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Alfa Romeo Automobiles S.p.A.

Type Società per azioni

Industry Automotive

Predecessor(s) Società Anonima Italiana Darracq (SAID)

Founded 24 June 1910 in Milan, Italy

Founder(s) Alexandre Darracq/Ugo Stella

Nicola Romeo

Headquarters Turin, Italy[1]

Area served Worldwide

Key people John Elkann (President)

Harald J. Wester (CEO)

Products Automobiles

Production output 119,451 units (2010)

Owner(s) Fiat S.p.A.

Parent Fiat Group Automobiles S.p.A.

Website AlfaRomeo.com

Alfa Romeo Automobiles S.p.A. (Italian pronunciation: [ˈalfa roˈmɛːo]) is an Italian manufacturer of cars. Founded as A.L.F.A.

on June 24, 1910, in Milan,[2] the company has been involved in car racing since 1911, and has a reputation for building

expensive sports cars.[3] The company was owned by Italian state holding company Istituto per la Ricostruzione

Industriale between 1932 and 1986, when it became a part of the Fiat Group,[4] and since February 2007 a part of Fiat Group

Automobiles S.p.A.

The company that became Alfa Romeo was founded as Società Anonima Italiana Darracq (SAID) in 1906 by the French

automobile firm of Alexandre Darracq, with some Italian investors. In the late 1909, the Italian Darracq cars were selling slowly

and a new company was founded named A.L.F.A. (Anonima Lombarda Fabbrica Automobili English: Lombard Automobile

Factory, Public Company), initially still in partnership with Darracq. The first non-Darracq car produced by the company was the

1910 24 HP, designed by Giuseppe Merosi. A.L.F.A. ventured into motor racing, with drivers Franchini and Ronzoni competing

in the 1911 Targa Florio with two 24 HP models. In August 1915 the company came under the direction of Neapolitan

entrepreneur Nicola Romeo, who converted the factory to produce military hardware for the Italian and Allied war efforts. In

1920, the name of the company was changed to Alfa Romeo with the Torpedo 20-30 HP becoming the first car to be badged as

such.

In 1928 Nicola Romeo left, with Alfa going broke after defense contracts ended, and at the end of 1932 Alfa Romeo was

rescued by Benito Mussolini's government, which then had effective control. The Alfa factory struggled to return to profitability

after the Second World War, and turned to mass-producing small vehicles rather than hand-building luxury models. The

company, in 1954, developed the classic Alfa Romeo Twin Cam engine, which would remain in production until 1995. During

the 1960s and 1970s Alfa Romeo produced a number of sporty cars, though the Italian government parent

company, Finmeccanica, struggled to make a profit so sold the marque to the Fiat Group in 1986.

Alfa Romeo has competed successfully in many different categories of motorsport, including Grand Prix motor racing, Formula

One, sportscar racing, touring car racing and rallies. They have competed both as a constructor and an engine supplier, via

works entries (usually under the name Alfa Corse or Autodelta) and private entries. The first racing car was made in 1913,

three years after the foundation of the company, and Alfa Romeo won the inaugural world championship for Grand Prix cars in

1925. The company gained a good name in motorsport, which gave a sporty image to the whole marque. Enzo Ferrari founded

the Scuderia Ferrari racing team in 1929 as an Alfa Romeo racing team, before becoming independent in 1939.[5]

Contents

  [hide] 

1 History

o 1.1 Foundation and early years

o 1.2 Post war

o 1.3 Carabinieri and Italian government

o 1.4 Recent developments

o 1.5 Return to the United States

2 Design and technology

o 2.1 Technological development

o 2.2 Body design

o 2.3 The badge

3 Motorsport

4 Production

5 Automobiles

o 5.1 Current models

o 5.2 Future models

o 5.3 Historic models

o 5.4 Trucks and light commercial vehicles

o 5.5 Concepts

6 Other production

o 6.1 Aircraft engines

o 6.2 Aero-engines produced by Alfa Romeo

7 Media and public profile

8 Marketing and sponsorship

9 See also

10 References

11 Further reading

12 External links

[edit]History

[edit]Foundation and early years

A 1908 Darracq 8/10 HP assembled by Alfa Romeo's predecessor, Darracq Italiana

The A.L.F.A 24 hp (this is with Castagna torpedo  body) was the fist car made by Anonima Lombarda Fabbrica Automobili in 1910.

The company that became Alfa Romeo was founded as Società Anonima Italiana Darracq (SAID) in 1906 by the French

automobile firm of Alexandre Darracq, with some Italian investors. One of them, Cavaliere Ugo Stella, an aristocrat from Milan,

became chairman of the SAID in 1909.[6] The firm's initial location was in Naples, but even before the construction of the

planned factory had started, Darracq decided late in 1906 that Milan would be a more suitable location and accordingly a tract

of land was acquired in the Milan suburb of Portello, where a new factory of 6,700 square metres (8,000 sq yd) was erected.

Late 1909, the Italian Darracq cars were selling slowly and Stella, with the other Italian co-investors, founded a new company

named A.L.F.A. (Anonima Lombarda Fabbrica Automobili), initially still in partnership with Darracq. The first non-Darracq car

produced by the company was the 1910 24 HP, designed by Giuseppe Merosi, hired in 1909 for designing new cars more

suitable to the Italian market. Merosi would go on to design a series of new A.L.F.A. cars, with more powerful engines (40-60

HP). A.L.F.A. ventured into motor racing, with drivers Franchini and Ronzoni competing in the 1911 Targa Florio with two 24

HP models. In 1914, an advanced Grand Prix car was designed and built, the GP1914, which featured a four-cylinder engine,

double overhead camshafts, four valves per cylinder and twin ignition.[7] However, the onset of the First World War halted

automobile production at A.L.F.A. for three years.

In August 1915 the company came under the direction of Neapolitan entrepreneur Nicola Romeo, who converted the factory to

produce military hardware for the Italian and Allied war efforts. Munitions, aircraft engines and other components, compressors

and generators based on the company's existing car engines were produced in a vastly enlarged factory during the war. When

the war was over, Romeo invested his war profits in acquiring locomotive and railways carriage plants in Saronno (Costruzioni

Meccaniche di Saronno), Rome (Officine Meccaniche di Roma) and Naples (Officine Ferroviarie Meridionali), which were

added to his A.L.F.A. ownership.

Alfa Romeo production between 1934 and 1939[8]

Year CarsIndustrial

vehicles

1934 699 0

1935 91 211

1936 20 671

1937 270 851

1938 542 729

1939 372 562

Car production had not been considered at first, but resumed in 1919 since parts for the completion of 105 cars were still lying

at the A.L.F.A. factory since 1915.[6] In 1920, the name of the company was changed to Alfa Romeo with the Torpedo 20-30

HP becoming the first car to be badged as such.[9] Their first success came in 1920 when Giuseppe Campari won

at Mugello and continued with second place in the Targa Florio driven by Enzo Ferrari. Giuseppe Merosi continued as head

designer, and the company continued to produce solid road cars as well as successful race cars (including the 40-60 HP and

the RL Targa Florio).

In 1923 Vittorio Jano was lured away from Fiat, partly thanks to the persuasion of a young Alfa racing driver named Enzo

Ferrari, to replace Merosi as chief designer at Alfa Romeo. The first Alfa Romeo under Jano was the P2 Grand Prix car, which

won Alfa Romeo the inaugural world championship for Grand Prix cars in 1925. For Alfa road cars Jano developed a series of

small-to-medium-displacement 4-, 6-, and 8-cylinder inline power plants based on the P2 unit that established the classic

architecture of Alfa engines, with light alloy construction, hemispherical combustion chambers, centrally located plugs, two rows

of overhead valves per cylinder bank and dual overhead cams. Jano's designs proved to be both reliable and powerful.

Enzo Ferrari proved to be a better team manager than driver, and when the factory team was privatised, it then

became Scuderia Ferrari. When Ferrari left Alfa Romeo, he went on to build his own cars. Tazio Nuvolarioften drove for Alfa,

winning many races prior to the Second World War.

8C 2900B Touring Spider (1937)

In 1928 Nicola Romeo left, with Alfa going broke after defence contracts ended, and at the end of 1932 Alfa Romeo was

rescued by the government,[9] which then had effective control. Alfa became an instrument of Mussolini's Italy, a national

emblem. During this period Alfa Romeo built bespoke vehicles for the wealthy, with the bodies normally built by Touring of

Milan or Pinin Farina. This was the era that peaked with the legendary Alfa Romeo 2900B Type 35 racers.

The Alfa factory (converted during wartime to the production of Macchi C.202 Folgore engines) was bombed during the Second

World War, and struggled to return to profitability after the war. The luxury vehicles were out. Smaller mass-produced vehicles

began to be produced in Alfa's factories beginning with the 1954 model year, with the introduction of the Giulietta series

of berline (saloons/sedans), coupes and open two-seaters. All three varieties shared what would become the classic Alfa

Romeo overhead Twin Cam four-cylinder engine, initially in 1300 cc form. This engine would eventually be enlarged to 2 litres

(2000 cc) and would remain in production until 1995.

“ When I see an Alfa Romeo go by, I tip my

hat. ”

—Henry Ford talking with Ugo Gobbato in 1939[10]

[edit]Post war

Once motorsports resumed after the Second World War, Alfa Romeo proved to be the car to beat in Grand Prix events. The

introduction of the new formula (Formula One) for single-seat racing cars provided an ideal setting for Alfa Romeo's tipo 158

Alfetta, adapted from a pre-war voiturette, and Giuseppe Farina won the first Formula One World Championship in 1950 in the

158. Juan Manuel Fangio secured Alfa's second consecutive championship in 1951.

Alfa Romeo production between 1998 and 2010[11]

Year Cars

1998 197,680

1999 208,336

2000 206,836

2001 213,638

2002 187,437

2003 182,469

2004 162,179

2005 130,815

2006 157,794

2007 151,898

2008 103,097

2009 103,687

2010 119,451

2011 130,535

In 1952, Alfa-Romeo had experimented with its first front-wheel drive compact car named "Project 13-61".[12] It had the same

transverse-mounted, forward-motor layout as the modern front-wheel drive automobiles. Alfa-Romeo made a second attempt

toward the late 1950s based on Project 13-61. It was to be called Tipo 103. It even resembled the smaller version of its popular

Alfa-Romeo Giulia. However, due to the financial difficulties in post-war Italy, the Tipo 103 never saw the production. Had Alfa-

Romeo succeed in producing Tipo 103, it would precede the Mini as the first "modern" front-wheel drive compact car.

During the 1960s, Alfa concentrated on competition using production-based cars, including the GTA (standing for Gran Turismo

Allegerita), an aluminium-bodied version of the Bertone-designed coupe with a powerful twin-plug engine. Among other

victories, the GTA won the inaugural Sports Car Club of America's Trans-Am championship in 1966. In the 1970s, Alfa

concentrated on prototype sports car racing with the Tipo 33, with early victories in 1971. Eventually the Tipo 33TT12 gained

the World Championship for Makes for Alfa Romeo in 1975 and the Tipo 33SC12 won the World Championship for Sports

Cars in 1977.[13][14]

By the 1970s Alfa was again in financial trouble. The Italian government company Finmeccanica bowed out in 1986 as Fiat

Group bought in, creating a new group, Alfa Lancia Industriale S.p.A.,[9] to manufacture Alfas and Lancias. Models produced

subsequent to the 1990s combined Alfa's traditional virtues of avant-garde styling and sporting panache with the economic

benefits of product rationalisation, and include a "GTA" version of the 147 hatchback, the Giugiaro-designed Brera, and a high-

performance exotic called the 8C Competizione (named after one of Alfa's most successful prewar sports and racing cars,

the 8C of the 1930s).

