Lamborghini terá campeonato exclusivo na Europa

Provas serão disputadas em autódromos famosos como Monza e Silverstone

Seguindo os passos das rivais Ferrari, Maserati e Porsche, a Lamborghini inaugurará no próximo ano uma categoria automobilística exclusiva à marca. O modelo eleito para o Super Trofeo, nome da competição, será uma versão preparada da Gallardo LP560-4.

Para participar do campeonato, os abonados pilotos devem desembolsar inicialmente uma quantia de 200 mil euros, valor correspondente ao carro mais um pacote de peças. Em todas as etapas, o fabricante italiano disponibilizará suporte técnico, venda de peças de reposição, e uma luxuosa estrutura nomeada Lamborghini Village.

Acompanhe algumas características do automóvel: tração integral, câmbio sequencial de 6 velocidades, peso de 1300 quilos, suspensão ajustável, freios ABS, pneus slick Pirelli, e um pacote aerodinâmico que inclui spoiler, aerofólio, e difusor. O motor V10 de 5,2L e injeção direta gera potência aproximada de 570 cv, resultando numa relação de 2,28 kg por cavalo.

A primeira corrida ocorrerá em Maio de 2009, no autódromo de Silverstone, Inglaterra. Outras provas do calendário incluem circuitos como Spa-Francorchamps, Barcelona e Monza. Não haverão etapas fora do continente europeu.

lamborghini diablo roadster

que nave esse carro

Bloodhound SSC quer quebrar barreira dos 1.600 km/h em terra

Construído no Reino Unido, veículo projetado por Richard Noble tem meta de atingir 1.050 mph, ou 1.690 km/h

1.228 km/h. Este é o recorde mundial de velocidade em terra, estabelecido em 1997 por Andy Green com o supercarro Thrust SSC. Muito? Tem quem ache pouco. Especialmente Richard Noble e o pessoal da Curventa, que projetaram o Bloodhound SSC. Com este superautomóvel, eles esperam chegar a 1.690 km/h. É uma marca cinco vezes melhor que a máxima de que um F1 é capaz e mais rápida até do que a bala de uma Magnum .357.

Segundo os envolvidos no projeto, nunca o recorde de velocidade foi ampliado com tamanha disposição. Para ter uma idéia do tamanho da ambição, nenhuma aeronave conseguiu atingir velocidade parecida em baixa altitude. Outro parâmetro é o carro a diesel mais veloz do mundo, o JCB Dieselmax, também pilotado por Andy Green, que atingiu 526,027 km/h em agosto de 2006.

O plano para atingir essa velocidade é associar dois motores: um a jato, chamado de EJ-200, e um foguete, que será acionado quando o motor a jato tiver atingido sua velocidade máxima. As acelerações e desacelerações que o piloto terá de agüentar são superiores a 3 g.

O palco da tentativa de quebra de recorde não será Bonneville nem no deserto de Black Rocket, onde o recorde anterior foi quebrado. A bem da verdade, a data da tentativa de quebra de recorde vai depender justamente de encontrar um lugar que agüente as rodas de aço do Bloodhound SSC. Se alguém tiver sugestões, a equipe que desenvolve o carro ficará satisfeita em ouvir, mas não deve existir muitos lugares no mundo com 16 km de superfície absolutamente reta no mundo.

sera que isso vai da certo mesmo ? rss

Exotic Cars Accelerating in São Paulo, Brazil

eu quero poder ter um carro desse e vou ter rss

I want to be able to have an car of this and go to have rss

Lamborghini terá novidade em Paris

Não há como chegar a grandes conclusões mas tudo incida que o novo modelo da Lamborghini será um sedan. Do mesmo jeito que a Ford tem feito para mostrar o Mustang, desvendando parte a parte o veículo, a Lamborghinhi desta vez, resolveu seguir os mesmos passos da montadora americana. Na semana passada a marca do touro amarelo divulgou mais um teaser que traz a parte da lateral do carro. Com uma visão mais detalhada podemos observar um pneu Pirelli PZero, rodas raiadas pretas e o pedacinho de uma minissaia lateral na imagem.


Causando tanta euforia pelo mundo a fora e deixando tantos mistérios é difícil chegar a uma conclusão precisa sobre o conceito que está por vir. Mas o pessoal do site “ItaliaSpeed” obteu algumas dicas perante as imagens cedidas pela montadora de Ferruccio Lamborghini: o modelo difere dos traços dos atuais superesportivos da marca, como o Murciélago e o Gallardo, o caimento do capô também parece menos acentuado que o dos cupês, reforçado os rumores de que o conceito seria um sedã.

O novo Lamborghini será divulgado oficialmente em outubro, no salão de Paris como foi falado.


It does not have as to arrive the great conclusions but everything happens that the new model of the Lamborghini will be one sedan. Of the same skill that Ford has made to show the Mustang, unmasking it has broken the part the vehicle, the Lamborghinhi of this time, decided to follow the same steps of the American assembly plant. Last week the mark of the yellow bull divulged plus teaser that it brings the part of the lateral of the car. With a detailed vision more we can observe a tire Pirelli PZero, come in sight wheels black and the small piece of a lateral minissaia in the image. Causing as much euphoria for the world the rejection and leaving as many mysteries is difficult to arrive at a necessary conclusion on the concept that is for coming. But the staff of the site “ItaliaSpeed” obteu some tips before the images yielded for the assembly plant of Ferruccio Lamborghini: the model differs from the traces of the current superesportivos of the mark, as the Murciélago and the Gallardo, the caimento of the hood also seems less accented that of the cupês, strengthened the rumors of that the concept would be a silk. The new Lamborghini will be divulged officially in October, in the hall of Paris as it was spoken.

Lamborghini Gallardo

O Gallardo é o modelo "de entrada" da Lamborghini, tendo sido lançado em 2004. É o primeiro modelo da marca equipado com motor V10, agora com 520 CV. No Salão de Genebra de 2007 foi lançada a versão Superleggera [1], com 10 cv a mais e 100 Kg a menos. Em 2005 foi considerado pela revista Car Design News um dos dez carros mais belos do mundo, e um dos três feitos por Giorgetto Giugiaro que está nesta lista.

Carro de Polícia

Em dezembro de 2004 alguns Gallardos foram doados pela Lamborghini para a polícia italiana como presente por seu 152º aniversário. Com o seu motor V10 de 520cv de potência a 7800rpm, vai de 0-100 km/h em 3,9 segundos, tendo uma velocidade máxima de 333km/h . Este, com certeza é o carro de polícia mais rápido do mundo, e é usado pela polícia Rodoviária Italiana.


Gallardo LP560-4

No Salão de Genebra de 2008 a Lamborghini apresentou uma versão atualizada o Gallardo denominada LP560-4[2]. O modelo teve seu motor 5.2 V10 retrabalhado para alcançar a potência de 560cv.





The Gallardo is the model " of entrada" of the Lamborghini, having been launched in 2004. It is the first model of the mark equipped with V10 engine, now with 520 CV. In the Hall of Geneva of 2007 [1 was launched the Superleggera version], with 10 cv more and the 100 kg to less. In 2005 it was considered by the magazine Car Design News one of the ten more beautiful cars of the world, and one of the three made for Giorgetto Giugiaro that is in this list. Car of Policy In December of 2004 some Gallardos had been donated by the Lamborghini for the Italian policy as present for anniversary its 152º. With its V10 engine of 520cv of power 7800rpm, goes of 0-100 km/h in 3,9 seconds, having a maximum speed of 333km/h. This, with certainty is the faster car of policy of the world, and is used for the Italian Road policy. Gallardo LP560-4 In the Hall of Geneva of 2008 the Lamborghini presented a brought up to date version 2 called Gallardo LP560-4 []. The model had its engine 5,2 retrabalhado V10 to reach the power of 560cv.

Lamborghini Versace

Que tal um Lamborghini? Agora que tal um Lamborghini Murciélago LP640? E para finalizar, que tal um Lamborghini Murciélago LP640 com o sobenome Versace. Isto mesmo, ambas estão reunidas por uma boa causa. Na glamourosa cidade de Bervely Hills, nos Estados Unidos, em um evento com mais de 600 convidados, entre eles diversos artistas famosos, contou com a presença da lindíssima Sharon Stone, que vestida em um vestido Versace agradeceu com um beijo no rosto Vik Keuylian da Lamborghini Orange County pela doação do modelo Murciélago LP640 Versace para a Elton John's AIDS Foundation. O carro que foi todo decorado com uma logomarca desenvolvida pela Versace, ganhou interior com grafismos diferenciados nos bancos, no painel e diversas outras partes. Além disso, uma placa metálica entre os bancos com a assinatura da grife deu o toque final para está Lambo única.


What such a Lamborghini? Now that such a Lamborghini Murciélago LP640? E to finish, that such a Lamborghini Murciélago LP640 with sobenome Versace. This exactly, both are congregated by a good cause. In the glamourosa city of Bervely Hills, in the United States, an event with more than 600 guests, between them diverse famous artists, counted on the presence of lindíssima Sharon Stone, who dressed in a Versace dress was thankful with a kiss in the face Vik Keuylian of the Lamborghini Orange County for the donation of the model Murciélago LP640 Versace for the Elton John' s AIDS Foundation. The car that all was decorated with a logomarca developed for the Versace, gained interior with grafismos differentiated in the banks, the panel and diverse other parts. Moreover, a metallic plate enters the banks with the signature of grife gave the final touch for is Licks only.

Lamborghini apresenta esportivo Estoque

Carro será exibido no Salão do Automóvel de Paris.
Protótipo é equipado com motor 5.2 litros com 560 cavalos.

A fabricante italiana de carros esportivos Lamborghini apresentou nesta quarta-feira (1), em Paris, o seu mais novo protótipo, o Lamborghini Estoque.



O veículo que mede 5,15 metros é equipado com motor 5.2 litros V10 de 560 cavalos que fica na posição central dianteira. O Estoque estará em exposição no Salão do Automóvel de Paris, que abre as portas para a imprensa nesta quinta-feira (2) e para o público no sábado (4).

Apresentação foi feita pelo presidente da Lamborghini, Stephan Winkelmann


Car will be shown in the Hall of the Automobile of Paris. Archetype is equipped with engine 5,2 liters with 560 horses. The Italian manufacturer of esportivos cars Lamborghini presented in this Wednesday (1), in Paris, its new archetype, the Lamborghini Supply. The vehicle that measures 5,15 meters is equipped with engine 5,2 V10 liters of 560 horses that are in the front central position. The Supply will be in exposition in the Hall of the Automobile of Paris, that opens the doors for the press in this thursday (2) and for the public in Saturday (4). Presentation was made by the president of the Lamborghini, Stephan Winkelmann

Lamborghini mostra sexta foto de sedã

Enquanto não começa o Salão de Paris, carro é revelado aos poucos

A Lamborghini liberou na manhã desta terça-feira (30) a sexta imagem de sua principal atração no Salão de Paris, o Estoque. Trata-se de um sedã-cupê de quatro portas, que deve inspirar um dos próximos lançamentos da montadora localizada em Santa Ágata, na Itália. Embora a montadora faça tanto mistério com o carro, nos últimos dias, vazaram na internet possíveis sketches do esportivo, que será revelado dia 1º de outubro, quando o salão abre as portas à imprensa.

