LAMBORGHINI :THE HISTORY REVEALED
LAMBORGHINI : I call it my fist love.
As the name "lamborghini" comes in mind it reminds of Mr. Ferruccio Lamborghini.
The founder,The 1 who changed all the aspects of sports cars and exotic coupe.
As i know ,Mr. Ferruccio Lamborghini started a company making farm equipments like tractor like stuff.
Earning a good amount in that business he bought a Ferrari .
After buying 1,He felt this is not what a true sports car should be.
Than the legendary moment came ,He invested his all and established the Italian sports car company "LAMBORGHINI" And it all was started.
Let me give you a best view about LAMBORGHINI And take you back in time.
1963-1964
The history of ‘Lamborghini Automobili’ officially starts in 1963. Nevertheless, we must consider the far-off roots of this event, and they are the roots of Ferruccio Lamborghini. Born in 1916, this capable, impetuous, strong-willed Taurus was the leading character in the foundation of the company and the early phases of its extraordinary history.
By the time he decided to build a factory of luxury sports cars, Ferruccio was already a very wealthy man. In the period following World War II, he founded his tractor factory, which he launched with energy and determination, creating a major point of reference in this industry. Other businesses followed, and he amassed his fortune at the perfect time, before his fiftieth birthday. By the early Sixties, Lamborghini was a powerful and successful man who knew exactly what he wanted, but when he said he would build a super sports car to compete with Ferrari, many people thought he was mad. Constructing that kind of car was viewed as an unexplainable extravagance, a hazardous leap in the dark, and something that would squander his fortune without ever turning a profit.
He started working on this project in late 1962, and by May 1963 he had already founded ‘ Automobili Ferruccio Lamborghini’, buying a large plot of land in Sant’Agata Bolognese, about 25 kilometres from Bologna, to build a new large and ultramodern factory. Because of the experience he had gained with his other companies, he was in a position to set up the best facilities for his purpose: a very functional structure that, at the time, was unrivalled in its field. The enormous and well-let central building was adjacent to the office building, so that the management could constantly monitor the production situation. This was ideal for Lamborghini, who would often roll up his shirtsleeves and go to work on the cars personally when he saw something that wasn’t done just the way he wanted.
The first model was naturally put out quickly, given that Lamborghini had only a few months between the time he decided to build the factory and the date set for its official presentation. The event that was chosen for this was the era’s traditional rendezvous, the Turin Auto Show scheduled for the beginning of November 1963. Since Lamborghini had a very clear idea of what he wanted, he didn’t waste any time looking for the right people. For the engine, which had to be the best V12 made in the area – and thus in the world – he immediately turned to Giotto Bizzarrini, who had designed some of Ferrari’s most recent engines. For the rest of the car and to start up production, he hired two promising young engineers, Giampaolo Dallara and Giampaolo Stanzani. This was a considerable endeavour and time was short. Nevertheless, when the 350 GTV, was presented it was already a masterpiece.
In retrospect, 1964 was an extraordinary year. The 350 GT was born. The immediate and almost inevitable offshoot of the 350 GT, of which 120 were built, was the 400 GT. Its engine was increased to a four-litre model and it featured the first gearbox designed in-house by Lamborghini. Based initially on the two-seater body, which was later developed into the 400 GT 2+2 with two occasional seats behind the two regular ones, the 400 GT reached the respectable overall production figure of 273 units.
1965-1966
Thus, by early 1965 the coupes from Sant’Agata were starting to be noticed. This was the first, great phase of the Lamborghini company, and one of its most prolific and creative periods. Between October 1965 and June 1966, the company presented an astonishing number of new models. Although cars like the 3500 GTZ (with a Zegato body), 350 Spyder by Touring and the Monza 400 by Neri and Bonacini were essentially prototypes, the seemingly extravagant chassis presented at the Lamborghini stand during the 1965 Turin Auto Show was destined to have a profound impact on the history of the company and on the entire automotive industry. The design of this chassis can be traced to the enormous enthusiasm of the two young engineers hired by Ferrucio to head the technical department of his factory. Both Dallara and Stanzani were young, passionate and enthusiastic. The trust that Lamborghini placed in them by putting them at the head of this new and extraordinary operation quickly spawned new and more advanced ideas in the minds of the two engineers. These ideas were based on the state of the art in race cars during this period, namely the two-seater sports car. This was indeed the concept of the two young engineers from Bologna: to put a barely tamed version of a full-fledged race car on the road, rather than a reinterpretation of the classic traditional GT. Their project, provisionally codenamed 400 TP, thus had the 4-litre 12 cylinder engine of the 400 GT transversely mounted behind the cockpit, with the gearbox and the differential united to the engine base in a single casting. The chassis was made of bent, welded sheet metal that was drilled to make it more lightweight.