In 2005 Maserati was bought back from Ferrari and brought under Fiat's full control. The Fiat Group plans to create a sports

and luxury division from Maserati and Alfa Romeo.[15] There is a planned strategic relationship between these two; engines,

platforms and possibly dealers will be shared in some market areas.[16]

In the beginning of 2007, Fiat Auto S.p.A. was reorganized and four new automobile companies were created; Fiat Automobiles

S.p.A., Alfa Romeo Automobiles S.p.A., Lancia Automobiles S.p.A. and Fiat Light Commercial Vehicles S.p.A. These

companies are fully owned by Fiat Group Automobiles S.p.A.[17]

[edit]Carabinieri and Italian government

Italian State Police Flying Squad "Panther" 1971 Alfa Giulia Super

In the 1960s Alfa Romeo became famous for its small cars and models specifically designed for the Italian police — "Panthers"

and Carabinieri; among them the glorious "Giulia Super" or the 2600 Sprint GT, which acquired the expressive nickname of

"Inseguimento" dir. trl. "to chase or predate" (this car is wrongly supposed to be the one that the famous Roman police marshal

and unrivalled driver Armandino Spadafora brought down on the Spanish Steps in 1960 while following some robbers — it was

actually a black Ferrari 250 GT/E — this picture of Giulia,[18] one of the dozens about this legend, is taken from a film and not at

the Spanish Steps). The colours of the Alfa Romeos used by the Polizia were grey/blue with white stripes and writing, known as

"Pantera" (Panther), enhancing the aggressive look of the Alfa (particularly the Giulia series), while the Carabinieri Alfas were

dark blue with white roofs and red stripes, known as the "Gazzella" (Antelope) denoting the speed and agility of these

"Pattuglie" (armed response patrol units). However, the term "Pantera" became used interchangeably and the image helped

create a no-nonsense, determined and respected perception by the general public of the men that drove these cars, true to

their history.

Since then, Alfas remain the chosen mount of the Carabinieri (renowned arm of the Italian Armed Forces seconded only partly

for civilian Policing purposes), Polizia Autostradale (Highway Police) and the conventional police service (Polizia).

Successively, the following Alfa Romeo Berlinas have found favour for Italian Police and Government employment:[19]

Alfa Romeo Alfetta

Alfa Romeo "Nuova" Giulietta

Alfa Romeo 33 (Only Polizia di Stato)

Alfa Romeo 75

Alfa Romeo 164 (Official Vehicles)

Alfa Romeo 155

Alfa Romeo 156

Alfa Romeo 166 (Official Vehicles)

Alfa Romeo 159

Since 1960s, the Italian Prime Minister has used Alfa Romeos (and lately the new Maserati Quattroporte) as preferred

government limousines. The 164, and 166 have found particular employment in the last two decades.

[edit]Recent developments

Alfa Romeo has been suffering from falling sales. Some analysts concluded that the automaker suffered large operating losses

in the mid-2000s - estimated to be about 15 percent to 20 percent of the Alfa’s annual revenues—or about 300 million to 500

million euros a year. For the year of 2010, it sold a total of about 112,000 units which was significantly lower than Fiat CEO

Marchionne's global sales target of 300,000. Alfa wants to achieve 170,000 sales in 2011, including 100,000 Giulietta and

60,000 MiTo, and 500,000 by 2014 including 85,000 from N. American market.[20]

[edit]Return to the United States

Giulietta Spider

Alfa Romeo was imported to the United States by Max Hoffman starting from the mid 1950s.[21] The Giulietta Spider was born

by request of Max Hoffman, he made proposal to produce an open version of the Giulietta.[22] In 1961 Alfa Romeo started

importing cars to the United States.[23]

In 1995 Alfa Romeo ceased exporting cars to the United States,[24] the last model to be sold being the 164. Rumours began of

their return, however as the FAQ on Alfa's English website had said "The long-awaited return of Alfa Romeo to the United

States market should take place by 2007, with a range of new models."

Alfa Romeo's return to United States was confirmed on 5 May 2006 by Fiat CEO Sergio Marchionne. Alfa Romeo resumed

sales in the United States with the 8C Competizione in October 2008.[25] Alfa Romeo and Chrysler are currently in discussions,

with Alfa Romeo possibly using Chrysler manufacturing plants that have been shut down due to unneeded product.[26]

The Wall Street Journal reported on Nov. 4, 2009, that Chrysler would announce that it is dropping several models of Dodge

and Jeep while phasing in Alfa Romeo and Fiat 500 models.[27]

The Alfa Romeo 4C will be the first mass-produced car to re-enter the US market in 2013.[28]

[edit]Design and technology

[edit]Technological development

Alfa Romeo has introduced some technological innovations over the years, and the company has often been among the first

users of new technologies. Alfa Romeo's trademark double overhead cam engine was used for the first time in the 1914 Grand

Prix car,[29] the first road car with such an engine the 6C 1500 Sport appeared in the 1928.

Alfa Romeo tested one of the very first electric injection systems (Caproni-Fuscaldo) in the Alfa Romeo 6C 2500 with "Ala

spessa" body in 1940 Mille Miglia. The engine had six electrically operated injectors which were fed by a semi-high pressure

circulating fuel pump system.[30]

Mechanical Variable Valve Timing was introduced in the Alfa Romeo Spider sold in U.S. markets in 1980.[31] Electronic Variable

Valve Timing was introduced in the (Alfetta)[citation needed].

The 105 series Giulia was a quite advanced car using such technologies as: All-wheel disc brakes,[32] plastic radiator header

tank[citation needed] it had also the lowest Drag Coefficient (Cd) in its class[33] The same trend continued with the Alfetta 2000 and

GTV, which had such things as 50:50 weight distribution,[34] standard fit alloy wheels[citation needed] and transaxle.[35]

Newer innovations include complete CAD design process used in Alfa Romeo 164,[36] robotised/paddle control

transmission Selespeed used in 156,[37] the 156 was also world's first passenger car to use Common rail diesel engine.[38] The Multiair -an electro-hydraulic variable valve actuation technology used in MiTo was introduced in 2009.[39]

[edit]Body design

Over the life of the marque, many famous automotive design houses in Italy have accepted commissions to produce concepts

and production vehicle shapes for Alfa Romeo. A selection of these include the following

Bertone

Giorgetto Giugiaro / Italdesign

Pininfarina

Zagato

Centro Stile Alfa Romeo

The last mentioned, the Centro Stile, has rapidly gained international credibility with its work. The 8C Competizione super-

coupé, and the MiTo hatchback are the result of their work.

Construction techniques used by Alfa Romeo have become imitated by other car makers, and in this way Alfa Romeo body

design has often been very influential. The following is a list of innovations, and where appropriate, examples of imitation by

other car manufacturers:

1950s : Monocoque body design in the Giulia : While not an imitation per se, this construction technique became

extremely widespread, and remains so to the present day.

1960s : Aerodynamics : The 116-series Giulia boasted a very low Cd. Toyota in particular sought to produce a similarly

shaped series of vehicles at this time.

1970s : Fairing of bumpers : In order to meet American crash standards, Alfa formulated design styling techniques to

incorporate bumpers into the overall bodywork design of vehicles so as to not ruin their lines. The culmination of this

design technique was 1980s Alfa Romeo 75. The process was widely copied, particularly in Germany and Japan.

1980s : The Alfa 164 : The design process and influence of this car is almost completely out of all proportion to previous

Alfas. The 164 introduced complete CAD/CAM in the manufacturing cycle, with very little directly made by hand in the

vehicle. In addition, the 164's styling influence continues into the present day line of modern Alfa's. Most manufacturers

incorporated design ideas first expressed in the 164 into their own designs, including greater reliance on on-board

computers.[citation needed]

1990s : The pseudo-coupé : The Alfa 156 and 147, while four-door vehicles, represented themselves as two-doors with

prominent front door handles, and less visible rear door-handle flaps. Honda has used this design style in the latest Civic

hatchback, and a somewhat similar idea is also seen in the most recent Mazda RX-8 four-seat coupé.

2000s : The Brera and 159 : These vehicles design, by Giorgetto Guigaro, have proven influential as regards sedan and

coupé styling, demonstrating that concept vehicles are often immediately translatable into road car form, providing that

initial design takes place using CAD systems.

Alfa Romeo models have also served as the inspiration and basis of some very interesting and often beautiful concept cars.

Here follows a short list of concept cars, and their impacts on car design:

1950s - The B.A.T. cars

The Berlina Aerodinamica Tecnica prototype cars were designed by Bertone as an exercise in determining whether

streamlining and wind-tunnel driven designs would result in high performance on a standard chassis, and whether the resulting

vehicles would be palatable to public. Alfa 1900 Sprint were the basis of the B.A.T. 5, 7 and 9. [40] The later B.A.T. 11 was based

on the 8C Competizione.

1960s and 1970s - Descendants of the Tipo 33

The Tipo 33 racing car, with its high-revving 2000 cc V8 engine became the basis for a number of different concept cars during

1960s and 1970s, two of which ultimately resulted in production vehicles. Most made their appearances at the Auto Salon

Genève. Here is a brief list:

Gandini/Bertone Carabo (1968) - Marcello Gandini expressed ideas that would come to fruition in the Lamborghini

Countach.

Tipo 33.2 (1969)- Designed by Pininfarina, this car ultimately resulted in the 33 Stradale road car

Gandini/Bertone Montreal Concept (1967) - making its appearance at the 1967 Montreal Expo, this Giulia-based concept

resulted in the production Alfa Romeo Montreal road car with a variant of the Tipo 33 V8 engine.

Bertone/Guigaro Navajo (1976)- A fully fibreglassed vehicle, and in some ways the epitome of Guigaro's 'Origami' style of

flat planes.

1980s-today - Modern ideas

In general, concept cars for Alfa Romeo have generally become production vehicles, after some modification to make them

suitable for manufacture, and to provide driver and passenger safety. The Zagato SZ, GTV and Spider (descended from the

Proteo), Brera and 159 are all good examples of Alfa Romeo's stylistic commitment in this direction.

The future

Alfa Romeo concept cars have mostly emphasized performance in combination with historical tradition. The Nuvola Concept,

and the independently designed Diva Concept cars have demonstrated that this ethos is the centre of Alfa conceptualisation.

The Centro Stile website also gives designers very good direction in terms of the combination of line and form Alfa prefers to

see in the design process of its car's bodywork.

[edit]The badge

Evolution of Alfa Romeo's badge

Alfa's badge incorporates emblems from fifth century Italy.[41] It was designed in 1910 by an Italian draughtsman Romano

Cattaneo who used two heraldic devices traditionally associated with Milan: on the right is the Biscione, the emblem of

the House of Visconti, rulers of Milan in the 14th century; on the left is a red cross on a white field, the emblem of Milan, which

Cattaneo had seen on the door of the Castello Sforzesco.[41][42] In 1918, after the company was purchased byNicola Romeo, the

badge was redesigned with the help of Giuseppe Merosi. A dark blue metallic ring was added, containing the inscription

"ALFA — ROMEO" and "MILANO" separated by two Savoy dynasty knots to honour the Kingdom of Italy. After the victory of

the P2 in the inaugural Automobile World Championship in 1925, Alfa added a laurel wreath around the badge.[41] In 1946, after

the abolition of the monarchy, the Savoy knots were replaced with two curvy lines. The name "MILANO", the hyphen, and the

lines were eliminated when Alfa Romeo opened its factory at Pomigliano d'Arco, Naples in the early 1970s.

[edit]Motorsport

Brian Redman driving with Alfa Romeo 33 TT 12

Main article: Alfa Romeo in motorsport

Alfa Romeo has been involved with motor racing since 1911, when they entered two 24 HP models on Targa Florio

competition. In the 1920s and 30s Alfa Romeo scored wins at many of the most famous and prestigious races and motoring

events such as Targa Florio, Mille Miglia and Le Mans. Great success continued with Formula One, Prototypes, Touring and

Fast Touring. Private drivers also entered some rally competitions, with fine results. Alfa Romeo has competed both as a

constructor and an engine supplier, via works entries Alfa Corse, Autodelta and private entries. Alfa Romeo's factory racing

team was outsourced to Enzo Ferrari's Scuderia Ferrari between 1933 and 1938. The most legendary Alfa Romeo driver is

Tazio Nuvolari, who took one of the most legendary victories of all time by winning the 1935 German Grand Prix at the

Nürburgring.

[edit]Production

Until the 1980s, Alfa Romeos, except for the Alfasud, were rear-wheel-drive.