Diablo

Muito Boa Foto

Lamborghini Estoque aparece

Após ser revelado aos poucos por meio de teasers, o tão esperado Lamborghini Estoque aparece, pela primeira vez, por inteiro. As imagens vazaram na internet antes de o modelo ser apresentado à imprensa amanhã (2), quando o Salão de Paris será aberto aos jornalistas. O conceito de sedã é a principal atração da montadora italiana na mostra parisiense.

Apesar de serem fotos em baixa resolução, elas revelam a novidade em diversos ângulos. O Estoque terá comprimento de 5,15 metros e um visual pra lá de invocado. Trata-se de um cupê de quatro portas, com linhas inspiradas nos demais carros da marca. Os faróis, porém, são mais finos, e o pára-choque dianteiro apresenta grandes entradas de ar. A linha de cintura é bem alta, o que torna os vidros baixos, como nos superesportivos. A traseira é mais larga que a frente, dando mais robustez. Revelada anteriormente, a lanterna também é fina e dá a cara de um sedã para a traseira do Estoque

Sob o capô, ele traz o mesmo V10 de 560 cv que equipa o Gallardo LP-560. Naturalmente, a tração é integral. Especula-se que a versão de produção chegará ao mercado em 2010, com motores V8 supercharger, além de uma versão híbrida e outra com o V12 turbodiesel vindo do Audi Q7. O modelo chegará para aquecer a briga entre os sedãs de montadoras especializadas em superesportivos. A Porsche atacará de Panamera, enquanto a Aston Martin mostrará o Rapide. E, pelo visto, a Mercedes-Benz precisará efetuar boas mudanças no CLS, precursor deste segmento.

After to be disclosed to the few by means of teasers, so waited Lamborghini Supply appears, for the first time, entirely. The images had leaked tomorrow in the Internet before the model being presented to the press (2), when the Hall of Paris will be opened the journalists. The silk concept is the main attraction of the Italian assembly plant in the parisiense sample. Although to be photos in low resolution, them disclose the newness in diverse angles. The Supply will have length of 5,15 meters and an appearance pra of invoked there. Cupê of four doors is about one, with lines inspired by the too much cars of the mark. The lighthouses, however, are finer, and the front for-shock presents great air inlets. The waist line is well high, what it becomes low glasses, as in the superesportivos. The back is wider than the front, giving more robustness. Disclosed previously, the lantern also is fine and of the expensive a of a silk for the back of the Supply Under the hood, it the same brings V10 of 560 cv that Gallardo LP-560 equips. Of course, the traction is integral. It is speculated on that the production version will arrive at the market in 2010, with V8 engines to supercharger, beyond a hybrid version and another one with the V12 turbodiesel come of the Audi Q7. The model will arrive to heat the fight enters the silks of specialized assembly plants in superesportivos. The Porsche will attack of Panamera, while the Aston Martin will show the Rapide. E, for the visa, Mercedes-Benz will need to effect good changes in the CLS, precursor of this segment.

Lamborghini Islero

O Islero foi um modelo esportivo da Lamborghini que foi produzido entre 1968 e 1970. Sucedeu o 400GT e era equipado com motor V12.


The Lamborghini Islero is a sports car produced by Italian automaker Lamborghini between 1968 and 1969. It was the replacement for the 400GT and featured the Lamborghini V12 engine. The car debuted at the 1968 Geneva Auto Show.

The Islero (pronounced "eez-LEHR-oh") was named after a Miura bull that killed famed matador Manuel Rodriguez "Manolete" on August 28, 1947 (Lamborghini also produced a car named the Miura, from 1966 to 1973).

Since Carrozzeria Touring, the company that designed Lamborghini's chassis, was bankrupt, Carrozzeria Marazzi was the next logical choice as it was funded by Mario Marazzi, an old employee of Touring. The design was essentially a rebody of the 400GT, but the track was altered to allow for wider tires and while the Islero's body suffered from a lack of proper fit between the panels, its good outward visibility, roomier interior, and much improved soundproofing made it an improvement over previous models. It had a 325 brake horsepower (242 kW/330 PS) 4.0 L (3929 cc) V12 engine, a five-speed transmission, fully independent suspension, and disc brakes. Its top speed was rated at 154 mph (248 km/h) and acceleration from zero to 60 mph took 6.4 seconds.[2] Only 125 Isleros were built.

An updated Islero, dubbed the Islero S, was released in 1969. The engine in this model was tuned to 350 brake horsepower (260 kW/350 PS), but the torque remained the same. There were quite a few styling changes, including brightwork blind slots on the front fenders, an enlarged hood scoop (which supplied air to the interior of the car, not the engine), slightly flared fendered, tinted windows, round side-marker lights (instead of teardrops on the original), and a fixed section in the door windows. Various other changes included larger brake discs, revised rear suspension and revamped dashboard and interior. The top speed of the S improved to 161 mph (259 km/h) and acceleration from zero to 60 mph 6.2 seconds.[3] Only 100 examples of the Islero S were built, bringing the production total of the Islero nameplate to 225 cars. Ferruccio Lamborghini himself drove an Islero during that era.



Manufacturer Lamborghini
Production 1968-69
Islero 155 units
Islero S 70 units
Total 225 units
Predecessor Lamborghini 400GT
Successor Lamborghini Jarama
Class Sports car
Body style(s) 2+2 Coupe
Platform tubular steel frame
riveted aluminium body panels
Engine(s) 3929 cc 60° V12
Transmission(s) five-speed, reverse manual all-synchromesh
Curb weight 1,315 kg (2,899 lb)[1]
Designer Mario Marazzi (ex-touring)

Lamborghini Miura

O Miura foi o modelo esportivo da Lamborghini que foi produzido entre 1966 e 1973.

The Lamborghini Miura is a sports car built in Italy by Lamborghini between 1966 and 1972. A mid-engined layout had been used successfully in competition, including by the Ford GT40 and Ferrari 250 LM at Le Mans. De Tomaso had produced a road car with this layout, the Vallelunga, but otherwise cars designed for the road were almost uniformly front-engined, rear drive vehicles. The Miura was a trendsetter, the one that made the mid-engined layout de rigueur among two-seater high performance sports cars.[citation needed] It is named after the Spanish ranch Miura, whose bulls have a proverbial attack instinct.

styling
Inspired by the Ford GT40 (now Ford GT), the Miura astonished showgoers at the 1965 Turin Motor Show where only the chassis was shown, with multiple orders being placed despite the lack of an actual body. Later, Marcello Gandini from Bertone, who would later go on to design many of Lamborghini's cars, was chosen to design the body. Both body and chassis were launched five months later at the 1966 Geneva Motor Show. It was a sensation, with its flamboyant bodywork and unusual engine and clam-shell opening hoods on both the front and rear of the car. There was a small trunk located in the very rear of the tail behind the engine.


[edit] Miura models

[edit] P400
Early Miuras, known as P400s (for Posteriore 4 litri), were powered by a version of the 3.9 L Lamborghini V12 engine used in the 400GT at the time, only mounted transversely and producing 350 PS (345 hp/257 kW). About 275 P400s were produced between 1966 and 1969 - a success for Lamborghini despite its then-steep $20,000 USD price (approx. $114,000 in today's terms).

Taking a cue from the Mini, Lamborghini formed the engine and gearbox in one casting and they shared common lubrication until the last 96 SVs, which used a limited slip differential requiring appropriate oil.

It has been reported, but not confirmed, the first 125 Miuras were built of 0.9mm steel and are therefore a bit lighter than later cars. All cars had steel frames and doors with aluminum front and rear skinned body sections.


[edit] P400S
The P400S Miura, also known as the Miura S, made its introduction at the Turin Motorshow in November 1968, where the original chassis had been introduced 3 years earlier. It was slightly revised from the P400, including newly added power windows, bright chrome trim around external windows and headlights, new overhead inline console with new rocker switches, engine intake manifolds made 2mm larger, different camshaft profiles, and notched trunk end panels (allowing for slightly more luggage space). Engine changes were reportedly good for an additional 20 PS (20 hp/15 kW). Other revisions were limited to creature comforts, such as a locking glovebox lid, reversed position of cigarette lighter and windshield wiper switch, and single release handles for front and rear body sections. Other interior improvements was the addition of power windows and optional air conditioning was also available for $800. Less than 30 cars were fitted with Air Conditioning.[citation needed] About 338 P400S Miura were produced between December 1968 and March 1971.


[edit] P400SV

The dashboard of a Lamborghini Miura P 400 S - 1968The last and most famous Miura, the P400SV or Miura SV featured different cam timing and altered carbs. These gave the engine an additional 15 PS (15 hp/11 kW), to 385 PS (380 hp/283 kW). The last 96 SV engines included a limited slip differential which required a split sump. The gearbox now had its lubrication system separate from the engine, which allowed the use of the appropriate types of oil for the gearbox and the engine. This also alleviated concerns that metal shavings from the gearbox could travel into the engine with disastrous and expensive results.

The SV can be distinguished from its predecessors from its lack of "eyelashes" around the headlights, wider rear fenders to accommodate the new 9-inch wide rear wheels and Pirelli Cinturato tires, and different taillights. 150 SVs were produced. One SV was owned by Frank Sinatra.

There was a misprint in the SV owners manual indicating bigger intake valves in English size (but correct size in metric). The intake and exhaust valves in all 4 liter V12 Lamborghini remained the same throughout all models. This intake size misprint carried forward into Espada 400GT and Countach LP400/LP400S owners manuals as well.


[edit] P400 Jota
This one-off Miura (#5084) was the development of Lamborghini development driver Bob Wallace in 1970. The 'Jota' is the Spanish letter of 'J'. The 'J' designation represented the FIA's Appendix J racing regulations for which the 'Jota' was to conform. Only one was built, initially as a powerful test mule for future Miuras. Lamborghini sold the car after extensive testing. In April 1971, the car crashed and burned on the Brescia Ring Road.[1]


Once customers heard about the Jota, they requested their own "Jota". Lamborghini could not justify the expense of building a series of Jotas, so they offered an upgraded SV model instead. This model, known as the SV/J, featured upgrades to the engine, suspension components, exterior and interior.

Of the five examples of the Miura SV/J built by the factory while the Miura was still in production, two were built new (chassis #5090 and #5100) and three were converted from existing SVs (chassis #4934, #4860 & #4990). All of these still exist. Chassis #5100 is however the only SVJ to feature the dry sump lubrication system as per the mechanics of the original Jota #5084.