As the story goes, when Lamborghini saw the project he approved it immediately, probably shocking the two very surprised designers, who certainly didn’t dare hope for such a happy ending to their proposal. For once, however, Lamborghini was wrong in his forecast: he declared that a car like that should be built because it would be good advertising for the make, even though it would clearly never sell more than fifty worldwide. Every so often, even the best make mistakes. The chassis was completed rather quickly, and it was exhibited at the Turin Auto Show in October 1965. One person who believed in that chassis, and above all in Lamborghini’s capabilities was Nuccio Bertone. The Turin-based coach-builder was an expert on cars and engines, and as soon as he saw the chassis he approached Lamborghini and said, “I’m the one who can make the shoe to fit your foot”. The two shook hands, and this marked the beginning of an extraordinary adventure.
It was up to Marcello Gandini to interpret Bertone’s ideas, creating a unique and sensational body for the Bologna-built chassis, something that – in its blend of aggressiveness, elegance, originality and class – was to prove unrepeatable: the Miura was born.
No one actually knows why it was given this name. Above all, Ferruccio never wanted to disclose why he came up with the analogy to this breed of extraordinary and powerful bulls, a Spanish bullfighting legend. For someone like him, a man who was born under the sign of Taurus and had used this symbol for the proud logo of all his industrial activities, naming one of his cars after a fighting bull must have come naturally. If anything what is surprising is the fact that, in choosing the first name for his first car that would have enormous international impact, he instinctively chose the best and most appropriate name. According to experts, Miura bulls are by no means ordinary animals. They are the strongest of all fighting bulls but, above all, they are the most intelligent and fiercest ones, in the military sense of the word. In their books, bullfighters often talk about the unmistakable gaze of the Miura bull: the gaze of a true fighter, shrewd and powerful. The name was particularly apt and, with just five letters, it was also very immediate.
Work to ready the Miura immediately proceeded at a feverish pace. Gandini later recounted that from October to February, everyone worked around the clock, seven days a week, like madmen. A major event was coming up and no one wanted to miss the opportunity to present this now model: the 1966 Geneva Motor Show. And therein lay the miracle: that the chassis presented as a completely experimental prototype in the autumn of 1965 had become the most stunning road car in the world – in just four months. The Miura reigned supreme at the Motor Show in Geneva.
Enthusiasm was sky-high and, in a sensational coup, Lamborghini managed to raise it even higher by bringing the Miura to the Monte Carlo Grand Prix, the most exciting weekend for sports cars in general and for top-level Italian ones in particular. The orange Miura he parked in front of the Hotel de Paris that Saturday afternoon attract so many oglers that they completely jammed the square in front of the Casino, arousing even more enthusiasm, interest and orders. It was, quite simply, a runaway success.
1972-1980
The company continued to work at its regular pace. In 1972, the P250 Urraco, the 400 GT Jarama, the 400 GT Espada and the P400 Miura SV were in full production. That year, in an attempt to improve sales that were frankly quite disappointing until then, the Jarama hand a 365-hp engine and was dubbed the Jarama S.
In 1972, the Urraco, which had experienced several initial slowdowns, was finally put into production. Almost inevitably, the S version also arrived in October of that year. In this case, the goal was not to enhance the car's performance but to improve its overall quality, which had been neglected in the haste to start production.