According to the current Fiat CEO Sergio Marchionne in order to reap economies of scale, all new Alfa Romeo models will be

made from the same basic platform (i.e., frame). Even Maserati will share components with some Alfas.[43]

Quadrifoglio badge on the Alfetta 159

Cloverleaf, or Quadrifoglio, badges denote high-end in comfort and engine size variants of Alfa Romeo cars, but previously

denoted Alfa Romeo racing cars in the pre-Second-World-War era. The image first appeared in 1923 when Ugo

Sivoccipresented one prior to the start of the 14th Targa Florio as a good luck token to the team. This became the symbol of

competition Alfas, denoting higher performance. Some modern Alfas wear a cloverleaf badge which is typically a green four

leaf clover on a white background (Quadrifoglio Verde), but variants of blue on white have been recently observed as well.

The Alfettas of the early 1980s had models available sold as the "Silver Leaf" and "Gold Leaf" (Quadrifoglio Oro). These

models were the top of the range. Badging was the Alfa Cloverleaf in either gold or silver to denote the specification level. The

Gold Leaf model was also sold as the "159i" in some markets, the name in homage to the original 159.

The trim levels (option packages) offered today on the various nameplates (model lines) include

the lusso ("luxury"), turismo ("touring"), and the GTA (gran tourismo alleggerita) ("light-weight grand tourer"). The GTA package

is offered in the 147 and 156 and includes a V-6 engine. In the past, Alfa Romeo offered a Sprint trim level.

During the 1990s, Alfa Romeo moved car production to other districts in Italy. The Pomigliano d’Arco plant produced the 155,

followed by the 145 and the 146, while the Arese plant manufactured the 164 and new Spider and GTV. The 156 was launched

in 1997, and became quite successful for Alfa Romeo; in 1998 it was voted “Car of the Year”. The same year a new flagship,

the 166 (assembled in Rivalta, near Turin) was launched. At the beginning of the third millennium, the 147 was released, which

won the prestigious title of “Car of the Year 2001”. In 2003 the Arese factory was closed.

The Arese factory today hosts almost nothing and is nearly abandoned. What remains are some offices and the great Alfa

Romeo Historical Museum, a must-see for Alfa Romeo fans.

In the 60s, the main Alfa Romeo seat was moved from inside Milan to a very large and nearby area extending over the

municipalities of Arese, Lainate and Garbagnate Milanese. However, since then the Alfa seat is known to be in Arese, since the

offices and the main entrance of the area are there.

In the late 1960s, a number of European automobile manufacturers established facilities in South Africa to assemble right hand

drive vehicles. Fiat and other Italian manufacturers established factories along with these other manufacturers, Alfa-Romeos

were assembled in Brits, outside of Pretoria in the Transvaal Province of South Africa. With the imposition of sanctions by

western powers in the 1970s and 1980s, South Africa became self-sufficient, and in car production came to rely more and more

on the products from local factories. This led to a remarkable set of circumstances where between 1972 and 1989, South Africa

had the greatest number of Alfa Romeos on the road outside of Italy. Even stranger, Alfa Romeos Brits plant was used in 1984-

85 to build Daihatsu Charades both for local consumption but also for export to Italy, to skirt Italian limits on Japanese imports.[44]

In late 1985, with the impending Fiat takeover and an international boycott of the South African Apartheid government, Alfa

Romeo withdrew from the market and closed the plant. After the plants closing, literally tons of valuable parts were bulldozed

into the ground to escape paying import duties.

Assembly plants by model[45]

Plant Owner Location Model(s)

Cassino Piedimonte S.

GermanoFiat Group Automobiles S.p.A. Piedimonte San Germano Giulietta

Stabilimento Mirafiori Fiat Group Automobiles S.p.A. Turin MiTo

[edit]Automobiles

[edit]Current models

MiTo Giulietta

Alfa Romeo MiTo

The MiTo is a three-door sporty supermini officially introduced on 19 June 2008 in Castello Sforzesco in Milan,[46] the

international introduction was at British Motor Show in 2008.

Alfa Romeo Giulietta

The Giulietta is a five-door, small family car officially revealed at the Geneva Motor Show 2010.[47] It replaced the 147.

[edit]Future models

Alfa Romeo Giulia  sedan and station wagon (Expected-2014)[28]

Alfa Romeo 4C  (Expected-2013)[28]

Alfa Romeo C-SUV (Expected-2013)[28]

Alfa Romeo Spider (new) (Expected-2014)[28]

Alfa Romeo 169 (Expected-2014)[28]

[edit]Historic models

6C Gran Sport (1931)

8C 2300 (1931)

2600 Touring Spider (1961)

GT Junior (1965)

Montreal (1970)

GTV6 (1980)

Spider (1992)

156 (1997)

8C Competizione (2008)

Alfa Romeo Autotutto F12 ambulance

Road cars Racing cars

1910

1910-1920 24 HP

1910-1911 12 HP

1911-1920 15 HP

1913-1922 40-60 HP

1911 15 HP Corsa

1913 40-60 HP Corsa

1914 Grand Prix

1920

1921-1922 20-30 HP

1920-1921 G1

1921-1921 G2

1922-1927 RL

1923-1925 RM

1927-1929 6C 1500

1929-1933 6C 1750

1922 RL Super Sport

1923 RL Targa Florio

1923 P1

1924 P2

1928 6C 1500 MMS

1929 6C 1750 Super Sport

1930

1931-1934 8C 2300 1931 Tipo A

1933-1933 6C 1900

1934-1937 6C 2300

1935-1939 8C 2900

1939-1950 6C 2500

1931 8C 2300 Monza

1932 Tipo B (P3)

1935 Bimotore

1935 8C 35

1935 8C 2900A

1936 12C 36

1937 12C 37

1937 6C 2300B Mille Miglia

1937 8C 2900B Mille Miglia

1938 308

1938 312

1938 316

1938 158

1939 6C 2500 Super Sport

Corsa

1940 1948 6C 2500 Competizione

1950

1950-1958 1900

1951-1953 Matta

1954-1962 Giulietta

1958-1962 2000

1959-1964 Dauphine

1951 159

1952 6C 3000 CM

1960

1962-1968 2600

1962-1976 Giulia Saloon

1963-1967 Giulia TZ

1963-1977 Giulia Sprint

1963-1966 Giulia Sprint Speciale

1965-1967 Gran Sport

Quattroruote

1965-1971 GTA

1966-1993 Spider

1967-1969 33 Stradale

1967-1977 1750/2000 Berlina

1960 Giulietta SZ

1963 Giulia TZ

1965 GTA

1965 Tipo 33

1968 33/2

1969 33/3

1970

1970-1977 Montreal

1972-1983 Alfasud

1972 33/4

1973 33TT12

1972-1984 Alfetta saloon

1974-1987 Alfetta GT/GTV

1976-1989 Alfasud Sprint

1977-1985 Nuova Giulietta

1979-1986 Alfa 6

1976 33SC12

1979 177

1979 179

1980

1983-1994 33

1984-1987 Arna

1984-1987 90

1985-1992 75

1987-1998 164

1989-1993 SZ/RZ

1982 182

1983 183

1984 184

1985 185

1990

1992-1998 155

1994-2000 145

1994-2000 146

1995-2006 GTV/Spider

1997-2005 156

1998-2007 166

1993 155 V6 TI

2000

2000-2010 147

2007-2009 8C Competizione

2008-2010 8C Spider

2003-2010 GT

2005-2010 Brera

2005-2011 159

2006-2010 Spider

[edit]Trucks and light commercial vehicles

Romeo2 LCV

In 1930 Alfa Romeo presented a light truck in addition to heavy LCVs based to Büssing constructions.[48] In the Second World

War Alfa Romeo also built trucks for the Italian army ("35 tons anywhere") and later also for the German Wehrmacht. After the

war, commercial motor vehicle production was resumed. In co-operation with FIAT and Saviem starting from the 60s different

light truck models were developed. The production of heavy LCVs was terminated in 1967. In Brazil the heavy trucks were built

still few years by Alfa Romeo subsidiary Fábrica Nacional de Motores under the name FNM. The last Alfa Romeo vans were

the Alfa Romeo AR6 and AR8, which were rebadged versions of Iveco Daily and Fiat Ducato. The company also

produced trolleybuses for many systems in Italy, Latin America,[49] Sweden,[50] Greece,[51] Germany, Turkey and South Africa.

Later, Alfa Romeo concentrated only on passenger car manufacturing.

LCVs

Alfa Romeo 430

Romeo  (1954–1958)

Romeo 2 (until 1966)

Romeo 3 (1966)

A11/F11

A12/F12 (until 1983)

AR8 (based on first generation Iveco Daily)

AR6 (based on first generation Fiat Ducato)

Alfa Romeo F20 (Saviem license)

Trucks

Alfa Romeo 50 "Biscione" (Büssing-NAG 50)/ 80 (1931–1934)[52]

Alfa Romeo 85 / 110 (1934 - n/a)

Alfa Romeo 350 (1935 - n/a)

Alfa Romeo 430  (1942–1950)[53]

Alfa Romeo 500 (1937 - n/a)

Alfa Romeo 800  (1940–1943)[53]

Alfa Romeo 900 (1947–1954)

Alfa Romeo 950 (1954–1958)

Alfa Romeo Mille  (Alfa Romeo 1000) (1958–1964)

Alfa Romeo A15 (Saviem license)

Alfa Romeo A19 (Saviem license)

Alfa Romeo A38 (Saviem license)

Alfa Romeo 1000 (Mille) Aerfer FI 711.2 OCREN trolleybus in Naples

Buses

Alfa Romeo 140 A.

Alfa Romeo 900 A.

Alfa Romeo 950.

Alfa Romeo Mille (Alfa Romeo 1000)

Trolleybuses

Alfa Romeo 110AF (1938)

Alfa Romeo 140AF (1949)

Alfa Romeo 900

Alfa Romeo Mille (Alfa Romeo 1000)

[edit]Concepts

Main article: Alfa Romeo concept cars

Design has always played a large role in the history of Alfa Romeo. There have been many Alfa Romeo concept cars, often

made by famous design houses and designers. The BAT series of concepts from the 1950s was a joint collaboration project

with the Italian design house Bertone. Other famous Italian coachbuilders and design houses

like Pininfarina, Bertone, Zagato and ItalDesign-Giugiaro have also played a great role in Alfa Romeo's history, and even today

some of models are designed and constructed by these great names.

[edit]Other production

Although Alfa Romeo is best known as automobile manufacturer it has produced also commercial vehicles, railway

locomotives,[6] tractors, buses, trams, compressors, generators, cookers, marine and aircraft engines.

[edit]Aircraft engines

D2 aircraft engine

An Alfa engine was first used on an aircraft in 1910 on the Santoni-Franchini biplane.[54] In 1932 Alfa Romeo built its first real

aircraft engine the D2 (240 bhp), which was fitted to Caproni 101 D2. In the 1930s when Alfa Romeo engines were used for

aircraft on a larger scale; the Savoia Marchetti SM.74, Savoia-Marchetti SM.75, Savoia-Marchetti SM.79, Savoia Marchetti

SM.81 and Cant Z506B Airone all used Alfa Romeo manufactured engines.[55] In 1931, a competition was arranged whereTazio

Nuvolari drove his Alfa Romeo 8C 3000 Monza against a Caproni Ca.100 airplane.[30] Alfa Romeo built various aircraft engines

during the Second World War; the best known was the RA.1000 RC 41-I Monsone, a licensed version of the Daimler-Benz DB

601. This engine made it possible to build efficient fighter aircraft like the Macchi C.202 Folgore for the Italian army. After the

Second World War Alfa Romeo produced engines for Fiat, Aerfer and Ambrosini. In the 1960s Alfa Romeo mainly focused

upgrading and maintaining Curtiss-Wright, Pratt & Whitney, Rolls-Royce and General Electric aircraft engines. Alfa Romeo built

also Italy's first turbine engine, installed to the Beechcraft King Air. Alfa Romeo's Avio division was sold toAeritalia in 1988,[56] from 1996 it was part of Fiat Avio.[57] Alfa Avio was also part of developing team to the new T700-T6E1 engine to the NHI

NH90 helicopter.[58]

[edit]Aero-engines produced by Alfa Romeo

Alfa Romeo 115

Alfa Romeo D2

Alfa Romeo 110

Alfa Romeo 115

Alfa Romeo 121

Alfa Romeo 125

Alfa Romeo 126

Alfa Romeo 128

Alfa Romeo 135

Alfa Romeo Lynx

Alfa Romeo Mercurius

Alfa Romeo RA.1000

Alfa Romeo RA-1050

Alfa Romeo R.C.10

Alfa Romeo R.C.34

Alfa Romeo R.C.35

Alfa Romeo AR.318

[edit]Media and public profile

In Italian the owner of an Alfa Romeo is an "Alfista", and a group of them are "Alfisti". [59] There are many thriving Alfa Romeo

owners clubs and Alfa Romeo Model Registers.

