industry’s first crash test with a carbon-fiber
road-going sports car.
For Lamborghini, this marked an impressive demonstration
of its role as a pioneer in fiber-reinforced plastics –
series production of the complete vehicle was, however,
not feasible at the time. It was in 1985 that the first
components made from glass-fiber reinforced plastics
made it into series production – the front hood and
engine cover of the Countach Quattrovalvole were made
from this material.
Carbon-fiber structural parts in the Diablo
Lamborghini made a major technological leap in 1990 with
the presentation of the Diablo – this marked the first
significant application of carbon fiber, and not just
for virtually all the exterior panels, but also in the
bodyshell structure. An underbody/tunnel component made
from CFRP provided stiffening for the tubular steel
structure. The proportion of glass and carbon fiber grew
substantially in the 1993 Diablo Roadster – with the
entire exterior skin, the hard top and the spoiler made
from fiber-reinforced plastic.
Systematic development in the Murciélago
The 2001 Murciélago brought with it the next step in the
Lamborghini lightweight philosophy. The center tunnel,
substantial parts of the underbody and the wheel arches
were made from CFRP and provided additional stiffening
to the tubular steel structure. With the Murciélago
Roadster came further subassemblies, such as the
structural framework around the driveline. The highly
exclusive limited-edition Reventón super sports car and
Reventón Roadster from 2008 and 2009 would not have been
possible without the extensive application of
carbon-fiber technology. Here, too, all exterior panels
and significant parts of the bodyshell structure were
produced in CFRP.
Preeminence in the Gallardo Superleggera
The current Gallardo LP 570-4 Superleggera and Gallardo
LP 570-4 Spyder Performante demonstrate how the targeted
application of carbon fiber can make an already
excellent lightweight design even better. Thanks to its
intelligent aluminum structure, the complete Gallardo
model range is already among the most competitive in the
super sports car sector when it comes to power-to-weight
ratio. Yet it was possible to improve even on this
figure – with a dry weight of only 1,340 kilograms
(2,948 lbs), the Superleggera is the undisputed
best-in-class. The weight reduction of 70 kilograms for
the Superleggera compared with the already incredibly
lean Gallardo is due largely to the targeted application
of carbon-fiber components on the bodyshell and in the
interior. The engine bonnet of the Gallardo Spyder and
Gallardo Spyder Performante is the automotive industry’s
largest carbon-fiber component with class A surface
quality.
In 2011, the successor to the Murciélago will see
Lamborghini begin a new chapter – for the very first
time, a full monocoque structure made from carbon fiber
will form the basis for a super sports car bearing the
sign of the bull.