One of these cars, chassis #4934[2], was built for the Shah of Iran Mohammad Reza Pahlavi. The Shah stored this car under armed guard with another SV in Royal Palace in Tehran. After he fled the country during the Iranian Revolution, his cars were seized by the Iranian government. The SV/J was sold into Dubai in 1995. In 1997 this car was sold via a Brooks auction to Nicolas Cage, at US$490,000, becoming the model's highest ever price sold in an auction.[3] Cage sold the car in 2002.

A sixth SV/J was built at the Lamborghini factory between 1983 and 1987 from an unused Miura S chassis. This was made for the brother of Patrick Mimram, then owner of Lamborghini.[3]

Further Miuras were subsequently upgraded to SVJ specifications (trying to imitate the real factory SVJs) by various garages of Switzerland, USA and Japan.


[edit] Roadster
Another one-off, the Miura Roadster (actually more of a targa-model, but without any removable roof) was built by Bertone as a show car. Based on a P400, it was first shown at the 1968 Brussels Auto Show. After having been exhibited at several auto salons the car was sold to the International Lead Zinc Research Organization (ILZRO) who turned it into a display-vehicle showcasing the possibilities of using zinc alloys in cars. The car was named the ZN75. A few other Miuras have had their tops removed, but this Bertone Miura Roadster was the only factory open-top Miura.

In 2006 the ZN75 was purchased by New York City real estate developer Adam Gordon. Gordon had Bobilff Motorcars in San Diego, California return the car to its original Bertone Roadster form. The restored car was first shown in August 2008 at the Pebble Beach Concours d'Elegance.

For more information on this Miura see the International Lamborghini Registry page on Miura 3498. Also see Gordon's site on the Miura Roadster.


[edit] P400 SVJ Spider
This version of the Miura was actually displayed in 1981 at the Geneva Motor Show by Lamborghini, shortly after the new CEO Patrick Mimran took over the factory. The car was actually the yellow Miura S presented at the 1971 Geneva Motor Show, reconstructed in 1980 in Spider by the Swiss Lamborghini Importer, Lambomotor AG. The Miura SVJ Spider was displayed on the Lamborghini stand with the other 1981 new models (Jalpa and LM002), equipped with wide wheels and a rear wing, in the context of the marque's revival, it was considered as a prototype for a possible limited series of Miura Spider. This car has therefore undergone numerous modifications / upgrades by various marque specialists. It does however remain a simple Miura S, such as presented at the 1971 Geneva Motor Show.


[edit] Details
Early Miuras were notorious for being a fire hazard. The problem was caused by Lamborghini's decision to use Weber 40 IDL 3C1 carburetors which were designed exclusively for racing applications and weren't suitable for road use. The problem occurred when the car sat idling (e.g. at a stoplight); the area above the throttles filled with fuel which often ignited when the car accelerated away from the stop. One of Lamborghini's engineers devised a modification for the carburetors which created a fuel-return. Ferrari, who used these same carburetors in one of their cars, and suffered the same problems, were able to use Lamborghini's modification to solve it.

Some other interesting details: the position of the fuel tank is at the front causing the vehicle to have less weight at the front as the fuel tank gets lighter (closer to empty), thus making the car more difficult to handle at more than 240 km/h (149 mph). Another detail is that the doors resemble a bull's horns when it is opened wide (Lamborghini's logo itself depicts a raging bull).

In 2004, Sports Car International named this car number four on both the list of Top Sports Cars of the 1960s and Top Sports Cars of the 1970s. The car was ranked number four on the list of the Top Sports Car of All Time.


[edit] 2006 Miura concept

2006 Lamborghini Miura concept.
2006 Lamborghini Miura concept at the Lamborghini Museum.A Lamborghini Miura concept car was presented at the Museum of Television & Radio on January 5, 2006 alongside the Los Angeles Auto Show, though it was not present at the show itself. Instead, the Miura officially debuted at the North American International Auto Show two weeks later. It was the first design by new Lamborghini chief, Walter de'Silva, and commemorates the 40th anniversary of the 1966 introduction of the original Miura in Geneva.

Lamborghini president and CEO Stephan Winkelmann has denied the concept will return the Miura to production, saying “The Miura was a celebration of our history, but Lamborghini is about the future. Retro design is not what we are here for. So we won’t do the Miura.”[4]


[edit] Data
Technical data Lamborghini Miura[5] (Manufacturer's figures except where stated)
[hide]
Lamborghini Miura P400 P400S P400SV
Produced: 1966 - 1969
474 built 1968 - 1971
140 built 1971 - 1972
150 built
Engine: 60° 12-cylinder-V engine (four-stroke), mid-mounted
Bore x Stroke: 82 mm x 62 mm
Displacement: 3929 cc
Max. Power @ rpm: 350 PS (345 hp/257 kW) @ 7000 370 PS (365 hp/272 kW) @ 7700 385 PS (380 hp/283 kW) @ 7700
Max. Torque @ rpm: 355 N·m (262 lb·ft) @ 5000 388 N·m (286 lb·ft) @ 5500 388 N·m (286 lb·ft) @ 5500
Compression Ratio: 9.5 : 1 10.7 : 1 10.7 : 1
Fuel feed: Four Weber 3bbl downdraught carburetors
Valvetrain: Two overhead camshafts per cylinder bank, chain driven, bucket tappets
Cooling: Water
Gearbox: 5-speed-manual & rear wheel drive, ratio 4.083:1
Electrical system: 12 volt
Front suspension: Upper and lower wishbones, coil springs, stabilizing bar
Rear suspension:: Upper and lower wishbones, coil springs, stabilizing bar
Brakes: Disc brakes all around, hydraulically operated, vacuum servo
Steering: Rack & pinion
Body structure: Monocoque construction
Dry weight: 1125 kg (2480 lb) 1298 kg (2862 lb) 1298 kg (2862 lb)
Track front/
rear: 1400 mm (55.1 in) 1420 mm (55.9 in) 1400 mm (55.1 in) 1420 mm (55.9 in) 1400 mm (55.1 in) 1540 mm (60.6 in)
Wheelbase: 2500 mm (98.4 in)
Length: 4360 mm (171.7 in)
Width: 1760 mm (69.3 in) 1780 mm (70.1 in) 1780 mm (70.1 in)
Height: 1060 mm (41.7 in)
Tyre/Tire sizes: 210-15 GR70 VR 15 FR70 HR 15 front, GR70 VR 15 rear
Top speed (measured): 276 km/h (171 mph)
0-60 mph (measured): 6.7 sec
Fuel Consumption (measured): 21 L/100km


[edit] See also
Monteverdi Hai 450
Preceded by
Monteverdi Hai 450 Fastest street-legal production car
288.07 km/h (179.00 mph) Succeeded by
Lamborghini Countach

Lamborghini 400 GT

O Lamborghini 400 GT foi o segundo grand tourer da Lamborghini.

Lamborghini 400GT
The Lamborghini 400GT 2+2 was a 2+2-seated sports car from the Italian manufacturer Lamborghini, successor to the 350GT. First presented at the 1966 Geneva Auto Show.

Compared to its predecessor the engine was enlarged to 3929 cc (240 c.i.), increasing the power to 320 bhp (239 kW). The 400GT 2+2 was actually a different body from the 350GT, with a longer wheelbase, different roofline, and some sheetmetal changes throughout the car. The larger body shape enabled the +2 seating to be installed in the rear, where the 350GT only had room for luggage or +1 seating. The bodywork was designed by Carrozzeria Touring. The 400GT 2+2 also had a Lamborghini designed gearbox, with Porsche style synchromesh on all gears, which greatly improved the drivetrain.

There was a variant of the 350GT with the 4L V12 fitted to it, which was called the 400GT. Only 23 of these smaller coupes were built, three of which had desirable aluminium bodywork.

A total of 247 units were built from 1966 to 1968, when it was replaced with the Islero.

A special, one-off version called the 400GT Monza was built by Neri and Bonacini, who had previously worked on the 350GT.

Manufacturer Automobili Lamborghini S.p.A
Production 1966-1968
247 built[1]
Predecessor Lamborghini 350GT
Successor Lamborghini Islero
Body style(s) 2 door coupé
Layout FR layout
Engine(s) 3929 cc V12
Transmission(s) 5-speed manual
Wheelbase 2,550 mm (100.4 in)[2]
Length 4,470 mm (176.0 in)[2]
Width 1,727 mm (68.0 in)[2]
Height 1,257 mm (49.5 in)[2]
Curb weight 1,472 kg (3,245 lb)

Lamborghini 350 GT

O Lamborghini 350 GT foi o primeiro modelo de série da Lamborghini.

The Lamborghini 350 GT was the first serial model of the Lamborghini.

Lamborghini

A Lamborghini é um fabricante de automóveis esportivos de luxo e de alto desempenho para competir com a Ferrari com sede no município italiano de Sant'Agata Bolognese, nas imediações de Bolonha. A companhia foi fundada em 1963 por Ferruccio Lamborghini (1916–1993) como uma filial da sua bem-sucedida fábrica de tratores Lamborghini Trattori S.p.A..

Ferruccio decidiu instalar-se em Sant’Agata de Bolonha e contratou uma série de engenheiros de nomeada para construir os seus carros, como foi o caso de Bizzarrini, Dallara e Stanzani.

Em 1964 foi produzido o primeiro carro Lamborghini, o modelo 350GT, que combinava um chassis desenhado por Dallara com um motor V12 concebido por Bizzarrini. O carro fez bastante sucesso e foi produzido até 1968, depois de ter sido renovado em 1966.

Ainda em 1966 foi lançado o mítico Lamborghini Miura, desenhado por Bertone e dotado também de um potente motor V12. Também este modelo foi um tremendo sucesso de vendas tendo sido produzido até 1973.

Entretanto, em 1968 tinha sido apresentado o Lamborghini Islero, destinado a substituir o 400 GT, que havia surgido como desenvolvimento do 350GT. Também em 1968 apareceu o Lamborghini Espada, o primeiro carro da marca com capacidade para quatro pessoas. Dois anos depois o Islero foi substituído pelo Lamborghini Jarama.

Em 1972 o Lamborghini Urraco permitiu à marca italiana entrar no segmento dos pequenos super-carros. Ainda nesse ano a Lamborghini vendeu 51 por cento das suas acções a um empresário suíço, com os restantes 49 por cento a serem entregues a outro suíço em 1974.

Pelo meio, em 1973 o Miura foi substituído por um outro modelo que também fez história no mundo dos carros de características desportivas, o Lamborghini Countach. Este carro tinha um design extremamente angular e aerodinâmico e estava dotado de um potente motor traseiro de 4000 cc e 12 cilindros em V. O carro foi produzido com estas características até 1988, ano em que o motor passou a ter uma cilindrada de 5000cc. No entanto a empresa estava há muito em dificuldades financeiras e em 1981 tinha sido vendida aos irmãos Mimram, que revitalizaram a marca.

Nesse sentido em 1981 surgiu o Lamborghini Jalpa, que teve por base o Urraco, e em 1982 o Lamborghini LM002, uma novidade na marca, já que se tratava de um veículo de ALLROAD. Este jipe estava dotado de um motor Countach.