The Graduate

Dustin Hoffman's Spider runs out of gas in The Graduate.

Probably the most famous appearance and presence on screen of any Alfa is in the 1967's hit film The Graduate,

starring Dustin Hoffman, Katharine Ross and Anne Bancroft.[60] It gave worldwide celebrity to the "Spider". The Spider depicted

on screen had its engine note accurately recorded, and electrical foibles (the non-functional fuel gauge) reproduced. On the

strength of the Spider's appeal, Alfa Romeo continued sales of the Spider into the 1990s, and a special edition named the Alfa

Graduate was available in the United States in the 1980s.[40]

The entire set of scenes featuring the Spider in the Graduate were replicated in satire by Mike Myers in his comedy, Wayne's

World 2.[61] The Spider here cuts out Simon & Garfunkel's "Mrs. Robinson" when passing under a bridge (implying music being

played on a radio), but still has a non-functional fuel gauge - causing it to ultimately grind to halt (fortunately at the correct

church!)

The Spider was designed by Pininfarina; derived from several design studies dating back to the late 1950s, the Spider is

believed to be the last design on which Battista Farina personally worked.[62]

James Bond

One of the most prominent roles was when James Bond (Roger Moore) stole and then drove a graphite GTV6 in

1983's Octopussy. In the scene it is pursued by two Bavarian BMW 5-series police cars.[63]

A pair of black Alfa Romeo 159 Ti cars appeared in the opening scenes of the 2008 James Bond film Quantum of Solace.[64] They featured in the car chase with James Bond's Aston Martin DBS V12 around Lake Garda, Italy. Noteworthy attention

was paid to the auditory qualities of the Alfa's, which have the characteristic 'Big V-6' sound on-screen. The same film also

features a Carabineri Alfa 156. Rene Mathis also has an Alfa, a white 2600 GT coupe.

Other films

Giulietta Masina  in Fellini's Juliet of the Spirits is courted by a "Romeo" in a Giulietta (Spider), a double play on words.[65]

Edward Fox 's character, the titular Jackal, in 1973's The Day of the Jackal drives a white Giulietta Spider. He repaints the

car blue in a forest clearing to avoid police, then crashes the car.[66]

Michael Corleone (Al Pacino) in The Godfather drove a black Alfa Romeo 6C while in exile in Sicily. This was actually the

car that was booby-trapped and explodes with Apollonia, his Sicilian wife, in it.[67]

John Malkovich, as Tom Ripley, in Ripley's Game, drives a red Alfa Romeo 156 Sportwagon.[68]

The 1982 film The Soldier featured an Alfa Romeo Alfetta sedan as a getaway vehicle.

Television

In the television crime film series Ein Fall für Zwei ("a case for two", over 250 episodes made so far), the leading

actor Claus Theo Gärtner, who plays the role of the private detective Josef Matula, has always been driving Alfa Romeo,

starting from Giulia Super to the latest Alfa Romeo models.[69]

Alfa Romeo had also a "role" in the Austrian detective series Kommissar Rex (Inspector Rex). At the beginning, Tobias

Moretti drove a 155[70] and later Gedeon Burkhard drove a 166.

Top Gear

In recent times, the BBC 2 Series 'Top Gear' has had quite an impact on the popular conception of the Alfa Romeo. Co-

presenter Jeremy Clarkson insists that "nobody can call themselves a true petrolhead" until they have owned one.[71]

Literature

In the first printing of Dan Brown's novel Angels & Demons, the members of the Swiss Guard all drive Alfa Romeo sedans

(albeit inaccurately referred to as 'Alpha Romeos' throughout the book).

In the Ian Fleming novel Moonraker, James Bond becomes involved in an impromptu race with a young man driving an Alfa

Romeo while he pursues Hugo Drax. This scene in the novel results in the death of the young man, the destruction of his car,

and the eventual destruction of Bond's Bentley Mark IV.[72]

[edit]Marketing and sponsorship

Alfa Romeo II on her first sail

During the years Alfa Romeo has been marketed with different slogans like: "The family car that wins races" used in the 1950s

in Alfa Romeo 1900 marketing campaign, "racing since 1911" used on most 1960s Alfa advertisements,[73] In the 1970s the Alfa

Romeo 1750 GTV was marketed as "if this kind of handling is good enough for our racing cars, it’s good enough for

you."[74] The Giulia Sprint GTA was marketed as "The car you drive to work is a champion".[75] More recent slogans used are

"Mediocrity is a sin", "Driven by Passion", "Cuore Sportivo" and "Beauty is not enough".

As part of its marketing policy, Alfa Romeo sponsors a number of sporting events, such as the Mille Miglia rally.[76] It has

sponsored the SBK Superbike World Championship and Ducati Corse since 2007, and the Goodwood Festival of Speed for

many years, and was one of the featured brands in 2010 when Alfa Romeo celebrated its 100th anniversary.[77][78] The Alfa

Romeo Giulietta has been used since Monza 2010 race as the safety car in Superbike World Championship events.[79]

In 2002, Alfa Romeo I, the first Alfa Romeo super maxi yacht was launched. She has been first to finish in at least 74 races

including the 2002 Sydney—Hobart Race.[80] A new state-of-the-art super maxi, Alfa Romeo II, was commissioned in 2005,

measuring 30 metres (98 ft) LOA. Alfa Romeo II set a new elapsed-time record for monohulls in the 2009 Transpac race, of 5

days, 14 hours, 36 minutes, 20 seconds[81] She has been first to finish in at least 140 races. In mid-2008 Alfa Romeo IIIwas

launched for competitive fleet racing under the IRC rule. Alfa Romeo III measures 21.4 metres (70 ft) LOA and features interior

design styled after the Alfa Romeo 8C Competizione.[82]

[edit]See also

Italy portal

Companies portal

Cars portal

Alfa Romeo Arese Plant

Alfa Romeo Pomigliano d'Arco Plant

Alfa Romeo Portello Plant

Alfa Romeo Museum

Category: Alfa Romeo engines

Category: Alfa Romeo people

LamborghiniFrom Wikipedia, the free encyclopedia

ads not by this site

For other uses, see Lamborghini (disambiguation).

Automobili Lamborghini Holding S.p.A.

Type Fully owned subsidiary[1]

Industry Automotive

Founded October 30, 1963

Founder(s) Ferruccio Lamborghini

Headquarters Sant'Agata Bolognese,Italy

Area served Worldwide

Key people Stephan Winkelmann,

CEO

Wolfgang Egger,

Head of Design

Products Automobiles

Production output 1,227 units (2010)

Revenue US$97.5 million (2002)[2]

Profit US$18.1 million 2006[3]

Owner(s) AUDI AG

Employees 726(2004)[2][unreliable source?]

Parent Volkswagen Group

Website lamborghini.com

Automobili Lamborghini S.p.A.,[Notes 1] commonly referred to as Lamborghini (Italian: [lamborˈɡiːni] (  

listen)), is an Italian car manufacturer. The company was founded by manufacturing magnate Ferruccio

Lamborghini in 1963, with the objective of producing a refined grand touring car to compete with

established offerings from marques such as Ferrari.

The company's first models were released in the mid-1960s, and were noted for their refinement, power

and comfort. Lamborghini gained wide acclaim in 1966 for the Miura sports coupé, which established mid-

engine design as the standard layout for high-performance cars of the era. After a decade of rapid growth,

hard times befell the company in the mid-1970s, as sales plunged in the wake of the 1973 world financial

downturn and oil crisis. After going through bankruptcy and three changes in ownership, Lamborghini came

under the corporate umbrella of the Chrysler Corporation in 1987. The American company failed to return

the automaker to profitability and sold it to Indonesian interests in 1994. Lamborghini's lack of success

continued through the 1990s, until the company was sold in 1998 to Audi, a subsidiary of the Volkswagen

Group (a German automotive concern). Audi's ownership marked the beginning of a period of stability and

increased productivity for Lamborghini, with sales increasing nearly tenfold over the course of the 2000s,

peaking in record sales in 2007 and 2008. The world financial crisis in the late 2000s negatively affected

luxury car makers worldwide, and saw Lamborghini's sales drop back to pre-2006 levels.

Assembly of Lamborghini cars continues to take place at the automaker's ancestral home in Sant'Agata

Bolognese, where engine and automobile production lines run side-by-side at the company's single factory.

The company produces only two models, the V-10 powered Gallardo and the V12-powered Aventador, in a

variety of body styles, trim levels, and limited-production editions. Fewer than 3,000 cars roll off the

production line each year.

Contents

  [hide] 

1 History

o 1.1 Origin

o 1.2 Early 1960s

o 1.3 1965–1966

o 1.4 1967–1968

o 1.5 1969–1970

o 1.6 1971–1972

o 1.7 1973–1977

o 1.8 1978–1986

o 1.9 1987–1993

o 1.10 1994–1997

o 1.11 1998–present

2 Vehicle lineup

o 2.1 Current range

o 2.2 Concept models

3 Motorsport

4 Identity

5 Corporate affairs

o 5.1 Sales history

o 5.2 Lamborghini of Latin America

6 Notes

o 6.1 Footnotes

o 6.2 Citations

7 References

8 External links

[edit]History

[edit]Origin

A Lamborghini 22PS from 1951.

Main article: Ferruccio Lamborghini

Automobili Lamborghini was founded by Ferruccio Lamborghini, the child of viticulturists from

the comune (township) of Renazzo di Cento, Province of Ferrara, in the Emilia-Romagna region

of Northern Italy.[1][4] After serving as a mechanic in the Regia Aeronautica [5] [6]  during World War II,

Lamborghini went into business building tractors out of leftover military hardware from the war effort. By the

mid-1950s, Lamborghini's tractor company, Lamborghini Trattori S.p.A.,[7] had become one of the largest

agricultural equipment manufacturers in the country.[8] He was also the owner of a successful gas

heater and air conditioning manufacturer.[5][8][9]

Lamborghini's wealth allowed him to cultivate a childhood interest in cars, owning a number of luxury

automobiles including Alfa Romeos, Lancias, Maseratis, and a Mercedes Benz.[9] He purchased his

first Ferrari, a 250GT, in 1958, and went on to own several more. Lamborghini was fond of the Ferraris, but

considered them too noisy and rough to be proper road cars, likening them to repurposed track cars.