The following year, while waiting for the Countach prototype to be developed to a stage that would enable its production, the Espada was further modified and perfected, and the new series was presented in October 1972. New wheels as well as perfected detailing of the entire body, the dashboard, the central instrument panel and various components characterised this well-made Series III. This last series essentially represented the decisive peak in the evolution of this outstanding four-seater, which is still in great demand among Lamborghini fans around the world. Its production would reach the respectable figure of 1226 units, quite a large number for a carmaker of this size selling at top-level list prices.
The production model of the Countach was codenamed LP 400 because its V12 - positioned longitudinally behind the cockpit - was increased to an ideal displacement of 4 litres (3929 cc). This model debuted at the 1973 Geneva Motor Show.
Standard production of the Countach began at the end of 1973 with the bright-green model exhibited at the Paris Motor Show, which is now part of the permanent collection of the Lamborghini Museum. This was the first Countach featuring the large single front windscreen wiper. The model range for 1974 thus included the Countach, the Espada Series III, the Jarama S and the Urraco S.
In the meantime, the world was changing. The oil crisis sparked by the 1973 Arab-Israeli War created a climate of fear about petrol supplies. As a result, the big, fuel-guzzling super sports cars rapidly became passé. They were considered the expression of unjustifiable luxury, whose exploitation of too much of our planet's natural resources was no longer acceptable. These were extremist stances that were destined to pass, but at the time they created enormous difficulties for all the makers of this type of car. Given its market position at the top end of the super car segment, Lamborghini was dealt a particularly harsh blow and the company did its best to react. In an attempt to overcome these problems, two new Urraco models were presented. In effect, they were spin-offs of the P250 range: a two-litre model (P200), again with a single camshaft but this time with a lower engine displacement in deference to tax restrictions, and a more powerful and mature 3-litre model (P300), with double overhead camshaft timing system and the power raised to 250 hp.
The gradually deteriorating social situation and the drop in sales made it necessary to streamline the production range.
The Jarama essentially went out of production, and at the 1974 Motor Show in Turin Bertone proposed an intriguing study based on the mechanics of the P300. The Bravo was a wedge-shaped coup with an unusual treatment of the front and rear hood, and the front and side windows were jointed without any visible posts. Lamborghini decided to work alongside Bertone to develop a Urraco model with a removable roof panel. Presented at the Geneva Motor Show in 1976, the Silhouette was an aggressive model with an unmistakable appearance. The Silhouette had the 3-litre 260 hp V8 engine of the Urraco P300, mid-mounted transversally behind the cockpit, and the body and chassis were made completely of steel.
The commercial and production difficulties were complicating the life of the company, leading the head of Lamborghini to seek outside collaboration in order to make better use of the equipment that, due to dropping sales, largely remained idle. The most significant cooperative effort came in 1976 with BMW Motorsport, which was headed by Jochen Neerpasch at the time. The contract envisaged the design and subsequent production of a super sports car with the engine mounted behind the cockpit, based on concepts for which Lamborghini had more experience and a better image than anyone in the world.
Unfortunately, another event intervened, further complicating things. Following contacts made with military suppliers of off-road vehicles, and particularly with 'MTI' (Mobility Technologies International), the company owners decided to design and construct a vehicle that was completely different from the ones that had been designed at Sant'Agata until then: a full-fledged high-performance off-road vehicle offering maximum mobility on the roughest terrain, the Cheetah. Various technical and legal problems ultimately made it impossible to produce the Cheetah, as it required too much of an investment for the small Italian company. The project never got off the ground and, at the same time, the collaboration with BMW evaporated.
Production of the Espada ended in 1978, followed by the Urraco and, lastly, also the Silhouette in 1979. Thus, only the S version of the Countach - the one invented by Wolf - was still in production. There was nothing left to be done except to continue with this extraordinary model, which allowed the company to survive despite the fact that business was shrinking. In fact, between 1978 and 1982, a total of 237 units were delivered. For the purposes of comparison, 158 'normal' Countach LP400s were produced between 1973 and 1977.
Bertone still believed in the company, and in 1980 he presented an intriguing study for a completely open car based on the P300: the Athon. The name was intended as a 'hymn to the sun', as the car was completely open and had no roof whatsoever, but there was no follow-up to it. The company slid toward bankruptcy and then liquidation. By 1980, Lamborghini was considered finished.
