Lamborghini Murcielago buying guide

The first cars use a 6.2-liter V12, and the sources quote different outputs: exoticcarhacks.com says roughly 572 hp, while Topspeed gives 580 horsepower at 7500 RPM and 479 pound-feet. Treat both as the same engine described two ways; the choice that matters comes with the later 6.5. E-gear paddle shift arrived in late 2004, and the Roadster, with its manually operated soft top, came that year too. Keep below around 100 mph with that top up.

The LP640 has a 6.5-liter V12 making 640 horsepower at 8000 RPM and 487 pound-feet, along with updated bumpers, asymmetrical side air intakes, LED tail lights and new wheels. Veloce rates the 6.5 the better engine, citing revised internals, improved cooling and more dependable fuel injection. It also finds the cabin far better than the early cars' cheaper Audi switchgear.

On gearboxes Veloce is blunt: the manual is the one to own, being rarer and better to drive. Its ideal example is an LP640 with a documented history, a clutch that still has plenty of life, radiators in good shape and an owner who actually drove it.

The limited versions need more scrutiny. The LP670-4 SV arrived in 2009 with about 670 hp, around 100 kilograms less weight and standard carbon-ceramic brakes. Veloce says its 6.5 engine carries the heaviest tuning of the lot, so it deserves the closest inspection. The LP650-4 Roadster was a run of 50 cars at roughly 650 hp. If you want to see how each body and engine is listed, every LP 640 for sale and every standard Murcielago are split that way.

The sources disagree on clutch life, on the first car's output, and on whether the V12 needs a rebuild near 50,000 miles. These are the weak points they name.

Clutch wear

Clutch life varies by source. Veloce gives 15,000 miles in town driving and 30,000 plus when driven well, while The Times says a replacement lasts around 10,000 miles in normal use. A diagnostic reading under 50% means replacement is near.

Front radiator corrosion

The front radiators sit low, gather debris and corrode, which makes them the car's weak spot. Coolant weeping from the front of the engine is the warning sign.

E-gear hydraulics

The pump runs hot and can fail, and relay and accumulator failures are known. On the LP640, CarChecker adds that the hydraulic actuator can wear, giving jerky shifts, leaks or gears that will not engage, typically after 50,000-80,000 km.

Front lift leaks

The Koni cylinders in the front lift system leak under high pressure, so the nose drops or fails to rise. The Times says the lift button itself can fail if it is used rarely.

Coil pack misfires

Moisture getting into the coil packs causes misfires. Early cars had poor sealing, and CarChecker says the LP640 has improved coils.

Engine rebuild timing

Parkers calls the V12 tried and trusted if properly serviced, yet expects a major rebuild around 50,000 miles. The Times, by contrast, found engines and transmissions relatively trouble-free apart from consumables, so ask what has been done and when.

Brake disc problems

The Times advises checking for cracked discs. Cars with the optional carbon ceramic brakes also fall under a recall over the screws that secure the rotors.

The clutch is the big bill. CarChecker puts a replacement at about €8,000-10,000 at independents and €12,000-15,000 at dealers, since the engine comes out. The Times quotes £6,000 for a full replacement. CarChecker also says an E-gear actuator repair can reach €15,000 on the LP640.

Brakes cost real money too. The Times says discs are £2,000 a corner, and Topspeed puts rotors at about $1300 per set every 20,000 miles. Front lift cylinder rebuilds run €500-800 per side according to CarChecker, and Topspeed says a specialist front suspension rebuild can reach $5000 per corner.

A standard service should cost around £1,000, says The Times. CarChecker estimates annual maintenance at €6,500 to €14,500 at 15,000 km a year. For purchase prices, use our price guide, and for the wider picture see what a Lamborghini costs.