[9] Lamborghini decided to pursue an automobile manufacturing venture, with the goal of bringing to life his

vision of a perfect grand tourer.[8][9][10][11]

[edit]Early 1960s

Prior to founding his company, Lamborghini had commissioned the engineering firm Società Autostar to

design a V12 engine for use in his new cars. Lamborghini wanted the engine to have a

similar displacement to Ferrari's 3-litre V12; however, he wanted the engine to be designed purely for road

use, in contrast to the modified racing engines used by Ferrari in its road cars. Autostar was led by Giotto

Bizzarrini, a member of the "Gang of Five" of Ferrari engineers, who had been responsible for creating the

famous Ferrari 250 GTO, but left the company in 1961 after founder Enzo Ferrari announced his intention

to reorganize the engineering staff.[12] The engine Bizzarrini designed for Lamborghini had a displacement

of 3.5 litres, a 9.5:1 compression ratio, and a maximum output of 360 bhp at 9800 rpm.[13] Lamborghini was

displeased with the engine's high revolutions and dry-sump lubrication system, both characteristic of the

racing engines he specifically did not wish to use; when Bizzarrini refused to change the engine's design to

make it more "well-mannered", Lamborghini refused to pay the agreed-upon fee of 4.5 million Italian

lire (plus a bonus for every unit of brake horsepower the engine could produce over the equivalent Ferrari

engine).[13][14] Lamborghini did not fully compensate the designer until ordered to do so by the courts.[14]

The first Lamborghini chassis design was created by Italian chassis engineer Gian Paolo Dallara of Ferrari

and Maserati fame, together with a team that included Paolo Stanzani (then a recent college graduate) and

Bob Wallace (a New Zealander who was known at Maserati for his keen sense of chassis handling and

excellent feedback and developmental skills).[14][15] The body was styled by the then-relatively unknown

designer Franco Scaglione, who was selected by Ferruccio Lamborghini after passing over highly regarded

names including Vignale, Ghia,Bertone, and Pininfarina.[citation needed]

Lamborghini was unimpressed with the quality of the 350GTV, and ordered a complete redesign for the firm's first production car.

The Lamborghini 350GTV was designed and built in only four months, in time for an October unveiling at

the 1963 Turin Motor Show.[13] Due to the ongoing disagreement with engine designer Giotto Bizzarrini, a

working powerplant was not available for the prototype car in time for the show. The car went on display in

Turin without an engine under its hood; according to lore, Ferruccio Lamborghini had the engine bay filled

with bricks so that the car would sit at an appropriate height above the ground, and made sure that

the bonnet stayed closed to hide the missing engine.[14][16] The motoring press gave the 350GTV a warm

response.[13]

The Automobili Lamborghini Società per Azioni was officially incorporated on 30 October 1963.[5] Ferruccio

Lamborghini purchased a 46,000 square metres (500,000 sq ft) property at Via Modena, 12, in the

township of Sant'Agata Bolognese, less than 30 kilometres (19 mi) from Cento; deep in the cradle of Italy's

automobile industry, the location provided easy access to skilled labour and facilities.[17] The township was

chosen as the location for the factory due to a favorable financial agreement with the city's communist

leadership, who promised Lamborghini a 19% interest rate on the company's profits when deposited in the

bank, in addition to charging zero tax on the profits. As part of the agreement, the factory would be required

to unionize its workers.[17]

The 350GTV was reworked into the production 350GT; the company sold 120 of them.

Despite the favorable press reviews of the 350GTV, Ferruccio Lamborghini decided to rework the car for

production. The production model, which would be called the 350GT, was restyled by Carrozzeria

Touring of Milan, and a new chassis was constructed in-house. Bizzarrini's V12 engine would be detuned

for mass production, developing only 280 hp rather than the designer's intended 360 bhp.[18] The completed

design debuted at the 1964 Geneva Motor Show, once again garnering positive reviews from the press.

Production began shortly afterwards, and by the end of the year, cars had been built for 13 customers;

Lamborghini sold each car at a loss in order to keep prices competitive with Ferrari's. The 350GT remained

in production for a further two years, with a total of 120 cars sold.[19]

[edit]1965–1966

The 400GT (foreground) featured an uprated 3.9 litre engine. The Miura(background) became Lamborghini's first high-performance two-

seater.

In 1965, Gian Paolo Dallara made improvements to the Bizzarrini V12, increasing its displacement to 3.9

litres, and its power output to 320 bhp at 6,500 rpm.[19] The engine was first installed in the 400GT,

essentially a 350GT with the larger engine. At the 1966 Geneva Auto Show, Lamborghini debuted

the 400GT 2+2, a stretched revision of the 350GT/400GT that featured 2+2 seating and other minor

updates. The 400GT 2+2, like its predecessors, was well-received by the motoring press.[20] The revenue

from sales of the 2+2 allowed Lamborghini to increase the labour force at his factory to 170 employees,

and expand services offered to Lamborghini customers.[19]

During 1965, Dallara, Stanzani, and Wallace invested their personal time into the development of a

prototype car that they envisioned as a road car with racing pedigree, capable of winning on the track as

well as being driven on the road by enthusiasts.[15] They hoped to eventually sway Ferruccio Lamborghini

away from the opinion that such a car would be too expensive and distract from the company's focus.

When finally brought aboard, Lamborghini allowed his engineers to go ahead, deciding that the car, known

as the P400, would be useful as a potential marketing tool, if nothing more.

The car's rolling chassis, featuring an unusual-for-Lamborghini transversely mounted mid-engine layout,

was displayed at the Turin Salon in 1965, impressing showgoers. A version with bodywork styled by

Bertone was finished only days before its debut at the 1966 Geneva motor show. As had happened three

years earlier at the debut of the 350GTV, an ill-fitting engine meant the prototype's engine bay was filled

with ballast, and the hood kept locked.[21] The favorable reaction to the P400 at Geneva led Lamborghini to

slate the car for production by 1967, under the name Miura. The Miura's layout and styling would become

the standard for mid-engine two-seat high-performance sports cars,[22] a trend that continues today.

Lamborghini now had an offering that positioned the fledgling automaker as a leader in the world of

supercars, while the 400GT was the sophisticated road car that Ferruccio Lamborghini had long desired to

build. By end of 1966, the workforce at the Sant'Agata factory had expanded to 300, and enough deposits

were made by prospective buyers to begin final development on the Miura in 1967. The first four cars

produced were kept at the factory, where Bob Wallace continued to improve and refine the car. By

December, 108 cars had been delivered.[23]

[edit]1967–1968

Debuting in 1967,, the groundbreakingMiura (foreground) became Lamborghini's first high-performance two-seater

Production of the 400GT continued, with Ferruccio Lamborghini seeking to replace the four-year-old

design. Lamborghini commissioned Touring, which had styled the 350GT and original 400GT, to design a

possible replacement based on the same chassis. Touring's 400 GT Flying Star II did not win

Lamborghini's approval. Giorgio Neri and Luciano Bonacini, of Neri and Bonacini coachbuilders

in Modena produced their own design, the 400GT Monza, which was rejected as well.[24] Facing mounting

financial difficulties, Touring would close its doors later that year.

The Islero was a sales disappointment, but faithful to Ferruccio's ideal of a reliable grand tourer.

Ferruccio Lamborghini turned to Bertone designer Mario Marazzi, who had formerly worked at Touring.

Together with Lamborghini's engineers, he created a four-seater named the Marzal. The car rode on a

stretched Miura chassis, and was powered by an in-line six-cylinder that was made from one-half of

Lamborghini's V12 design.[25] Despite an innovative design that featured gullwing doorsand enormous glass

windows, Lamborghini rejected the design. Eventually, a toned-down version became the Islero 400GT.

While the car was not the full four-seater that he desired, Ferruccio Lamborghini thought the car

represented a well-developed gran turismo product.[26] It failed to attract buyers, with only 125 cars

produced between 1968 and 1969.[27]

New versions of the Miura arrived in 1968; the Miura P400 S (more commonly known as the Miura S)

featured a stiffened chassis and more power, with the V12 developing 370 bhp at 7000 rpm. At the 1968

Brussels auto show, the automaker unveiled the Miura P400 Roadster (more commonly the Miura Spider),

an open-top version of the coupé. Gandini, by now effectively the head of design at Bertone, had paid great

attention to the details, particularly the problems of wind buffeting and noise insulation inherent to a

roadster.[28] For all of Gandini's hard work, Sgarzi was forced to turn potential buyers away, as Lamborghini

and Bertone were unable to reach a consensus on the size of a theoretical roadster production run. The

Miura Spider was sold off to an American metal alloy supplier, who wanted to use it as a marketing device.

1968 was a positive time for all of Ferruccio's businesses, and Automobili delivered 353 cars over the

course of the year.[28]

 External videos

1968 video of the Sant'Agata factory,

followed by 1969 footage of a drive

in an Islero

In August 1968, Gian Paolo Dallara, frustrated with Ferruccio Lamborghini's refusal to participate in

motorsport, was recruited away from Sant'Agata to head the Formula One programme at rival

automaker De Tomaso in Modena. With profits on the rise, a racing programme would have been a

possibility, but Lamborghini remained against even the construction of prototypes, stating his mission as: "I

wish to build GT cars without defects – quite normal, conventional but perfect – not a technical

bomb."[29] With cars like the Islero and the Espada, his aim to establish himself and his cars as equal or

superior to the works of Enzo Ferrari had been satisfied. Dallara's assistant, Paulo Stanzani, would assume

his old boss' role as technical director. Unfortunately for Dallara, the De Tomaso F1 programme was

underfunded, and the automaker barely survived the experience; the engineer left the company soon after.

[30]

[edit]1969–1970

The Espada was Lamborghini's first truly popular model, with more than 1,200 sold during its ten years of production.

Bertone was able to persuade Lamborghini to allow them to design a brand-new four-seater. The shape

was penned by Marcello Gandini, and a bodyshell delivered to Ferruccio for inspection. The businessman

was less than pleased with the enormous gullwing doors that Gandini had included, and insisted that the

car would have to feature conventional doors.[25] The car that resulted from the collaboration was debuted

at the 1969 Geneva show with the name Espada, powered by a 3.9-litre, front-mounted evolution of the

factory's V12, producing 325 bhp. The Espada was a runaway success, with a total production run of 1,217

cars over ten years of production.[26]

In 1969, Automobili Lamborghini encountered problems with its fully unionized work force, among which

the machinists and fabricators had begun to take one-hour token stoppages as part of a national campaign

due to strained relations between the metal workers' union and Italian industry.[30] Ferruccio Lamborghini,

who often rolled up his sleeves and joined in the work on the factory floor, was able to motivate his staff to

continue working towards their common goal despite the disruptions.

The Jarama was a shortened, sportier version of the Espada.

Throughout that year, Lamborghini's product range, then consisting of the Islero, the Espada, and the Miura

S, received upgrades across the board, with the Miura receiving a power boost, the Islero being upgraded

to "S" trim, and the Espada gaining comfort and performance upgrades which allowed it to reach speeds of

up to 160 mph (260 km/h). The Islero was slated to be replaced by a shortened yet higher-performing

version of the Espada, the Jarama 400GT. The 3.9-litre V12 was retained, its compression ratio increasing

to 10.5:1.[31]

The Urraco was the first clean-sheet Lamborghini design since the 350GTV.

By the time the Jarama was unveiled at the 1970 Geneva show, Paulo Stanzani was at work on a new

clean-sheet design, which would use no parts from previous Lamborghini cars. Changes in tax laws and a

desire to make full use of the factory's manufacturing capacity meant that the Italian automaker would

follow the direction taken by Ferrari, with its Dino 246 and Porsche, with its 911, and produce a smaller, V8-

powered 2+2 car, the Urraco. The 2+2 body style was selected as a concession to practicality, with

Ferruccio acknowledging that Urraco owners might have children.[31]The single overhead cam V8 designed

by Stanzani produced 220 bhp at 5000 rpm. Bob Wallace immediately began road testing and

development; the car was to be presented at the 1970 Turin motor show.[31]

In 1970, Lamborghini began development of a replacement for the Miura, which was a pioneering model,

but had interior noise levels that Ferruccio Lamborghini found unacceptable and nonconforming to his

brand philosophy.[32] Engineers designed a new, longer chassis that placed the engine longitudinally, further

away from the driver's seat. Designated the LP500 for its 4.97-litre version of the company's V12, the

prototype was styled by Marcello Gandini at Bertone. The car that was presented was debuted at the

1971 Geneva Motor Show, alongside the final revision of the Miura, the P400 SuperVeloce. Completing the

Lamborghini range were the Espada 2, the Urraco P250, and the Jarama GT.[33]

[edit]1971–1972

As a world financial crisis began to take hold, Ferruccio Lamborghini's companies began to run into

financial difficulties. In 1971, Lamborghini's tractor company, which exported around half of its production,

ran into difficulties. Cento, Trattori's South African importer, cancelled all its orders. After staging

a successful coup d'état, the new military government of Bolivia cancelled a large order of tractors that was

partially ready to ship from Genoa. Trattori's employees, like Automobili's, were unionized and could not be

laid off. In 1972, Lamborghini sold his entire holding in Trattori to SAME, another tractor builder.[7][34]

The entire Lamborghini group was now finding itself in financial troubles. Development at the automaker

slowed; the production version of the LP500 missed the 1972 Geneva Show, and only the P400 GTS

version of the Jarama was on display. Faced with a need to cut costs, Paulo Stanzani set aside the

LP500's powerplant, slating a smaller, 4-litre engine for production.[35] Ferruccio Lamborghini began

courting buyers for Automobili and Trattori; he entered negotiations with Georges-Henri Rossetti, a wealthy

Swiss businessman and friend of Ferruccio's, as well as being the owner of an Islero and an Espada.