Now lets skip a little a come to a phase where lamborghini took a very awkward decision a launched the suv .
1981-1987
Fortunately, the allure of these cars, flaunting a name that had now become a legend, coupled above all with the absolutely unrivalled aura of the Countach, aroused enormous interest in the company. As soon as it was put up for liquidation, it had a number of admirers lined up to take it over. The judge entrusted the company to two brothers, Jean-Claude and Patrick Mimran, the wealthy owners of a sugar empire in Senegal and, naturally, sports car lovers. The two brothers, assisted by their plenipotentiary in Sant'Agata, Emil Novaro, immediately set out to reconstruct the company. The 'Nuova Automobili Ferruccio Lamborghini SpA' company was thus formed in January 1981 and from that moment on, work was seriously underway again. One of the first decisions - an exquisitely technical one - was to hire engineer Giulio Alfieri as the company's technical director.
With this celebrated designer at the helm of the company and loyal staff members Lamborghini went to the Geneva Motor Show in March 1981. It exhibited a Miura, restyled by a Swiss company with debatable results, and the Countach S with its large rear wing. Also on display was the initial attempt to reinterpret the hefty off-road Cheetah, which had been modified extensively to avoid legal action threatened by FMC and was thus dubbed the LM. However, the most tangible and reassuring sign of the new path undertaken by Lamborghini came with the first appearance of the Jalpa. The injection of capital by the Mimran family finally made it possible to resume serious development work on the Countach, which had essentially remained the same since 1973, with the exception of wider mudguards and tyres for the S version. Alfieri increased the displacement of the classic 12-cylinder engine, bringing it to 4.7 litres to crank out 375 hp and thus recuperate the outstanding performance that had been sacrificed to some extent by the tyres and aerodynamic additions. This was the Countach 5000, whose look was virtually indistinguishable from the 4-litre S version.
The Mimran brothers also decided to insist in the direction - certainly innovative for the period - of large high-performance off-road vehicles. Also in 1982, the engine was judiciously moved in front of the cockpit, culminating in the prototype known as the LMA, an acronym that, according to different interpretations, may mean 'Lamborghini Motore Anteriore' or 'Lamborghini Militare Anteriore'.
Although it was costly, work continued to develop the off-road model, which became the LM 004. By this time, it had a colossal 7-litre front-mounted V12 engine and, for the first time, its top speed broke the barrier of 200 km/hour. Pirelli collaborated with Lamborghini to develop a new top-performing tyre that could be used on any terrain, from asphalt to the sands of the great African deserts. This would become the Pirelli Scorpion.
At the same time, work also proceeded on an in-depth technical update of the cars. In 1985, the Lamborghini stand at the Geneva Motor Show presented the new version of the Countach, the Quattrovalvole. Alfieri extensively redesigned the entire classic Lamborghini engine, which had first been put out nearly 22 years earlier. He further increased its displacement to add power, and by using heads with four valves per cylinder, the 5167-cc engine climbed to 455 hp at 7000 rpm, a power level that put the Countach well ahead of all its traditional rivals. After years of problems, evolutions, redesigns and modifications, Lamborghini's hefty off-road vehicle finally went into production: the year was 1986. The LM 002 mounted a V12 engine that was essentially the same one used for the Countach, giving up the idea of mounting the enormous 7-litre of the previous prototype.
Through the shrewd reconstruction work spearheaded by the Mimran brothers and Emil Novaro, the revival of Lamborghini was firmly established by this time. The year 1987 was a positive one, with good sales of both the Countach and the Jalpa. In the meantime, orders started to roll in for the LM and development work continued on the whole line-up. The early prototypes of the Tipo 132, destined to become the successor to the Countach, began to circulate. In 1987, work was also undertaken to develop a car derived from the Jalpa, but with a canvas top: this was the Jalpa Spyder, also known as the Speedster. A prototype was built but the car never went into production, due to technical difficulties.
AND HERE COMES THAT BEAST WHO CHANGED THE VIEW OF SEEING EXOTIC CAR BY PUBLIC.
A car that showed precisely What is lamborghini and what it can do!!