Em 1987 a marca norte-americana Chrysler comprou a Lamborghini e para além do substituto do Countach, começou a preparar um motor para equipar carros de Fórmula 1. A estréia nesta competição automobilística ocorreu em 1989, mas nunca teve sucesso.

Já o substituto, do Countach, o Diablo, foi apresentado em 1990 e conheceu um grande sucesso, mantendo-se em produção para além do ano 2000. Nesta altura, já a Lamborghini tinha passado para as mãos do grupo alemão Volkswagen, o que aconteceu em 1998, tendo ficado associada à marca Audi.

A verdadeira história sobre a criação da Lamborghini
Ferruccio Lamborghini era um rico construtor de tratores e fazendeiro, e como a maioria da nata da sociedade na época, ele utilizava automóveis da marca Ferrari.

Porém, Ferruccio sempre reclamava da embreagem das Ferraris. Um dia, Ferruccio foi reclamar à Enzo Ferrari, criador da montadora homogênea.

Tratado com displicência por Enzo, recebeu a mais ou menos seguinte resposta: "você não sabe dirigir Ferraris, porque você é apenas um simples fazendeiro!". Ferruccio, sentindo-se ofendido respondeu: "Eu criarei uma marca melhor que a sua!".

Alguns anos depois, Ferruccio apresentou seu primeiro protótipo, o 300 GT, que transformaria-se no primeiro carro de produção da Automobili Lamborghini, o 350 GT.


[editar] Modelos produzidos (anos de produção)
350 GT (1964 a 1966)
400 GT (1966 a 1967)
400 GT 2+2 (1966 a 1968)
P400 Miura (1966 a 1969)
Islero (1968 a 1969)
Espada Série I (400 GT, 1968 a 1969)
Espada Série II (400 GTE, 1969 a 1972)
Espada Série III (400 GTE, 1972 a 1978)
P400 Miura S (1969 a 1971)
Islero S (1969 a 1970)
400 GT Jarama (1970 a 1972)
P250 Urraco (1972 a 1976)
P400 Miura SV (1971 a 1972)
400 GTS Jarama (1972 a 1976)
LP400 Countach (1974 a 1978)
P200 Urraco (1975 a 1977)
P300 Urraco (1974 a 1979)
Silhouette (1976 a 1979)
LP400 S Countach (1978 a 1982)
Jalpa P350 (1981 a 1988)
LP500 S Countach (1982 a 1985)
LP500 Countach QuattroValvole (1985 a 1988)
Countach 25e Anniversaire (1988 a 1990)
LM 002 (1986 a 1992)
Diablo (1990 a 1998)
Diablo VT (1993 a 1998)
Diablo SE30 (1994 a ?)
Diablo SE30 JOTA (1995)
Diablo VT Roadster (1995 à 1998)
Diablo SV (1995 à 1998)
Diablo SV Roadster (1998)
Diablo SV Monterey (1998)
Diablo SV Alpine Edition (1999)
Diablo VT (1999)
Diablo VT12 (1999)
Diablo SV (1999)
Diablo VT Roadster (1999)
Diablo GT (1999)
Diablo VT Roadster Momo Edition (1999)
Diablo GTR (2000)
Diablo Millennium Roadster (2000)
Diablo VT 6.0 (2000 à 2001)
Murciélago (Salão de Frankfurt, 2001. Comercializado a partir de 2002)
Gallardo (2003 a ...)
Murciélago 40th Anniversary (2003)
Lamborghini Murciélago Roadster
Lamborghini Murciélago R-GT
Lamborghini Murciélago LP640 (2006)
Lamborghini Gallardo Spyder (2006)
Lamborghini Gallardo Superleggera (2007)
Lamborghini Reventón (2008)
Lamborghini Alar Concept (2008)
Lamborghini Gallardo LP560-4 (2008)
Lamborghini Miura Concept (2008)
Lamborghini Reventón (2008)
Lamborghini Estoque (2008)




Lamborghini

Automobili Lamborghini S.p.A., commonly referred to as Lamborghini, is an Italian manufacturer of sports cars, based in the small Italian village of Sant'Agata Bolognese, near Bologna. The company was founded in 1963 by businessman Ferruccio Lamborghini, who owned a successful tractor factory, Lamborghini Trattori S.p.A..

Lamborghini is now a subsidiary of the German car manufacturer, Audi AG, which is in turn a subsidiary of Volkswagen Group

History

[edit] Origin
Founded by Ferruccio Lamborghini, Lamborghini started out as a tractor building company in the Italian village of Sant'Agata Bolognese. However, Ferruccio Lamborghini's priorities changed when he went to meet Enzo Ferrari at the Ferrari factory to complain about the quality of the clutch in his Ferrari 250.[2]


[edit] Under Ferruccio Lamborghini

Lamborghini 400GTThe 350GT was followed by the 400GT. Profits from the 400GT and its predecessor gave the company ample capital to design its first sports car, the Lamborghini Miura. The chassis of the new Miura was introduced by Ferruccio himself at the November 1965 Turin Auto Show. The car's engine was transversely mounted. The styling was executed by Marcello Gandini in less than a year. The completed car was displayed at the March 1966 Geneva Auto Show. The car's name was taken from the famed fighting-bull trainer, Don Eduardo Miura. One hundred and eleven Miuras were sold in 1967. Seven hundred and sixty-one were made in total. The Miura propelled the company into the small world of exotic car manufacturers.

The Espada, a four-seat car based on the Marzal concept car, was developed alongside of the Miura. The name Espada means sword in Spanish, and referred to the sword used by the matador in bullfighting. Using the 4-litre V12 in a conventional front engine layout, the low-slung touring car could attain a top speed of approximately 150 mph (240 km/h). An interesting feature of the Espada was a glass taillight panel that used the same taillights as the contemporary Fiat 124 Coupé. The Espada received minor improvements over its production, resulting in three distinct series.


Lamborghini tractorIn 1971, Lamborghini produced the LP500 Countach prototype. The Countach was named after an Italian dialect term uttered in surprise by Nuccio Bertone upon seeing the car for the first time. The production LP400 Countach was introduced three years later. The prototype was the first car to sport Lamborghini's now-traditional scissor doors, along with vertically mounted rear air intakes. The Countach's V12 engine initially had the same 4-litre capacity as the Miura, but this was enlarged to five litres upon the introduction of the LP500S Countach in 1982. The Countach was one of the first cars to use the Pirelli "P-Zero" tires. Lamborghini's test driver would often demonstrate the Countach's abilities to journalists. A detail noted by journalists was the manner in which a Countach was reversed; the driver would raise the door and sit on the door sill.

The company suffered a major setback in 1972 when a massive tractor order from a South American nation was canceled. In preparation of the order, Lamborghini had made upgrades to its factories to accommodate the increase in demand. Financial complications forced Ferruccio to sell part of his share of the tractor factory to Fiat. The tractor business was eventually acquired by SAME (now Same Deutz-Fahr). Lamborghini tractors are still sold today, as part of the SAME Deutz-Fahr Group.

Eventually, the automobile division became self-sufficient and profitable. Lamborghini, however, sold all his remaining stock in the company to a Swiss investor and left the automotive industry.

The 1970s oil crisis plagued sales of high performance cars. In 1978, Lamborghini declared bankruptcy. An Italian court was appointed to find a buyer, and the Swiss-based Mimran brothers took over the company in 1984, after managing the company for four years while it was in receivership. The company remained solvent under Mimran's control, selling the Countach, the Jalpa, and the LM002 during this time.

In a surprise move, the company was bought by the Chrysler Corporation in 1987 with the acquisition being driven by Lee Iacocca, Chrysler's chairman at the time. Lamborghini was then working on the Countach's successor, the Diablo. The basic design of the Diablo was by Marcello Gandini, who designed the Miura and the Countach while at Bertone. The design was further developed by Chrysler, which brought its resources, including design input, pollution controls, and new manufacturing techniques, into this development. Chrysler's experience with the design of mass market vehicles improved areas of practicality and comfort that had been neglected earlier, including noise, vibration, and harshness (NVH), engineering, and ergonomics.[3].


[edit] Post-Chrysler: Megatech and Audi
In January 1994, poor economic circumstances and the political climate at Chrysler forced them to sell[citation needed] Lamborghini to Megatech, an Indonesian investment group headed by Tommy Suharto, the youngest son of Indonesian President Suharto. A new management team was installed at the company headquarters headed by ex-Lotus Group Chief Executive, Mike Kimberley and including ex-McLaren Cars head of sales, Nigel Gordon-Stewart who became International Sales and Marketing Director. Kimberley was, at the time, the only candidate acceptable to Chrysler as the new President of Lamborghini under the Megatech ownership as he was well known to senior Chrysler management from his previous senior roles at Lotus and General Motors.

Under the new management, Lamborghini began a renaissance in the world markets, with a complete revision of its international dealer network and the implementation of highly proactive marketing strategies. Sales increased from 101 in 1993 to 301 in 1994 and 414 in 1995. Large stocks of cars held by the dealers were sold through aggressive marketing programmes and new models introduced to create a shortage of product in the market reinforcing the exclusive image and premium value of Lamborghini product.

The Lamborghini Diablo SV (Sport Veloce) was launched in 1995. Inspired by the Lamborghini Miura SV, the Diablo SV featured a more powerful 525bhp V12 engine featuring variable cam timing technology (MMEC) developed by Lamborghini. The Diablo SV became the best selling version of the Diablo.

The Lamborghini Diablo SVR was also introduced in 1996 and used to compete in the one-make racing series developed by Stephane Rattel and sponsored by Lease Plan.

Megatech sold the company in 1997 as a result of changing circumstances in Indonesia and therefore an inability to fund the future business plan produced by Kimberley's team.

Lamborghini was bought by Audi AG, who had gained interest in the Italian company after being one of several major manufacturers approached as possible technical suppliers for major components for future Lamborghini models. After a complex series of transactions, Audi AG became the sole owner of Automobili Lamborghini.


Lamborghini Showroom displayLamborghini's latest owner once again greatly influenced the design of its cars, including the Murcielago. Audi's vast technical resources helped produce one of Lamborghini's most sophisticated cars to date.

Sales under Audi AG ownership Year Sales
500 1,000 1,500 2,000 2,500
1996[4] 211
Audi Takeover in 1998
2002[4] 424
2003[4] 1,305
2004[4] 1,592
2005[5] 1,600
2006[5] 2,087
2007[6] 2,580


[edit] Lamborghini of Latin America
Jorge Antonio Fernández García set up his company, Automóviles Lamborghini Latinoamérica (based in Buenos Aires, Argentina), in 1994, with special permission granted by Automobili Lamborghini, then under the ownership of Megatech. The first cars, called the Eros GT-1 and the Coatl, were presented in 2000. These were hand-made Diablo-based special sportscars, and from 2003 they are offered for sale only in South America.