[35] Ferruccio sold Rossetti 51% of the company for US$600,000, thereby relinquishing control of the

automaker he had founded. He continued to work at the Sant'Agata factory; Rossetti rarely involved himself

in Automobili's affairs.[34]

[edit]1973–1977

The 1973 oil crisis plagued the sales of high performance cars from manufacturers around the world; the

rising price of oil caused governments to mandate new fuel economy laws, and consumers to seek smaller,

more practical modes of transportation. Sales of Lamborghini's exotic sports cars, propelled by high-

powered engines with high fuel consumption, suffered (the 1986 Countach, powered by a 5.2-litre evolution

of the V12 engine, had a 6 mpg-US (39 L/100 km; 7.2 mpg-imp) city and 10 mpg-US (24 L/100 km; 12 mpg-imp)

highway United States Environmental Protection Agency rating.[36]

The Countach, then the most popular and successful Lamborghini in history, was in production from 1974 to 1988.

In 1974, Ferruccio Lamborghini sold his remaining 49% stake in the company to René Leimer, a friend of

Georges-Henri Rossetti.[1] Having severed all connections with the cars that bore his name, he retired to

an estate on the shores ofLake Trasimeno, in the frazione of Panicarola in Castiglione del Lago, a town in

the province of Perugia in the Umbria region of central Italy, where he would remain until his last days.[6]

The car shown as the LP500 in 1971 entered production in 1974 as the Countach LP400, powered by a

smaller, 4.0-litre V12. The first production model was delivered in 1974. In 1976, the Urraco P300 was

revamped into the Silhouette, featuring a Targa top and a 3-litre V8. Its poor build quality, reliability, and

ergonomics all worked against it, as did the fact that it could only be imported into the U.S. via the "grey

market". Only 54 were produced.[37] The Countach was also hampered by its lack of direct participation in

the American market until the LP500 version, released in 1982.

In the 1977 Geneva Motor Show, Lamborghini unveiled its first prototype military vehicle, the "Cheetah",

powered by a rear-mounted Chrysler V8 engine. However, the only prototype was destroyed during testing

by the U.S. military,[38]causing the company to lose that contract, which ultimately led to the cancellation of

a contract from BMW to develop the M1 sports car.

[edit]1978–1986

The Jalpa, an update of the failed Silhouette, was the only new car released during receivership.

As the years passed, Lamborghini's situation became even more dire; the company entered bankruptcy in

1978, and the Italian courts took control. In 1980, the Swiss Mimran brothers (Jean-Claude and Patrick),

[39] famed food entrepreneurs[40] with a passion for sports cars, were appointed to administer the company

during its receivership. During administration, the automaker reworked the failed Silhouette into the Jalpa,

which was powered by a 3.5-litre V8 that had been modified by former Maserati great, Giulio Alfieri. More

successful than the Silhouette, the Jalpa came closer to achieving the goal of a more affordable, livable

version of the Countach.[41] The Countach was also updated, finally allowing it to be sold in the U.S. with the

release of the LP500 model in 1982.[42]By 1984, the company was officially in the hands of the Swiss. The

Mimrans began a comprehensive restructuring programme, injecting large amounts of capital into the

floundering automaker. The Sant'Agata facilities were rehabilitated, and a worldwide hiring campaign to find

new engineering and design talent began in earnest.[1]

The LM002 sport-utility vehicle was introduced under Mimran ownership.

The immediate results of the investment were good. A Countach "Quattrovalvole", producing a mighty

455 PS (335 kW; 449 hp), was released in 1984; the fumbling Cheetah project resulted in the release of

the Lamborghini LM002 sport utility vehicle in 1986. Lamborghini were also looking toward the future,

displaying the Countach Evoluzione, a prototype supercar completely made of carbon fiber, to the

international press in 1986. The Evoluzione was shown during its testing schedule, which ended with its

destruction in a crash test.[citation needed] However, despite the Mimrans' efforts, the investments proved

insufficient to revive the company. Seeking a large, stable financial partner, the brothers met with

representatives of one of America's "Big Three" automakers, the Chrysler Corporation.[1]

[edit]1987–1993

In April 1987, in an acquisition spearheaded by Chrysler chairman Lee Iacocca, the American company

took control of the Italian automaker, after paying out US$33 million[Notes 2] to the Mimrans.[43] According to

Jolliffe, the Mimran brothers were the only owners of Lamborghini to ever make money out of the company,

having sold it for many times the dollar amount they paid for it six years earlier.[43]

Iacocca, who had previously orchestrated a near-miraculous turnaround of Chrysler after the company

nearly fell into bankruptcy, carried out his decision to purchase Lamborghini with no challenges from the

board of directors. Chrysler people were appointed to Lamborghini's board, but many of the company's key

members remained in managing positions, including Alfieri, Marmiroli, Venturelli, and Ceccarani. Ubaldo

Sgarzi continued in his role as head of the sales department.[44] To begin its revival, Lamborghini received a

cash injection to the tune of $50 million.[1] The automaker's new owner was interested in entering the "extra

premium" sports car market, which it estimated at about 5,000 cars per year, worldwide. Chrysler aimed to

produce a car to compete with the Ferrari 328 by 1991,[44] and also wanted the Italians to produce an

engine that could be used in a Chrysler car for the American market. The decision was made to finally take

the company into motorsport; the effort would be known as Lamborghini Engineering S.p.A., and would

develop engines for Grand Prix teams. The new division was based in Modena, and given an initial budget

of $5 million.[45] Danielle Audetto would be the manager, and Emile Novaro the president; their first recruit

was Mauro Forghieri, a man with a stellar reputation in the world of motorsport, who had formerly managed

Ferrari's Formula 1 team. Forghieri set about designing a 3.5-litre V12 engine, independent of road-car

engine design undertaken at Sant'Agata.[46]

Forghieri designed a V12 engine for Lamborghini's Formula 1 venture.

At the time, Lamborghini was working on a successor to the Countach, the Diablo. The car's original design

had been penned by Marcello Gandini, the veteran who had penned the exterior appearances of the Miura

and the Countach while working for coachbuilder Bertone. However, Chrysler executives, unimpressed with

Gandini's work, commissioned the American car-maker's own design team to execute a third extensive

redesign of the car's body, smoothing out the trademark sharp edges and corners of Gandini's original

design; the Italian was left famously unimpressed with the finished product.[47][48] The Diablo had been

intended for release in time for September 1988, when Lamborghini would celebrate its 25th anniversary;

once it was clear that mark would be missed, a final version of the Countach was rushed into production

instead.[49] The Anniversary Countach was later acclaimed as the finest version of the car to be built.[50]

By the end of 1987, Emile Novaro had returned from his long recovery, and used his authority to halt

Chrysler's increasing interference in the development of the Diablo. Much to the chagrin of the Fighting

Bull, Chrysler exhibited a four-door concept car at the Frankfurt Auto Show, badged as a 'Chrysler powered

by Lamborghini'. The Portofino was poorly received by the motoring press and Lamborghini's employees

alike,[51] but went on to become the inspiration for the Dodge Intrepid sedan.

In April 1988, the Bertone Genesis, a Quattrovalvole V12-powered, Lamborghini-branded vehicle

resembling a minivan was debuted at the Turin motor show. The unusual car, intended to gauge public

reactions, was abandoned, a misfit in both Lamborghini's and Chrysler's product ranges.[51] The Genesis

had been commissioned alongside the new "baby Lambo" that would replace the Jalpa, occupying the

then-empty space below the Diablo in Lamborghini's lineup. The project had been allocated a $25 million

budget, with the prospect of selling more than 2,000 cars per year.[51]

The Diablo was the fastest car in production when it was released in 1990.

The Diablo was released to the public on 21 January 1990, at an event at the Hotel de Paris in Monte

Carlo. The Diablo was the fastest car in production in the world at the time,[citation needed] and sales were so

brisk that Lamborghini began to turn a profit. The company's U.S. presence had previously consisted of a

loosely affiliated and disorganized private dealer network; Chrysler established an efficient franchise with

full service and spare parts support. The company also began to develop its V12 engines

for powerboat racing. Profits increased past the $1 million mark in 1991, and Lamborghini enjoyed a

positive era.[1]

The uptick in fortunes was to be brief; in 1992, sales crashed, as the $239,000 Diablo proved ultimately to

be inaccessible to American enthusiasts. With Lamborghini bleeding money, Chrysler decided that the

automaker was no longer producing enough cars to justify its investment.

[edit]1994–1997

Setiawan Djody also owned supercar maker Vector and hoped that Lamborghini and Vector would collaborate to the benefit of both

companies. The Vector M12 pictured here has a Lamborghini V-12 engine

Chrysler began looking for someone to take Lamborghini off its hands, and found it in a holding company

called MegaTech. The company was registered in Bermuda and wholly owned by Indonesian conglomerate

SEDTCO Pty., headed by businessmen Setiawan Djody and Tommy Suharto, the youngest son of then-

Indonesian President Suharto. By February 1994, after $40 million had changed hands, Lamborghini had

left Italian ownership, and MegaTech took over the automaker, its Modena racing engine factory, and the

American dealer interest, Lamborghini USA.[1] Djody, who also owned a 35% stake in troubled American

supercar manufacturer Vector Motors, thought Vector and Lamborghini might be able to collaborate to

improve their output. Michael J. Kimberly, formerly of Lotus, Jaguar and executive vice-president

of General Motors, was appointed president and managing director. After reviewing the entire Lamborghini

operation, Kimberly concluded that the company needed to expand its offerings from more than just one or

two models, and provide a car accessible to American car enthusiasts. He implemented a marketing

strategy to raise awareness of Lamborghini's heritage and mystique. In 1995, Lamborghini produced a hit,

when the Diablo was updated to the top-end SuperVeloce model. But in 1995, even as sales were

climbing, the company was restructured, with Tommy Suharto's V'Power Corporation holding a 60%

interest, MyCom Bhd., a Malaysian company controlled by Jeff Yap, holding the other 40%.[1]

The Diablo would be Lamborghini's mainstay throughout the 90s, and was continually updated throughout the various changes in

ownership.

Never leaving the red despite its increase in sales, in November 1996 Lamborghini hired Vittorio di Capua

as President and CEO, hoping that the veteran of more than 40 years at auto giant Fiat S.p.A. could finally

make the sports car maker profitable again. Di Capua immediately launched cost-cutting measures, letting

go of a number of company executives and consultants, and overhauling production in order to achieve a

50 percent gain in productivity. In 1997, Lamborghini finally passed its break-even point, selling 209

Diablos, thirteen more than it needed to be profitable. Di Capua also leveraged the Lamborghini name and

identity, implementing aggressive merchandising and licensing deals. Development of the "baby Lambo"

finally began, moving forward with a $100 million budget.[1]

[edit]1998–present

The financial crisis that gripped Asia in July of that year set the stage for another ownership change. The

new chairman of Volkswagen AG, Ferdinand Piëch, grandson of Volkswagen's founder, Ferdinand

Porsche, went on a buying spree through 1998, which included the acquisition of Lamborghini for around

$110 million. Lamborghini was purchased through Volkswagen's luxury car division, AUDI AG. Audi

spokesman Juergen de Graeve told the Wall Street Journal that Lamborghini "could strengthen Audi's

sporty profile, and on the other hand Lamborghini could benefit from our technical expertise."[1]

Only five years after leaving American ownership, Lamborghini was now under German control. Yet again,

the troubled Italian automaker was reorganized, becoming restructured into a holding company,

Lamborghini Holding S.p.A., with Audi president Franz-Josef Paefgen as its chairman. Automobili

Lamborghini S.p.A. became a subsidiary of the holding company, allowing it to focus specifically on

designing and building cars while separate interests took care of the company's licensing deals and marine

engine manufacturing. Vittorio Di Capua originally remained in charge, but eventually resigned in June

1999. He was replaced by Giuseppe Greco, another industry veteran with experience at Fiat, Alfa Romeo,

and Ferrari. The Diablo's final evolution, the GT, was released, but not exported to the U.S., its low-volume

production making it uneconomical to go through the process of gaining emissions and crashworthiness

approval.