"THE AVENTADOR"
The first major innovation came in 2001 with the successor to the Diablo: the Murciélago. It is almost superfluous to point out that this new model was also named after a famous, fierce fighting bull. The fact that this Spanish word actually means 'bat' only serves to augment the dark, almost nocturnal magnetism of this magnificent new car. Its power has also been boosted to 580 hp, and this obviously increases its speed, muscle and acceleration. What has been augmented above all is the sensation of the overall quality of the car, with a level of finishing touches that is even better than the already excellent results of the last Diablos. Sales have immediately gone well, and Lamborghini can count on selling each one it makes, as these cars are reserved by customers well in advance.
The Murciélago is not destined to be alone, but during the wait for its companion in the Sant'Agata model range, several variants have been studied. The first one - and indubitably the most spectacular - is a concept car, a 'Barchetta' version presented at the 2003 Detroit Auto Show. It is not simply a Murciélago without the roof, but is essentially a new car, with its beguiling treatment of the rear bonnet and lateral posts. For the time being, it is a concept model, but a modified version will go into production.
The other brand-new item is also being unveiled in 2003, but in this case at the Geneva Motor Show: the Gallardo. It is equipped with a 500-hp 50-valves V10 engine, permanent four-wheel drive and a top speed of well over 300 km/h. Automobili Lamborghini have decided to baptize their latest model with the name of a fighting bull's breed: the Gallardo (pron.: ga:yàrdo). Designed to redefine its segment as the best high performance sports car and driving behaviour that fits its driver in every situation. The Gallardo is the synthesis of a true sports car that can be used on an every day basis. While matching these two apparently conflicting objectives, the guideline for Lamborghini engineers has been to fulfil the necessary comfort requirements without any compromise in the performances expected of a true Lamborghini car. The choices for engine, transmission, space frame and body, suspensions, brakes and electronics are then all in line with such an objective. The result is a compact (length 4.3 m) 2-seater high performance car (maximum speed well over 300 km/h), that can be driven with pleasure both on race tracks and on long distance journeys on country and city roads.
On the occasion of the celebrations for its 40th anniversary, the House of the Raging Bull offers a special, limited edition series of its supercar Murciélago: the Murciélago 40th Anniversary Edition. A limited amount of 50 numbered cars in the exclusive Verde Artemis (jade green) colour is produced in 2003 and sold predominantly in Europe, the United States and Japan.
Presented as a concept car in 2003 in Detroit - where it generated significant interest among Italian supercar enthusiasts - the production version of the Murciélago Roadster makes its official debut at the Geneva Show 2004. The Murciélago Roadster version builds on the extreme and exclusive features of the Coupé thus confirming it as a real "icon" of the Lamborghini brand. In creating the Roadster, the designer Luc Donckerwolke did not restrict himself to "cutting off" the roof of the Coupé. He bestowed it with its own sensational appearance, making the Murciélago Roadster a truly unique model. A model which in series production has retained all the emotional impact of the initial concept itself.
The engine is obviously the Lamborghini 12 cylinder 60° V, with a displacement of 6192 cc, producing 580 hp (426 kW) at 7500 rpm and a maximum torque of 650 Nm at 5400 rpm. The engine features the Lamborghini L.I.E. electronic engine management system. The standard gearbox is a 6-speed manual, like the Coupé. As an optional feature, a 6-speed "e-Gear" automatic version is available. There is also Lamborghini permanent four-wheel drive on the Roadster, with a central viscous coupling and limited slip rear and front differentials (45% rear, 25% front).
On the occasion of the 2003 Motor Show in Frankfurt Lamborghini shows for the first time a race version of its highly acclaimed super sports car, the Lamborghini Murciélago. Named Murciélago R-GT, Lamborghini is developing the competition car jointly with race experts Reiter Engineering and mother company Audi's sports division, Audi Sport. The new Murciélago R-GT will offer Lamborghini clients a highly competitive car to participate in professional motorsport events on an international level. With the Lamborghini Murciélago R-GT clients can compete in national and international race events such as the European FIA GT Championship or the American LeMans Series in the United States.