Since 2003, Automóviles Lamborghini Latinoamérica have not built any cars. In 2003, they asked the Argentinian Government to invest in the company, but their request was not granted.[7] [8].


[edit] Badge Licensing
The Lamborghini badge with its connotations of exotic motoring, has been licensed for use on unrelated products such as mountain bikes, watches, cigar lighters, humidors, sunglasses, coffee machines[9] and notebook computers[10].


[edit] Models
Vehicle Year Engine Displacement Top Speed Image
cc cu in km/h mph
350GTV 1963 Lamborghini V12 3,464 211.4 280 170
350GT 1964–1968 Lamborghini V12 3,464 211.4 240 150
400GT 2+2 1966–1968 Lamborghini V12 3,929 239.8 250 160
Miura 1966–1974 Lamborghini V12 3,929 239.8 288 179
Espada 1968–1978 Lamborghini V12 3,929 239.8 245 152
Islero 1968–1970 Lamborghini V12 3,929 239.8 248 154
Jarama 1970–1978 Lamborghini V12 3,929 239.8 240 150
Urraco 1970–1979 Lamborghini V8 2,463
2,996
1,994 150
180
120 230 140
Countach 1974–1990 Lamborghini V12 3,929
4,754
5,167 240
290
320 295 183
Silhouette 1976–1977 Lamborghini V8 2,996 182.8 260 160
Jalpa 1982–1990 Lamborghini V8 3,485 212.7 240 150
LM002 1986–1992 Lamborghini V12 5,167 315.3 210 130
Diablo 1990–2001 Lamborghini V12 5,707
5,992 350
370 330 210
Murciélago 2001– Lamborghini V12 6,192
6,496 380
400 335 208
Gallardo 2003– Lamborghini V10 4,964 302.9 325 202
Reventón 2008– Lamborghini V12 6,496 396.4 345 214

The current (2008) range consists of the Murciélago LP640, the Murciélago LP640 Roadster and the smaller, less expensive Gallardo LP560/4 and Gallardo Spyder, after production of the Gallardo Superleggera ceased earlier this year. All are extremely fast, mid-engined 2-seaters. The Murciélago LP640, the Murciélago LP640 Roadster and the Gallardo LP560-4 come with Lamborghini's standard four-wheel drive systems. Their styling is largely the work of Belgian designer Luc Donckerwolke.

The current head of design for Audi and Lamborghini is Wolfgang Egger.

Future models may include a rear-wheel-drive version of the Gallardo, and possibly an SUV in the spirit of the LM002. At the 2008 Paris Motor Show Lamborghini revealed the Estoque Concept - a four door sedan.


[edit] Racing Models
See also: Modena (racing team)
Ferruccio Lamborghini had set a rule that Lamborghini would not be involved in motor racing. He saw such a program as too expensive and too demanding in company resources.[citation needed] Consequently, no Lamborghini racing car was fabricated under his management. The closest the company came to building racing cars at that time was when the company's test driver Bob Wallace made a few highly modified prototypes based on existing models. Notable among these are the Miura SV based Jota and the Jarama S based Bob Wallace Special.

Under the management of Rosetti, Lamborghini entered into an agreement with BMW to build a production racing car in sufficient quantity for homologation. However, Lamborghini found itself unable to fulfill their part of the agreement. The car was eventually developed in-house by the BMW Motorsport Division, and was manufactured and sold as the BMW M1.[11][12]

Lamborghini developed the QVX for the 1986 Group C championship season. One car was built, but lack of sponsorship caused it to miss the season. The QVX competed in only one race, the non-championship 1986 Southern Suns 500 km race at Kyalami in South Africa, driven by Tiff Needell. Despite the car finishing better than it started, sponsorship could not be found and the program was cancelled.[13]

Lamborghini was an engine supplier in Formula One between the 1989 and 1993 Formula One seasons. It supplied engines to Larrousse, Ligier, Lotus, Minardi, and to a 'Lamborghini' team, although this last was not viewed as a works team by the car company. The 1992 Larrousse/Lamborghini was largely uncompetitive but noteworthy in its tendency to spew oil from its exhaust system. Cars following closely behind the Larrousse were commonly colored yellowish-brown by the end of the race.[citation needed]

Late in 1991, a Lamborghini Formula One motor would be used in the Konrad KM-011 Group C sports car, but the car would only last a few races before the project was canceled. The same engine, badged as a Chrysler, by Lamborghini's then parent company, was tested by McLaren towards the end of the 1993 season, with a view to its use during the 1994 season. Although driver Ayrton Senna was reportedly impressed with the engine's performance, McLaren pulled out of negotiations, choosing a Peugeot engine instead, and Chrysler ended the project.

Two racing versions of the Diablo were built for the Diablo Supertrophy, a single-model racing series held annually from 1996 to 1999. In the first year, the model used in the series was the Diablo SVR, while the Diablo 6.0 GTR was used for the remaining three years.[14] [15]

Lamborghini developed the Murciélago R-GT as a production racing car to compete in the FIA GT Championship, the Super GT Championship and the American Le Mans Series in 2004. Their highest placing in any race that year was the opening round of the FIA GT Championship at Valencia, where the car entered by Reiter Engineering finished third from a fifth-place start.[16] [17] In 2006 during the opening round of the Super GT championship at Suzuka, a car run by the Japan Lamborghini Owners Club garnered the first victory (in class) by an R-GT.

A GT3 version of the Gallardo has been developed by Reiter Engineering.[18]

A Murciélago R-GT entered by All-Inkl.com racing, driven by Christophe Bouchut and Stefan Mücke, won the opening round of the FIA GT Championship held at Zhuhai International Circuit, achieving the first major international race victory for Lamborghini.[19]


[edit] Marine Engines
Lamborghini have for some years produced a larger V12 marine engine block for use in powerboat racing, notably the World Offshore Series Class 1. This engine is produced with a typical displacement of around 8500cc/510ci with an output of around 950 hp (710 kW).[20]


[edit] Ownership
Lamborghini has had a number of owners:

Ferruccio Lamborghini 1963–1972
Georges-Henri Rossetti and René Leimer 1972–1977
bankrupt 1977–1984
managed by Patrick Mimran 1980–1984
Patrick Mimran 1984–1987
Chrysler Corporation 1987–1994
Megatech 1994–1995 (Permission granted for the creation of Automóviles Lamborghini Latinoamérica)
V'Power, Mycom 1995–1998
Audi AG 1998-present

Lamborghini Diablo

O Diablo foi a seqüência da Lamborghini para a Countach ― um carro hiperexótico para um mundo mudado. Um supercarro não poderia mais contar apenas com desenho irracional ou desempenho desenfreado. Teria que satisfazer padrões de segurança e de controle de emissões de gases, oferecendo também um refinamento para eles. O Lamborghini Diablo oferecia tudo isso e muito mais.


Comparado com o Lamborghini Countach, o Lamborghini Diablo é mais longo, mais largo, mais pesado, mais potente e mais seguro. Seu design básico é o trabalho de Marcello Gandini, que também criou o Lamborghini Miura e o Lamborghini Countach.




Ao balancear todas essas qualidades, o Lamborghini Diablo chegou perto de realizar o sonho de seu fundador Ferruccio de se tornar um GT faz-tudo melhor que qualquer outro Lamborghini. Não se trata de sugerir que esse carro é manso. Seu nome, afinal de contas, se refere a um touro de briga e ao diabo em pessoa. “Na grande tradição romântica de supercarro italiano”, disse a revista Motor Trend , "o Diablo é um massivo exercício trovejante de sugar combustível”.

Maior, mais largo, mais pesado e mais aerodinâmico que o Lamborghini Countach, o Diablo, com velocidade máxima de 350 km/h, era o carro mais rápido do planeta no seu lançamento em 1990. O desenho básico, de Marcello Gandini, famoso pelo Miura e Countach, manteve alguns elementos do Countach, como os recortes das rodas traseiras assimétricos e portas "tesoura", mas tinha uma renovada silhueta da cabine e colunas dianteiras firmemente ancoradas.

Esse foi o primeiro Lamborghini desenvolvido pela Chrysler, que forneceu conhecimento em desenho por computador e também amenizou as linhas do estilo original de Gandini. A carroceria era feita de uma mistura de painéis de aço, alumínio e materiais compostos. A superestrutura do chassi foi desenvolvida a partir da Lamborghini Countach, mas era mais forte e excedia padrões mundiais de teste de impacto.

O motor V12 de 48 válvulas 5,7 litros desenvolve 492 cv, mas algumas edições chegaram a ter 525. O Roadster também utiliza um sistema de tração nas quatro rodas permanente para manter este carro de espírito inquieto sob controle




A Lamborghini novamente montou um V12 de 48 válvulas longitudinalmente e “ao contrário”, mas agora ele tinha 5,7 litros, era controlado por computador e tinha 485 cv. Estreando em 1990 ao preço de 220 mil dólares, o Lamborghini Diablo foi desenvolvido inicialmente para tração nas quatro rodas e em 1993 veio o modelo VT, com 492 cv e custando 239 mil dólares. Seu Sistema de Tração Visco enviava 15% da potência para as rodas dianteiras quando as traseiras patinavam.

Em 1994, foram lançados os acessórios do VT somando 175 kg de outras “comodidades” para o Diablo Edição Especial de 30° Aniversário, um demônio de 257 mil dólares, 525 cv e velocidade final de 330 km/h. Como um “bis”, a Lamborghini ofereceu em 1994 o conversível mais rápido do mundo, o VT roadster com painel do teto removível feito em fibra de carbono.

Em 1994, a Chrysler vendeu a Lamborghini à MegaTech Ltd., uma empresa da Indonésia que cia disposta a manter a Lamborghini viva. Havia um sucessor planejado para a Lamborghini Diablo, portanto o touro indomável continuaria a bordo de um supercarro com motor central.

Mas a Mega Tech se desinteressou e em 1998 vendeu a Lamborghini para a Audi. Esta continuou a produzir o Diablo, até substituí-lo em 2000 pelo Murciélago, apresentado no Salão de Genebra em março, também com motor central - um V12 de 6,2 litros capaz de levar o carro a 320 km/h. Hoje seus seis modelos gozam de enorme prestígio e sucesso comercial no mundo inteiro: o Murciélago V12 LP640, em versões cupê e roadster, o Gallardo V10 cupê e spyder, o superleve Gallardo Superleggera e recente Reventón, apresentado no Salão de Frankfurt de 2007, um cupê de linhas mais arredondadas com motor V12 central de 6,5 litros e 650 cv. A raça Lamborghini surgiu e insiste em se perpetuar, e nunca esteve tão forte.