In much the same way that American ownership had influenced the design of the Diablo, Lamborghini's

new German parent played a large role in the creation of the Diablo's replacement. The first new

Lamborghini in more than a decade, known internally as Project L140, represented the rebirth of

Lamborghini, and was named, fittingly, for the bull that originally sired the Miura line that had inspired

Ferruccio Lamborghini almost 40 years before: Murciélago. The new flagship car was styled by Belgian Luc

Donckerwolke, Lamborghini's new head of design.

The "Baby Lambo", envisioned in 1997, was introduced in 2003 as the Gallardo.

Under German ownership, Lamborghini found stability that it had not seen in many years. In 2003,

Lamborghini followed up the Murciélago with the smaller, V10-equipped Gallardo, intended to be more

accessible and more livable than the Murciélago. In 2007, Wolfgang Egger was appointed as the new head

of design of Audi and Lamborghini, replacing Walter de'Silva, who was responsible for the design of only

one car during his appointment, the Miura Concept of 2006.

Towards the end of the 2000s, Lamborghini produced a number of revisions of the Murciélago and

Gallardo. The Reventón, a limited-edition derivative of the Murciélago featuring revised, angular styling,

was released in 2008, with a roadster following the year after.

The final update to the Murciélago came in 2009 with the release of the LP 670–4 SV ("SuperVeloce"). The

4,000th Murciélago was produced in 2010. The car was delivered to China. At the time, the growing Asia-

Pacific vehicle market represented 25 percent of Lamborghini's sales.[52]

A slide in Lamborghini's sales that began at a high of 2,580 units in 2007 was attributed to the effects of

the world financial crisis. CEO Stephan Winkelmann predicted that poor sales figures for supercars would

continue through 2011.[53]

Production of the Murciélago ended on 5 November 2010, after a production run of 4,099 cars.[54][55][56]

The Lamborghini Aventador has replaced the Lamborghini Murciélago. It was unveiled on 1 March 2011 at

the 2011 Geneva Motor Show. The Aventador has a top speed of 349 km/h (217 mph).[57]

At the 2011 Frankfurt Motor Show, Lamborghini revealed the Lamborghini Gallardo LP 570-4 Super Trofeo

Stradale.[58]

[edit]Vehicle lineup

Main article: List of Lamborghini automobiles

[edit]Current range

As of the 2012 model year, Lamborghini's product range consists entirely of mid-engine two-seat sports

cars: the V12-powered Aventador LP700-4, and variants of the smaller, V10-powered Gallardo: LP550-2,

LP550-2 Bicolore, LP560-4 and LP560-4 Spyder, and LP570-4 Superleggera and LP570-4 Spyder

Performante.[59] Limited-production editions of these cars are also produced from time to time.

[edit]Concept models

The Concept S, a Gallardo derivative.

The Estoque, a 2008 sedan concept.

Throughout its history, Lamborghini has envisioned and presented a variety of concept cars, beginning in

1963 with the very first Lamborghini prototype, the 350GTV. Other famous models include Bertone's

1967 Marzal, 1974 Bravo, and 1980 Athon, Chrysler's 1987 Portofino, the Italdesign-styled Cala from 1995,

the Zagato-built Raptor from 1996, and Lamborghini Pregunta.

A retro-styled Lamborghini Miura concept car, the first creation of chief designer Walter de'Silva, was

presented in 2006. President and CEO Stephan Winkelmann denied that the concept would be put into

production, saying that the Miura concept 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 [new] Miura.”[60]

At the 2008 Paris Motor Show, Lamborghini revealed the Estoque, a four-door sedan concept. Although

there had been much speculation regarding the Estoque's eventual production,[61][62]Lamborghini

management has not made a decision regarding production of what might be the first four-door car to roll

out of the Sant'Agata factory.[63]

At the 2010 Paris Motor Show, Lamborghini unveiled the Sesto Elemento. The concept car is made almost

entirely of carbon fibre making it extremely light, weighing only 999 kg. The Sesto Elemento shares the

same V10 engine found in the Lamborghini Gallardo. Lamborghini hopes to signal a shift in the company's

direction from making super cars focused on top speed to producing more agile, track focused cars with the

Sesto Elemento. The concept car can reach 0–62 in 2.5 seconds and can reach a top speed of over

180 mph.[64]

[edit]Motorsport

The Miura began as a clandestine prototype, a car that had racing pedigree in a company that was entirely against motorsport.

In contrast to his rival Enzo Ferrari, Ferruccio Lamborghini had decided early on that there would be no

factory-supported racing of Lamborghinis, viewing motorsport as too expensive and too draining on

company resources.[citation needed]This was unusual for the time, as many sports car manufacturers sought to

demonstrate the speed, reliability, and technical superiority through motorsport participation. Enzo Ferrari

in particular was known for considering his road car business merely a source of funding for his

participation in motor racing. Ferrucio's policy led to tensions between him and his engineers, many of

whom were racing enthusiasts; some had previously worked at Ferrari. When Dallara, Stanzani, and

Wallace began dedicating their spare time to the development of the P400 prototype, they designed it to be

a road car with racing potential, one that could win on the track and also be driven on the road by

enthusiasts.[15]When Ferruccio discovered the project, he allowed them to go ahead, seeing it as a potential

marketing device for the company, while insisting that it would not be raced. The P400 went on to become

the Miura. The closest the company came to building a true race car under Lamborghini's supervision were

a few highly modified prototypes, including those built by factory test driver Bob Wallace, such as the Miura

SV-based "Jota" and the Jarama S-based "Bob Wallace Special".

Under the management of Georges-Henri Rossetti, Lamborghini entered into an agreement with BMW to

build a production racing car in sufficient quantity for homologation. However, Lamborghini was unable to

fulfill its 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.[65][66]

The 1990 Lotus 102 featured a Lamborghini V12, later replaced with a more reliable Judd V8 in 102B version.

In the 1980s, 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 once again not be found and the programme was

cancelled.[67]

Lamborghini was an engine supplier in Formula One between the 1989 and 1993 Formula One seasons. It

supplied engines to Larrousse (1989–1990,1992–1993), Lotus (1990), Ligier (1991), Minardi (1992), and to

the Modena team in 1991. While the latter is commonly referred to as a factory team, the company saw

themselves as a supplier, not a backer. 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 coloured yellowish-brown by the end of the race.[citation needed]

In late 1991, a Lamborghini Formula One motor was used in the Konrad KM-011 Group C sports car, but

the car only lasted a few races before the project was canceled. The same engine, re-badged a Chrysler,

Lamborghini's then-parent company, was tested by McLaren towards the end of the 1993 season, with the

intent of using it 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.

A Murcielago R-GT participating in the FIA GT Championship at Silverstone in 2006.

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.[68][69] Lamborghini developed the Murciélago R-GT

as a production racing car to compete in the FIA GT Championship, theSuper GT Championship and

the American Le Mans Series in 2004. The car's 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.[70][71] 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.[72] 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.[73]

[edit]Identity

The Lamborghini wordmark, as displayed on the back of its cars.

The world of bullfighting is a key part of Lamborghini's identity.[74][75][76] In 1962, Ferruccio Lamborghini

visited the Seville ranch of Don Eduardo Miura, a renowned breeder of Spanish fighting bulls. Lamborghini,

a Taurus himself, was so impressed by the majestic Miura animals that he decided to adopt a raging bull as

the emblem for the automaker he would open shortly.[12]

After producing two cars with alphanumeric designations, Lamborghini once again turned to the bull

breeder for inspiration. Don Eduardo was filled with pride when he learned that Ferruccio had named a car

for his family and their line of bulls; the fourth Miura to be produced was unveiled to him at his ranch in

Seville.[12][21]

The automaker would continue to draw upon the bullfighting connection in future years. The Islero was

named for the Miura bull that killed the famed bullfighter Manolete in 1947. Espada is the Spanish word

for sword, sometimes used to refer to the bullfighter himself. The Jarama's name carried a special double

meaning; intended to refer only to the historic bullfighting region in Spain, Ferruccio was concerned about

confusion with the also historic Jarama motor racing track.[31]

The Diablo (background) was named for a legendary bull, while the Countach (foreground) broke from the bullfighting tradition.

After christening the Urraco after a bull breed, in 1974, Lamborghini broke from tradition, naming the

Countach not for a bull, but for countach! (pronounced [kunˈtɑtʃ] (  listen)), an exclamation of

astonishment used by Piedmontese men upon sighting a beautiful woman.[77] Legend has it that

stylist Nuccio Bertone uttered the word in surprise when he first laid eyes on the Countach prototype,

"Project 112".[78] The LM002 (LM for Lamborghini Militaire) sport utility vehicle and the Silhouette (named

after the popular racing category of the time) were other exceptions to the tradition.

The Jalpa of 1982 was named for a bull breed; Diablo, for the Duke of Veragua's ferocious bull famous for

fighting an epic battle against "El Chicorro" in Madrid in 1869;[46][47] Murciélago, the legendary bull whose life

was spared by "El Lagartijo" for his performance in 1879; Gallardo, named for one of the five ancestral

castes of the Spanish fighting bull breed;[79] and Reventón, the bull that defeated young

Mexican torero Félix Guzmán in 1943. The Estoque concept of 2008 was named for the estoc, the sword

traditionally used by matadors during bullfights.[80]

[edit]Corporate affairs

Currently, Lamborghini is structured as part of the Lamborghini Group, consisting of Audi-owned holding

company Automobili Lamborghini Holding S.p.A., which controls three separate

companies: Automobili Lamborghini S.p.A., manufacturer of cars; Motori Marini Lamborghini S.p.A.,

maker of marine engines; and Lamborghini ArtiMarca S.p.A., the licensing and merchandising company.

[1] The group additionally contains Volkswagen Group Italia S.p.A. (formerly AUTOGERMA S.p.A.[81]), which

sells Audi and other Volkswagen brands vehicles in Italy, and Volkswagen Group Firenze S.p.A.[82] In May

2010, the Italian coachbuilder Italdesign Giugiaro came under the control of Lamborghini Holding, as the

Volkswagen Group purchased 90.1% of the company's shares from the Giugiaro family.[83]

The most important markets in 2004 for Automobili Lamborghini's sports cars are the U.S. (41%), Germany

(13%), Great Britain (9%), and Japan (8%). Prior to the launch of the Gallardo, the company produced

around 400 cars per year.[2][unreliable source?]

Motori Marini Lamborghini produces a large V12 marine engine block for use in powerboat racing, notably

the World Offshore Series Class 1. The engine displaces around 8,171 cc (499 cu in) with an output of

around 940 hp (700 kW).[84]

Automobili Lamborghini Artimarca licenses Automobili Lamborghini's name and image for use on other

companies' products and accessories. Examples include a variety of apparel items, various model

car lines, and the ASUS Lamborghini VX series notebook computers.

[edit]Sales history

This section requires expansion.