In July 2005 it is presented the Special Edition of the Gallardo, the Gallardo SE which is limited to 250 units and is characterized by a two-tone body paint, an even more sporty interior and technical improvement.
The House of the Raging Bull showed the first driveable prototype of the Lamborghini "Concept S" at the Monterey Concorso Italiano and at the Pebble Beach Concours d'Elegance in the USA in August 2005. The Lamborghini "Concept S" design study premiered at the previous' Geneva Motorshow as an extreme and spectacular expression of the Lamborghini brand. It was created at the Centro Stile Lamborghini in Sant'Agata Bolognese by Luc Donckerwolke, who drew inspiration from the classic single-seater racing cars of the past. The astonishing amount of public interest at the Geneva Motor Show prompted the decision to build a driveable prototype in order to further gauge potential customer demand.
Two years after the launch of the Coupé version of the Gallardo, Automobili Lamborghini presents the new Lamborghini Gallardo Spyder at the Frankfurt Motor Show in September 2005. This latest addition brings the marque's range of supercars to four models. The Gallardo Spyder is not just an open-top version of the Coupé, but is a completely new model. It has an attractive new design and a unique system for opening and closing the fabric roof that utilises the engine compartment to store the folded roof. The Lamborghini Centro Stile and engineers from the Research and Development team have worked in close partnership to develop this new design and to bring these clean and sharp lines on the road. The new Lamborghini Gallardo Spyder is powered by the 90° V-engine familiar from the 2006model- year Lamborghini Gallardo and the Lamborghini Gallardo SE. It is a ten-cylinder unit with a displacement of 4,961 cc and a maximum output of 520 bhp (382 kW) at 8000 rpm. At more than 100 bhp per litre, its specific output is on a par with that of racing cars. The new six-speed gearbox has shorter ratios. More specifically, compared to the original version, first gear is 27% lower, second gear is 13%. Third, fourth and fifth gears are all 6% lower, while sixth gear is 3.5% lower. The six-speed gearbox operates with the latest double- and triple-cone synchromesh. The optimized gearshift linkage is user-friendly and permits precise, rapid gear shifts. The Lamborghini Gallardo Spyder can also be specified with 'e.gear', an electronically controlled, sequential gear shift.
As with every Lamborghini, the Gallardo Spyder adopts the stylistic principles of purity, athleticism and sharpness. The Spyder is not just an open-top version of the Coupé, it sets forth the tradition as seen with Murcielago Coupé and Roadster creating a self standing model.
January 2006: the House of the Raging Bull brings back a legendary name from the company's past with the breathtaking "Lamborghini Miura Concept".
The "Lamborghini Miura Concept" will be the first Lamborghini vehicle to be conjured from the talented pen of Walter de' Silva, Head of Lamborghini Design. de' Silva's other design responsibilities include serving as Head of Design of Audi Group. Automobili Lamborghini anxiously begins the New Year with the highly anticipated unveiling of the "Lamborghini Miura Concept," a modern interpretation of the Lamborghini Miura, currently celebrating its 40th Anniversary.
The new concept model, which as of now, is strictly a concept with no firm date set for its production launch, is the inspired creation of de' Silva, the world-famous Italian designer. He has redesigned every aspect of the car while remaining absolutely faithful to the original form. The new car retains the extraordinary purity of line characteristic of the original Miura: the designer's intervention has been defined by refining the contours and eliminating any superfluous detail in order to enhance the clean, simple lines and perfectly-balanced proportions of the original that so impassioned enthusiasts. The restyling of the lower part of the body takes the car's structural strength and aerodynamic performance to new heights, without disturbing the delicate aesthetic equilibrium.
With the world public debut of the HURACÁN LP 610-4 at the Geneva Motorshow 2014, a new era has begun for Automobili Lamborghini and the luxury super sports car segment: this brand- new Lamborghini not only represents the successor to the iconic Gallardo, but also redefine the benchmark for luxury super sports cars in this segment.
HURACAN:
NEXT TIME IT WILL BE ALL ABOUT THE SPECIAL EDITIONS :
THE REVENTON
THE VENENO
THE AVENTADOR PIRELLI EDITON
THE CENTENARIO.
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