The Diablo was the sequence of the Lamborghini for the Countach - a hiperexótico car for a changed world. An supercar could not more count only on drawing irrational or wild performance. It would have that to satisfy standards of security and control of emissions of gases, also offering a refinement for them. The Lamborghini Diablo offered to everything this and much more. Compared with the Lamborghini Countach, the Lamborghini Diablo is longer, wider, heavier, more powerful and safer. Basic its design is the work of Marcello Gandini, that also created the Lamborghini Miura and the Lamborghini Countach. When balancing all these qualities, the Lamborghini Diablo arrived close to carrying through the dream of its Ferruccio founder of if becoming a GT better make-everything that any another Lamborghini. It is not treated to suggest that this car is tame. Its name, after all of accounts, if relates to a bull of fight and the devil in person. “In the great romantic tradition of Italian supercar”, it said the Motor magazine Trend, " the Diablo is a massivo trovejante exercise to suck fuel”. Greater, wider, heavier and more aerodynamic than the Lamborghini Countach, the Diablo, with 350 maximum speed of km/h, was the car fastest of the planet in its launching in 1990. The basic drawing, of Marcello Gandini, celebrity for the Miura and Countach, kept some elements of the Countach, as clippings of the anti-symmetrical back wheels and doors " tesoura" , but it had one renewed silhouette of the cabin and front columns firmly anchored. This was the first Lamborghini developed for the Chrysler, that supplied knowledge in drawing for computer and also it brightened up the lines of the original style of Gandini. It would carroceria it was done of a mixture of panels of steel, aluminum and materials composites. The superstructure of the chassis was developed from the Lamborghini Countach, but it was stronger and it exceeded world-wide standards of impact test. The V12 engine of 48 valves 5,7 liters develops 492 cv, but some editions had arrived to have 525. The Roadster also uses a system tractive in the four wheels permanent to keep this car of uneasy spirit under control The Lamborghini again mounted a V12 of 48 valves longitudinally and “in contrast”, but now it had 5,7 liters, was controlled for computer and had 485 cv. Estreando in 1990 at the cost of 220 a thousand dollars, the Lamborghini Diablo was developed initially for traction in the four wheels and in 1993 it came model VT, with 492 cv and costing 239 a thousand dollars. Its tractive System Visco sent 15% of the power for the front wheels when the backs patinavam. In 1994, they had been launched the accessories of the VT adding 175 kg of other “comforts” for the Anniversary Diablo Special Edition of 30°, a demon of 257 a thousand dollars, 525 cv and 330 final speed of km/h. As “bis”, the Lamborghini offered in 1994 convertible fastest one of the world, the VT to roadster with panel of the made removable ceiling in carbon fiber. In 1994, the Chrysler vendeu the Lamborghini to the MegaTech Ltd., a company of Indonesia that cia made use to keep the alive Lamborghini. He had a successor planned for the Lamborghini Diablo, therefore the indomável bull would continue on board an supercar with central engine. But the Mega Tech if disinterested and in 1998 the Lamborghini for the Audi vendeu. This continued to produce the Diablo, until substituting it in 2000 for the Murciélago, presented in the Hall of Geneva in March, also with central engine - a V12 of 6,2 liters capable to take the car the 320 km/h. Today its six models enjoy of enormous prestige and commercial success in the entire world: the Murciélago V12 LP640, in versions cupê and to roadster, the Gallardo V10 cupê and to spyder, the superlight Gallardo Superleggera and recent Reventón, presented in the Hall of Frankfurt of 2007, one cupê of rounded off lines more with central V12 engine of 6,5 liters and 650 cv. The Lamborghini race appeared and insists on if perpetuating, and it was never so strong.

Lamborghini Silhouette

A fortuna de Lamborghini estava se esvaindo no meio dos anos 70. O Lamborghini Urraco foi um projeto custoso e a empresa não estava fazendo negócios de nenhum tipo para sequer pensar em um substituto. Mas talvez o Lamborghini Urraco pudesse ser redesenhado a baixo custo para se tornar mais vendável. Santa Agata pediu a Bertone para fazer exatamente isso e o resultado estreou no Salão de Genebra em 1976 como o Lamborghini Silhouette.

O Silhouette estreou como um Urraco redesenhado mas com diferenças marcantes. A idéia era criar um carro mais favorável ao comprador para combater as vendas ruins da Lamborghini



Mesmo reconhecidamente um Urraco, o Lamborghini Silhouette era obviamente diferente. A diferença mais visível era a nova configuração estilo targa, fazendo desse Lamborghini o primeiro modelo de produção aberto. A mudança do modelo 2 + 2 para outro de dois lugares era menos aparente. Para completar a reestilização de Bertone havia arcos de rodas com superfície plana, um nariz quadrado e uma saia dianteira mais profunda incorporando um duto de ar para o radiador de óleo e entradas de ar para os freios dianteiros, tudo com rodas de magnésio de 15 pol. de diâmetro (vistas pela primeira vez no modelo de exposição Bravo, de 1984) com modernos pneus de alto desempenho Pirelli P7. Uma gaiola de segurança foi construída na parte detrás do teto para reforço e a linha do teto foi redesenhada de fastback para "tunnelback", ou vidro traseiro que pode ser levantado. Havia um novo painel, mais ergonômico, no interior. A parte removível do teto podia ser facilmente guardada atrás dos bancos.

Embaixo de tudo estava a familiar estrutura da carroceria/chassi do Lamborghini Urraco como foi usada no modelo P300, adequadamente reforçada para um modelo conversível. O trem de força também era o mesmo, com potência de 265 cv do motor V8 com quatro comandos de válvulas tanto no formato europeu quanto no americano.

Com tudo isso, o Lamborghini Silhouette era tão rápido quanto o Lamborghini Urraco de 3 litros e tinha a mesma excelente dirigibilidade na estrada. E com o bônus da diversão de um conversível, ele deveria ter vendido muito bem.

Mas não vendeu e não é tão difícil de achar os motivos. Em primeiro lugar, o Lamborghini Silhouette herdou não somente algumas das falhas do projeto do Urraco, como também a sua reputação de acabamento indiferente e confiabilidade questionável. Em segundo lugar, ele também teve reação de cautela por parte dos consumidores porque os problemas financeiros e gerenciais da Lamborghini não haviam encerrado.

O interior do Silhouette tinha um painel mais ergonômico que o
do Uracco e espaço suficiente atrás dos bancos para o teto removível



Um terceiro motivo fluía do segundo. Nessa época, a Lamborghini simplesmente não estava apta a certificar carros para o mercado onde eles venderiam melhor: o dos Estados Unidos. Na realidade, exceto para importações do mercado negro, Santa Agata estaria ausente dos Estados Unidos de 1972 até 1982.

Assim, para o espanto de muitos, o Lamborghini Silhouette desapareceu depois de apenas dois anos e meros 54 exemplares. Apenas alguns foram para os Estados Unidos.

Mas a derrota de hoje normalmente contém as sementes do sucesso de amanhã e, de fato, ele chegou. Depois de alguns anos bem magros na desaceleração econômica no início dos anos 1980, a Lamborghini conseguiu ainda mais uma evolução do seu motor V8 GT central, o Jalpa. Além da demanda continua pela Lamborghini Countach de baixo volume de produção, ela sustentou Santa Agata até que a salvação real chegou em 1987 com uma tomada completa pela renascida Chrysler Corporation.



The richness of Lamborghini was if esvaindo in the way them years 70. The Lamborghini Urraco was a custoso project and the company was not making businesses of no type at least to think about a substitute. Perhaps but the Lamborghini Urraco could be redesigned the low cost to become more salable. Agata saint asked for the Bertone to make this accurately and the result estreou in the Hall of Geneva in 1976 as the Lamborghini Silhouette. The Silhouette estreou as a Urraco redesigned but with marcantes differences. The idea was to create an car more favorable to the purchaser to fight the bad sales of the Lamborghini Exactly admittedly a Urraco, the Lamborghini Silhouette was obviously different. The difference most visible was the new configuration style targa, making of this Lamborghini the first model of open production. The change of the model 2 + 2 for another one of two places was less apparent. To complete the reestilização of Bertone it had arcs of wheels with plain surface, a squared nose and deeper a front skirt incorporating a air duct for the oil radiator and air inlets for the front brakes, everything with 15 magnesium wheels of pol. of diameter (seen for the first time in the Brave model of exposition, 1984) with modern tires of high performance Pirelli P7. A security bird cage was constructed in the part detrás of the ceiling for reinforcement and the line of the ceiling was redesigned of fastback for " tunnelback" , or back glass that can be raised. It had a new panel, more ergonomic, in the interior. The removable part of the ceiling could easily be kept behind the banks. Under of everything it was the familiar structure of would carroceria/chassis of the Lamborghini Urraco as she was used in the P300 model, adequately strengthened for a convertible model. The force train also was the same, with power of 265 cv of the V8 engine with four commands of valves in such a way in the European format how much in the American. With everything this, the Lamborghini Silhouette was so fast how much the Lamborghini Urraco of 3 liters and had same the excellent driven by power in the road. E with the bond of the diversion of a convertible one, it must have very vendido well. But it did not vendeu and it is not so difficult to find the reasons. In first place, the Lamborghini Silhouette not only inherited some of the imperfections of the project of the Urraco, as well as its reputation of indifferent finishing and questionable trustworthiness. In according to place, it also it had reaction of caution on the part of the consumers because the financial and managemental problems of the Lamborghini had not locked up. The interior of the Silhouette had a panel more ergonomic than of the Uracco and enough space behind the banks for the removable ceiling One third reason fluía of as. At this time, the Lamborghini simply was not apt to certify cars for the market where they would venderiam better: of the United States. In the reality, except for importation of the black market, Agata Saint it would be absent of the United States of 1972 up to 1982. Thus, for the astonishment of many, the Lamborghini Silhouette disappeared after only two years and mere 54 units. But some had been for the United States. But the defeat of today normally contains the seeds of the success of tomorrow e, in fact, it arrived. After some well lean years in the economic deceleration at the beginning of years 1980, the Lamborghini still more obtained an evolution of its engine central V8 GT, the Jalpa. Beyond the demand it continues for the Lamborghini Countach of low volume of production, it supported Agata Saint until the real salvation arrived in 1987 with a complete taking for the renascida Chrysler Corporation.

Lamborghini Countach

Com o Lamborghini Countach, um raio caiu duas vezes no mesmo lugar. Bem afortunada é a fábrica que lança um projeto sem precedentes. No Salão de Genebra de 1971, a pequena Lamborghini revelou o seu segundo carro. O sucessor do Miura tinha aspecto de ficção científica e desempenho de outro mundo. No momento em que começou a ser produzido em 1974, o limite superior de dirigir rápido tinha um novo endereço: o Lamborghini Countach.

O sucessor da Lamborghini Miura levou o supercarro de motor central ao seu extremo animal. O nome era Countach, uma gíria italiana que pode ser traduzida como "É isso aí". Acabou sendo o Lamborghini de maior venda de todos os tempos.

A sua distância entre eixos era menor que a da Lamborghini Miura e em vez de um chassi de aço de unidade central, o Lamborghini Countach tinha um chassi tubular soldado que sustentava uma cobertura de alumínio sem carga. O desenho era novamente trabalho de Marcello Gandini, porém onde o seu Miura tinha curvas sensuais, esse novo carro levava o perfil de cunha ao extremo. Arcos das rodas traseiras assimétricos, portas com abertura tipo tesoura e tomadas de ar e ventilação muito evidentes completavam a destemida embalagem. "O Countach", disse a revista inglesa Cars, "respira agressão pura por cada poro".

Na prática, o nariz afundado matava qualquer possibilidade de sustentação em altas velocidades e as tomadas de ar alimentavam radiadores logicamente colocados nos flancos traseiros. O V12 transversal do Miura foi inteligentemente girado para ficar virado para trás. Isso colocou o sistema de comando de marchas embaixo da mão do motorista, garantindo ação mais suave e rearranjando a massa do trem de força para melhor desempenho nas curvas e melhor controle de aquecimento e de ruído. O Lamborghini Countach era mais rápido e tinha dirigibilidade melhor que o Lamborghini Miura, mas era um automóvel que requeria comprometimento real.

Abrir as portas era uma tarefa árdua e para entrar e sair do carro era necessário deslizar sobre as amplas soleiras que abrigavam os tanques de combustível. O espaço para os pés era estreito e angulado, as janelas funcionavam como uma estufa, com os vidros abrindo só até a metade e a visibilidade era horrível. Mas poucos contemporâneos eram tão rápidos e nenhum era tão atrevido. Esse carro, escreveu o jornalista Pete Lyons, "trata a velocidade com o mesmo desdém com que trata a sociedade".

O potente motor V12 do Countach é semelhante ao seu parceiro do Miura, apesar de ter sido inteligentemente girado para trás, permitindo assim um melhor contorno de curvas e mudanças de marcha mais suaves


O Lamborghini Countach LP 400 original foi seguido pelo LP 400 S (235 unidades produzidas, entre 1978 e 1982), que adicionava arcos das rodas de plástico reforçado com fibra de vidro e pneus mais largos. O V12 cresceu para 4,8 litros no LP 5000 S (323 fabricados, entre 1982 e 1985), com os mesmos 375 cv de potência das duas versões anteriores, mas com mais torque. O LP 5000 QV (610 produzidos, entre 1985 e 1988) tinha 5,2 litros e a potência de até 455 cv vinha dos cabeçotes Quattrovalvole, de quatro válvulas.

A injeção de combustível em 1986 tornou o Countach legalizado para os Estados Unidos quanto ao smog (névoa fotoquímica) pela primeira vez desde os anos 70, mas o carro tinha pára-choques feios para atender as leis federais. A Chrysler comprou a Lamborghini de donos interinos suíços em 1987 e supervisionou o lançamento do modelo final do Lamborghini Countach, a Edição de Aniversário com 455 cv. Com 650 unidades construídas entre 1988 e 1990, esse foi o modelo mais famoso, mais refinado e possivelmente o mais rápido Lamborghini Countach: de 0 a 96,5 km/h em 4,7 s e velocidade máxima de 293 km/h. ­


With the Lamborghini Countach, a ray fell two times in place the same. Well fortunate it is the plant that launches a project without precedents. In the Hall of Geneva of 1971, the small Lamborghini disclosed its as car. The successor of the Miura had aspect of scientific fiction and performance of another world. At the moment where it started to be produced in 1974, the superior limit to direct fast had a new address: the Lamborghini Countach. The successor of the Lamborghini Miura took the supercar of central engine to its animal extremity. The name was Countach, an Italian slang that can be translated as " Aí" is this;. It finished being the Lamborghini of bigger sales of all the times. Its distance between axles was minor who of the Lamborghini Miura and instead of a steel chassis of central unit, the Lamborghini Countach had a welded tubular chassis that supported an aluminum covering without load. The drawing was again work of Marcello Gandini, however where its Miura had sensual curves, this new car took the profile of wedge to the extremity. Arcs of the anti-symmetrical back wheels, doors with opening type shears and very evidentes air scoops and ventilation completed the destemida packing. " The Countach" , it said the English magazine Cars, " poro" breathes pure aggression for each;. In the practical one, the sunk nose killed any possibility of sustentation in high speed and the air scoops logically fed placed radiators in the back flanks. The transversal V12 of the Miura intelligently was turned to be capsized stops backwards. This placed the system of command of marches under of the hand of the driver, guaranteeing softer action and rearranging the mass of the train of force for better performance in the curves and better control of heating and noise. The Lamborghini Countach was faster e had better driven by power that the Lamborghini Miura, but was an automobile that required real comprometimento. To open the doors was an arduous task and to enter and to leave the car it was necessary to slide on the ample doors-sill that sheltered the fuel tanks. The space for the feet was narrow and angulado, the windows functioned as a greenhouse, with glasses opening only until the half and the visibility was horrible. But few so fast contemporaries were e no so insolent age. This car, wrote journalist Pete Lyons, " it the same treats the speed with disdain with that it deals sociedade". The powerful V12 engine of the Countach is similar to its partner of the Miura, although to have been intelligently turned it stops backwards, thus allowing to one better contour of curves and softer changes of march The Lamborghini 400 Countach LP original was followed by 400 LP S (235 produced units, between 1978 and 1982), that it added to arcs of the wheels of plastic strengthened with fibre glass and wider tires. The V12 grew for 4,8 liters in 5000 LP S (323 manufactured, between 1982 and 1985), with same 375 cv of power of the two previous versions, but with more torque. The LP 5000 QV (610 produced, between 1985 and 1988) had 5,2 liters and the power of up to 455 cv came of the Quattrovalvole headstocks, of four valves. The fuel injection in 1986 became the Countach legalized for the United States how much to smog (mist photochemistry) for the first time since years 70, but the car had ugly bumpers to take care of the federal laws. The Chrysler bought the Lamborghini of Swiss temporary owners in 1987 and supervised the launching of the final model of the Lamborghini Countach, the Edition of Anniversary with 455 cv. With 650 units constructed between 1988 and 1990, this was the model most famous, finer and possibly the fastest Lamborghini Countach: of 0 the 96,5 km/h in 4,7 s and 293 maximum speed of km/h.

Lamborghini Jarama 400 GT/400 GTS

Em 1970, a Lamborghini tinha formado uma linha que ela esperava que cobrisse todo o mercado de supercarros e estava pronta para criar modelos de segunda geração. O Lamborghini Jarama, apresentado no Salão de Genebra em março daquele ano, pode então ser considerado um Islero “Mark II”, apesar de não ser tão simples assim.

Essencialmente um Lamborghini Espada com distância entre eixos curta, o Lamborghini Jarama era baixo e angular para a linguagem do início dos anos 70



Nessa época, o chassi com motor dianteiro mais moderno da Lamborghini era o do Espada, datado de 1968, apesar de, como o menor Islero e o Miura de motor central, sua suspensão básica e seu motor datarem de 1963. As leis de segurança e controle de emissões dos Estados Unidos ditaram a substituição do Islero. Como Giampaolo Dallara tinha deixado Santa Agata, a tarefa ficou com Paolo Stanzani, seu ex-assistente e agora chefe de engenharia, que decidiu que uma nova carroceria em um chassi do Lamborghini Espada encurtado seria adequado.

Portanto Stanzani removeu 27 cm da distância entre eixos da Espada mas manteve o resto intacto, exceto volante que foi colocado um pouco mais baixo. Marcello Gandini, da Bertone, novamente cuidou do desenho, e a construção do chassis foi feita pela Marazzi (que tinha tanto criado como construído a carroceria do Lamborghini Islero).

O resultado era um carro pequeno modelo 2 + 2, mais distinto, porém muito angular, com grandes e chamativos arcos de roda, tomadas de ar NACA duplas no capô com estilo do Espada e uma cara diferente com quatro “olhos” parcialmente escondidos por “pálpebras” operadas eletricamente. Usando as bitolas largas do Espada, o Jarama tinha ombros largos, talvez até um pouco exagerados, no seu chassi encurtado. Infelizmente, ele era muito mais pesado que o Lamborghini Islero, apesar da sua velocidade máxima alegada de 260 km/h ser a mesma.
O acabamento dos detalhes dos primeiros Lamborghinis Jarama foi considerado pobre, mas melhorou relativamente com o tempo. Depois de três anos, o próprio desenho melhorou, com o 400 GT original dando espaço para o 400 GTS. As mudanças compreendiam um modesto aumento da potência, uma fina, porém larga tomadas de ar no capô, saídas de ar nas partes laterais superiores dos pára-lamas e rodas remodeladas. Ao longo do tempo, o Jarama também pegou algumas modificações do Espada, incluindo uma caixa automática Chrysler TorqueFlite como opcional a partir de 1974.

A traseira do Lamborghini Jarama mostrava a bitola, que mesmo larga, era 28 cm menor que a do Lamborghini Espada, na qual era baseada



Mesmo assim, este Lamborghini foi julgado no geral como decepcionante se comparado a modelos anteriores. A revista Road & Track disse em seu teste em 1972: “Certamente o Jarama é um carro capaz, rápido e com visual excitante, mas ele peca o suficiente em detalhes (ergonomia, controle de ruído, rodar, dirigibilidade em baixa velocidade) para ser pouco interessante como pacote completo".

A fábrica da Lamborghini teve seus problemas nos últimos dois anos, com indignação dos trabalhadores italianos e a dor de ter que se adaptar às novas leis americanas de segurança e controle de emissão de gases afetando a produção, qualidade e os lucros. Vamos torcer para que a Lamborghini não apenas continue mas que também consiga resolver alguns dos problemas atuais.
Santa Agata resolveria, mas não antes das coisas piorarem ainda mais.


In 1970, the Lamborghini had formed a line that it waited that she all covered the market of supercars and was ready to create models of second generation. The Lamborghini Jarama, presented in the Hall of Geneva in March of that year, can then be considered a Islero “Mark II”, although not to be so simple thus. Essentially a Lamborghini Sword with short distance between axles, the Lamborghini Jarama was low angular e for the language of the beginning of years 70 At this time, the chassis with more modern front engine of the Lamborghini was of the Sword, dated of 1968, although, as the Islero minor and the Miura of central engine, its basic suspension and its engine to date of 1963. The laws of security and control of emissions of the United States had dictated the substitution of the Islero. As Giampaolo Dallara Agata Saint had left, the task was with Paolo Stanzani, its former-assistant and now engineering head, that decided that a new would carroceria in a chassis of the shortened Lamborghini Sword would be adjusted. Therefore Stanzani removed 27 cm of in the distance between axles of the Sword but it kept the unbroken remaining portion, except projection that was placed a little lower. Marcello Gandini, of the Bertone, took care of again of the drawing, and the construction of the chassis was made by the Marazzi (that it had as much created as would carroceria constructed it of the Lamborghini Islero). The result was an car small model 2 + 2, more distinct, however angular, with very great ones and showy arcs of wheel, double air scoops NACA in the hood with style of the Sword and a different face with four “eyes” partially hidden by “operated eyelids” electrically. Using the wide bifools of the Sword, the Jarama had wide shoulders, perhaps until a little exaggerated, in its shortened chassis. Unhappyly, it was much more heavy who the Lamborghini Islero, although its maximum speed alleged of 260 km/h to be the same one. The finishing of the first details of the Lamborghinis Jarama was considered poor, but it improved relatively with the time. After three years, the proper drawing improved, with the 400 original GT giving space for the 400 GTS. The changes understood a modest increase of the power, fine, however wide air scoops in the hood, remodelled air exits in the superior lateral parts of the mudguards and wheels. Throughout the time, the Jarama also caught some modifications of the Sword, including an automatic box Chrysler TorqueFlite as optional from 1974. The back of the Lamborghini Jarama showed the bifool, who exactly wide, was 28 cm lesser that of the Lamborghini the Sword, in which she was established Exactly thus, this Lamborghini was judged in the generality as disappointing if compared the previous models. The Road magazine & Track said in its test in 1972: “Certainly the Jarama is a capable car, fast e with exciting appearance, but it sins the sufficient in details little (ergonomics, control of noise, to twirl, driven by power in low speed) to be interesting as package completo". The plant of the Lamborghini had its problems in last the two years, with indignation of the Italian workers and pain to have that to adapt to the new American laws of security and control of emission of gases being affected the production, quality and the profits. We go to twist so that the Lamborghini not only continues but that also it obtains to decide some of the current problems. Agata saint would decide, but not before the things getting worse still more.

Lamborghini Espada

O Lamborghini Espada chegou durante um período de sucesso para a Lamborghini. Mesmo com apenas cinco anos de idade em 1968, a Lamborghini estava crescendo. A fábrica de Santa Agata estava fervilhando com atividade e Ferruccio Lamborghini estava pronto para atacar a Ferrari por todos os lados. Seu primeiro carro tinha sido um cupê com motor dianteiro, seu segundo a impressionante Miura de motor central. Agora era a hora de um GT de quatro lugares completo, que chegou nesse ano com o Lamborghini Espada.

Desenvolvida a partir do carro de exibição Marzal da Bertone, o Lamborghini Espada era longo, baixo e um tanto “geometrico” por dentro e por fora


O Lamborghini Espada tinha estilo distinto inspirado no carro de exibição Marzal de 1966 da Bertone. As portas asa-de-gaivota todas de vidro, painel em colméia e persianas no vidro traseiro, além da localização traseira (não central) do motor foram abandonados, mas o formato original foi mantido. Como o Lamborghini Miura, o Espada foi desenhado por Marcello Gandini.

Também como o Miura, a Lamborghini Espada foi quase toda projetado por Giampaolo Dallara, que manteve a fórmula estabelecida com a 400 GT 2 + 2: motor V12 dianteiro com quatro comandos de válvulas acoplado ao câmbio Lamborghini de 5 marchas diretamente atrás, suspensão com braços independentes na frente e atrás e freio a disco nas quatro rodas. Caixa automática era uma ausência sentida em um carro desse tipo, mas Santa Agata corrigiu isso com atraso oferecendo a caxia Chrysler TorqueFlite de três marchas opcional a partir de 1974.

Mesmo com as semelhanças básicas com o Lamborghini 400 GT e seu sucessor Lamborghini Islero (ver entrada), o Lamborghini Espada tinha suas próprias características. O chassi, por exemplo, era uma barata, porém forte plataforma de aço fornecida pela Marchesi, de Modena. Comparado com 400 GT, o motor da Lamborghini Espada foi calibrado para “apenas” 325 cv, e todo o trem de força foi posicionado 20 cm para frente. Isso e uma distância adicional de 10 cm entre os centros das rodas permitiam uma cabine de quatro lugares maior, mesmo com uma redução de 1,5 cm no comprimento total. O Lamborghini Espada também tinha bitolas mais largas (cerca de 10,6 cm) e, com suas muitas comodidades, era inevitavelmente mais pesado ― por nada menos que 450 kg a mais.

Novamente como o Miura, o Espada era realmente chamativo, outro ponto forte da Bertone ― e também da Lamborghini. Uma frente simples com quatro faróis circulares anunciavam um capô bem largo com tomadas de ar NACA duplas para alimentar os seis carburadores Weber duplos do motor V12 de 4 litros. O pára-choque dianteiro se integrava com a carroceria, que se curvava para cima até a traseira para encontrar um teto praticamente horizontal que terminava numa traseira cortada, com um largo painel de vidro abaixo das lâmpadas traseiras (possivelmente para o motorista ter uma visão melhor dos que estavam à retaguarda). Mais uma vez, o capô e a parte superior dos pára-lamas formavam um único conjunto que se dobrava para frente, dando acesso fácil ao compartimento do motor.

No interior havia quatro bancos-concha e um espaço traseiro decente (desde que os bancos dianteiros não estivessem totalmente para trás). Inicialmente, o Lamborghini Espada apresentava ao motorista um painel funcionalmente correto, mesmo que esteticamente desordenado, com todos os instrumentos, alavanca de câmbio num console central inclinado para baixo, e diversos botões secundários, além de ventilação estilo “globo ocular” (esses últimos emprestados da Ford da Inglaterra e a alavanca da seta era do Austin Mini). O volante original de três raios era um pouco feio, mas alguns mais bonitos apareceram depois.

Com um painel de instrumentos funcional porém desordenado e um console central descendente, o interior do Espada mostrava progressos no desenho que fazia a Lamborghini famosa



Somente 37 Lamborghini Espadas foram fabricados durante 1968, mas logo o volume de produção cresceu para um nível constante, embora pequeno. O Espada fazia excelente companhia para o Miura de motor central (e, mais tarde, o Lamborghini Countach) e seu chassi básico seria usado pelo Jarama (veja entrada), que substituiu o Lamborghini Islero em 1970.

Na verdade, o Lamborghini Espada era avançado o suficiente para durar uma década inteira com apenas algumas alterações. Os modelos da série II chegaram ao início dos anos 70 com o já mencionado volante de direção aprimorado, além de um painel mais limpo, grade redesenhada, freios ventilados e 25 cv a mais de potência. Dois anos mais tarde, as rodas de liga leve tipo S do Jarama foram especificadas. Os modelos da série III apareceram no Salão de Turim no final de 1972 exibindo outro desenho da grade e do volante de direção, assim como um painel de instrumentos redesenhado com uma seção central curvada para dentro. No fim do período de existência do Espada, a Lamborghini afirmava que a potência era de 365 cv.

Apesar de a produção ter caído rapidamente devido à primeira crise do petróleo, o último Lamborghini Espada só foi fabricado em 1978. Significativamente, a Lamborghini ainda tinha que encontrar um substituto direto, talvez porque fosse difícil superar este exótico voador latino. Colecionadores, anotem.

The Lamborghini Sword arrived during a period of success for the Lamborghini. Exactly with only five years of age in 1968, the Lamborghini was growing. The plant of Agata Saint was fervilhando with activity and Ferruccio Lamborghini was ready to attack the Ferrari for all the sides. Its first car had been one cupê with front engine, its according to impressive Miura of central engine. Now it was the hour of a GT of four places complete, that arrived in this year with the Lamborghini Sword. Developed from the car of Marzal exhibition of the Bertone, the Lamborghini Sword was long, low “in such a way geometric” e one on the inside and for it are The Lamborghini Sword had inspired distinct style in the car of Marzal exhibition of 1966 of the Bertone. The doors wing-of-gull all of glass, panel in beehive and blinds in the back glass, beyond the back localization (not central) of the engine had been abandoned, but the original format was kept. As the Lamborghini Miura, the Sword was drawn by Marcello Gandini. Also as the Miura, the Lamborghini Sword was almost all projected one for Giampaolo Dallara, that kept the formula established with the 400 GT 2 + 2: front V12 engine with four commands of valves connected to the Lamborghini exchange of 5 marches directly behind, suspension with independent arms in the front and behind and brake the record in the four wheels. Automatic box was an absence felt in an car of this type, but Agata Saint corrected this with delay offering the caxia Chrysler optional TorqueFlite of three marches from 1974. Exactly with the basic similarities with the Lamborghini 400 GT and its successor Lamborghini Islero (to see entered), the Lamborghini Sword had its proper characteristics. The chassis, for example, was a cockroach, however strong steel platform supplied for the Marchesi, of Modena. Compared with 400 GT, the engine of the Lamborghini Sword it was calibrated for “only” 325 cv, and all the force train was located 20 cm for front. This and a distance additional of 10 cm between the centers of the wheels allowed a bigger cabin of four places, exactly with a reduction of 1,5 cm in the total length. The Lamborghini Sword also had wider bifools (about 10,6 cm) e, with its many comforts, was inevitably heavier - for nothing less than 450 kg more. Again as the Miura, the Sword was really showy, another strong point of the Bertone - and also of the Lamborghini. A simple front with four circular lighthouses announced a well wide hood with double air scoops NACA to feed the six Weber double carburetors of the V12 engine of 4 liters. For-shock front if integrated with would carroceria, that it was bent over for top until the back to below find a practically horizontal ceiling them that finished in a cut back, with a wide glass panel back light bulbs (it driver to possibly have a better vision of that they were to the rear). One more time, the hood and the superior part of the mudguards formed an only set that if it folded for front, giving easy access to the compartment of the engine. In the interior it had four bank-shell and a decent back space (since that the front banks were not total stop backwards). Initially, the Lamborghini Sword presented to the driver a correct panel, that functionally exactly aesthetic disordered, with all the instruments, handspike of exchange in an inclined central console for low, and diverse secondary buttons, beyond ventilation style “ocular globe” (these last ones loaned of the Ford of England and the handspike of the arrow were of the Austin Mini). The original projection of three rays was a little ugly, but some prettiest ones had appeared later. With functional however disordered a panel of instruments and a descending central console, the interior of the Sword showed progressos in the drawing that made the famous Lamborghini 37 Lamborghini Swords had only been manufactured during 1968, but soon the volume of production grew for a constant level, even so small. The Sword made excellent company for the Miura of central engine (e, later, the Lamborghini Countach) and its basic chassis would be used for the Jarama (it sees entered), that it substituted the Lamborghini Islero in 1970. In the truth, the Lamborghini Sword was advanced the sufficient to last one decade entire with only some alterations. The models of series II had arrived at the beginning of years 70 with already mentioned projecting of direction improved, beyond a cleaner panel, redesigned grating, ventilated brakes and 25 cv more than the power. Later, the wheels of light league type S of the Jarama had been two years specified. The models of series III had appeared in the Hall of Turim in the 1972 end showing another drawing of the grating and the projection of direction, as well as a panel of instruments redesigned with a bending central section for inside. In the end of the period of existence of the Sword, the Lamborghini affirmed that the power was of 365 cv. Although the production to have fallen quickly due to first crisis of the oil, the last Lamborghini Sword alone was manufactured in 1978. Significantly, the Lamborghini still had that to find a substitute direct, perhaps because it was difficult to surpass this exotic Latin flyer. Collectors, write down.