Year

Units sold

5001,00

01,50

02,00

02,500

Ferruccio Lamborghini (1963–1972)

1968[28] 353  

Georges-Henri Rossetti and René Leimer (1972–1977)

Receivership (1977–1984)

Patrick Mimran (1984–1987)

Chrysler Corporation (1987–1994)

1991[1] 673  

1992[1] 166  

1993[1] 215  

MegaTech (1994–1995)

V'Power and Mycom Sedtco (1995–1998)

1996[85] 211  

1997[1] 209  

AUDI AG (1998–present)

2001[86] 297  

2002[86] 424  

2003[87] 1,305  

2004[87] 1,592  

2005[88] 1,600  

2006[81] 2,087  

2007[89] 2,406  

2008[90] 2,430  

2009[91] 1,515  

2010[92] 1,302  

[edit]Lamborghini of Latin America

Automóviles Lamborghini Latinoamérica S.A. (English: Lamborghini Automobiles of Latin America S.A.)

was a Mexican company that built cars bearing the Lamborghini name under license from the Italian

automaker. The licensing agreement was struck in 1995, while Automobili Lamborghini was owned by

Indonesian corporation MegaTech and helmed by Michael Kimberly. The Mexican group was allowed to

sell merchandise related to Lamborghini, and the contract included a clause that allowed them to "carry on

the promotion and sale worldwide, of the vehicles which are manufactured or assembled with its "own

restyling" within the Territory of the Mexican United States, and/or Latinoamerica." Automóviles

Lamborghini has produced two rebodied versions of the Diablo called the Eros and the Coatl under its

licensing agreement. The company is currently led by Jorge Antonio Fernandez Garcia.[93] As of July 2010,

the company's website has been down and it may be defunct. In addition, the company planned to start

producing parts in the Argentine province of Santiago del Estero in 2011, and cars in 2012.[93]

BugattiFrom Wikipedia, the free encyclopedia

ads not by this site

This article is about the original Bugatti car company, founded in 1909. For the current Bugatti company,

see Bugatti Automobiles.

For other uses, see Bugatti (disambiguation).

This article needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (October 2009)

Coordinates:  48°31′32″N 07°30′01″E

Bugatti

Industry Automotive

Fate Sold to Hispano-Suiza in 1963

Founded 1909

Founder(s) Ettore Bugatti

Headquarters Molsheim

France

Key people Ettore Bugatti (founder)

Jean Bugatti

Products Automobiles, aeroplane parts

Automobiles E. Bugatti was a French car manufacturer founded in 1909 in Molsheim, Alsace, as

a manufacturer of high-performance automobiles by Italian-born Ettore Bugatti.

Bugattis were well known for the beauty of their designs (Ettore Bugatti was from a family of artists and

considered himself to be both an artist and constructor) and for the large number of races that they have

won. The death of Ettore Bugatti in 1947 proved to be the end for the marque, and the death of his

son Jean in 1939 ensured there wasn't a successor to lead the factory. No more than about 8000 cars were

made. The company struggled financially, and released one last model in the 1950s, before eventually

being purchased for its airplane parts business in the 1960s. Today the name is owned by Volkswagen

Group, who have revived it as a builder of limited production exclusive sports cars.

Contents

  [hide] 

1 Under Ettore Bugatti

o 1.1 Design

2 Racing success

3 Bugatti in Formula One

4 Aviation

o 4.1 The Bugatti 100P

5 Railways

6 The end

7 Recent news about Bugattis

8 Bugatti brand used afterwards

o 8.1 Bugatti Automobili SpA

o 8.2 Bugatti Automobiles

9 See also

10 References

11 External links

[edit]Under Ettore Bugatti

Founder Ettore Bugatti was born in Milan, Italy, and the automobile company that bears his name was

founded in 1909 in the town of Molsheim located in the Alsace. The company was known both for the level

of detail of its engineering in its automobiles, and for the artistic way in which the designs were executed,

given the artistic nature of Ettore's family (his father, Carlo Bugatti (1856–1940), was an important Art

Nouveau furniture and jewelry designer). The company also enjoyed great success in early Grand Prix

motor racing, winning the first ever Monaco Grand Prix. The company's success culminated with

driver Jean-Pierre Wimille winning the 24 hours of Le Mans twice (in 1937 with Robert Benoist and 1939

with Pierre Veyron).

Famous Bugattis include the Type 35 Grand Prix cars, the Type 41 "Royale", the Type 57 "Atlantic" and

the Type 55 sports car.

[edit]Design

Bugatti's cars noticeably focused on design. Engine blocks were hand scraped to ensure that the surfaces

were so flat that gaskets were not required for sealing, many of the exposed surfaces of the engine

compartment featured Guilloché (engine turned) finishes on them, and safety wires threaded through

almost every fastener in intricately laced patterns. Rather than bolt the springs to the axles as most

manufacturers did, Bugatti's axles were forged such that the spring passed though a carefully sized

opening in the axle, a much more elegant solution requiring fewer parts. He famously described his arch

competitor Bentley's cars as "the world's fastest lorries" for focusing on durability. According to Bugatti,

"weight was the enemy".

1938 Type 57SC Atlanticfrom the Ralph Laurencollection

 

1933 Type 59 Grand Prixracer from the Ralph Lauren collection

Prototypes Racing Cars

1900–1901 Type 2

1903 Type 5

1908 Type 10 «Petit Pur Sang»

1925 Type 36

1929 Type 40

1929 Type 41

1929–1930 Type 45/47

Type 56  (electric car)

1939 Type 64 (coupe)

1943/1947 Type 73C

1910–1914 Type 13/Type 15/17/22

1912 Type 16 «Bébé»

1922–1926 Type 29 «Cigare»

1923 Type 32 «Tank»

1924–1930 Type 35/35A/35B/35T/35C/37/

1927–1930 Type 52 (electric racer for children)

1936–1939 Type 57G "Tank"

1937–1939 Type 50B

1931–1936 Type 53

1931–1936 Type 51/51A/54GP/59

1955–1956 Type 251

[edit]Racing success

Bugatti cars were extremely successful in racing, with many thousands of victories in just a few decades.

The little Bugatti Type 10 swept the top four positions at its first race. The 1924 Bugatti Type 35 is probably

the most successful racing car of all time,[citation needed] with over 2,000 wins. Bugattis swept to victory in

the Targa Florio for five years straight from 1925 through 1929. Louis Chiron held the most podiums in

Bugatti cars, and the 21st century Bugatti company remembered him with a concept car named in his

honour. But it was the final racing success at Le Mans that is most remembered—Jean-Pierre

Wimille and Pierre Veyron won the 1939 race with just one car and meagre resources.

Year

Race Driver Car

1921 Voiturettes Grand Prix Ernest Friderich

1925 Targa Florio Bartolomeo Costantini Type 35

1926 French Grand Prix Jules Goux Type 39 A

Italian Grand Prix Louis Charavel

Spanish Grand Prix Bartolomeo Costantini

Targa Florio Bartolomeo Costantini Type 35 T

1927 Targa Florio Emilio Materassi Type 35 C

1928 French Grand Prix William Grover-Williams Type 35 C

Italian Grand Prix Louis Chiron

Spanish Grand Prix Louis Chiron

Targa Florio Albert Divo Type 35 B

1929 French Grand Prix William Grover-Williams Type 35 B

German Grand Prix Louis Chiron

Spanish Grand Prix Louis Chiron

Monaco Grand Prix William Grover-Williams

Targa Florio Albert Divo Type 35 C

1930 Belgian Grand Prix Louis Chiron

Czechoslovakian Grand PrixHeinrich-Joachim von Morgen and Hermann zu Leiningen

French Grand Prix Philippe Étancelin Type 35 C

Monaco Grand Prix René Dreyfus

1931 Belgian Grand Prix William Grover-Williams and Caberto Conelli

Czechoslovakian Grand Prix Louis Chiron

French Grand Prix Louis Chiron and Achille Varzi Type 51

Monaco Grand Prix Louis Chiron

1932 Czechoslovakian Grand Prix Louis Chiron

1933 Czechoslovakian Grand Prix Louis Chiron

Monaco Grand Prix Achille Varzi

1934 Belgian Grand Prix René Dreyfus

1936 French Grand Prix Jean-Pierre Wimille and Raymond Sommer Type 57 G

1937 24 hours of Le Mans Jean-Pierre Wimille and Robert Benoist Type 57 G

1939 24 hours of Le Mans Jean-Pierre Wimille and Pierre Veyron Type 57 C

[edit]Bugatti in Formula One

(key)

Year

Chassis Engine(s) Tires Drivers 1 2 3 4 5 6 7 8 Points WCC

1956 Bugatti Type 251 Bugatti Straight-8 D

ARG

MON 500 BEL FRA GBR GER ITA

0* -*

Maurice Trintignant

Ret

* The World Constructors' Championship was not awarded before 1958.

[edit]Aviation

[edit]The Bugatti 100P

In the 1930s, Ettore Bugatti got involved in the creation of a racer airplane, hoping to beat the Germans in

the Deutsch de la Meurthe prize. This would be the Bugatti 100P,[2][3] which never flew. It was designed by

Belgian engineer Louis de Monge who had already applied Bugatti Brescia engines in his "Type 7.5" lifting

body.

[edit]Railways

Ettore Bugatti also designed a successful motorised railcar, the Autorail (Autorail Bugatti).[4]

[edit]The end

His son, Jean Bugatti, was killed on 11 August 1939 at the age of 30, while testing a Type 57 tank-bodied

race car near the Molsheim factory. Subsequently the company's fortunes began to decline. World War II

ruined the factory in Molsheim, and the company lost control of the property. During the war, Bugatti

planned a new factory at Levallois in the northwestern suburbs of Paris and designed a series of new cars,

including the Type 73 road car and Type 73C single seater racing car (5 built). After World War II, a 375 cc

supercharged car was canceled when Ettore Bugatti died on 21 August 1947. The business underwent a

lingering demise, making its last appearance as a business in its own right at a Paris Motor Show in

October 1952.[5]

The company attempted a comeback under Roland Bugatti in the mid-1950s with the mid-engined Type

251 race car. Designed with help from Alfa Romeo, Ferrari, and Maserati designer Gioacchino Colombo,

the car failed to perform to expectations, and the company's attempts at automobile production were

halted.

In the 1960s, Virgil Exner designed a Bugatti as part of his "Revival Cars" project. A show version of this

car was actually built by Ghia using the last Bugatti Type 101 chassis, and was shown at the 1965 Turin

Motor Show. Finance was not forthcoming, and Exner then turned his attention to a revival of Stutz.

Bugatti continued manufacturing airplane parts and was sold to Hispano-Suiza (another auto maker turned

aircraft supplier) in 1963. Snecma took over in 1968, later acquiring Messier. The two were merged into

Messier-Bugatti in 1977.

[edit]Recent news about Bugattis

On 2 January 2009, it was revealed that a rare 1937 Bugatti Type 57S Atalante had been found in the

garage of a deceased surgeon in England. Only 17 of this model were made, all by hand.[6]

On 10 July 2009, a 1925 Bugatti Brescia Type 22 which had lain at the bottom of Lake Maggiore on the

border of Switzerland and Italy for 75 years was lifted out of the water. The Mullin Museum in Oxnard,

California bought it at auction for $351,343 at Bonham's Retromobile sale in Paris in 2010.

[edit]Bugatti brand used afterwards

[edit]Bugatti Automobili SpA

Bugatti EB110 (1996)

Italian entrepreneur Romano Artioli acquired the Bugatti name in 1987, and established Bugatti

Automobili SpA. The new company built a factory designed by the architect Giampaolo Benedini

in Campogalliano, Italy, a town near Modena, home to other performance-car manufacturers De

Tomaso, Ferrari, Pagani and Maserati.

By 1989 the plans for the new Bugatti revival were presented by Paolo Stanzani and Marcello Gandini,

famous designers of the Lamborghini Miura and Countach. The first completed car was labelled the Bugatti

EB110 GT, advertised as the most technically advanced sports car ever produced.

From 1992 through 1994 famed racing car designer Mauro Forghieri was technical director.

On 27 August 1993, through his holding company, ACBN Holdings S.A. of Luxembourg, Romano Artioli

purchased the Lotus car company from General Motors. The acquisition brought together two of the

greatest historical names in automotive racing, and plans were made for listing the company's shares on

international stock exchanges. Bugatti also presented in 1993 the prototype of a large saloon called the

EB112.

By the time the EB110 came to market the North American and European economies were in recession,

and operations ceased in September 1995. A model specific to the United States market called the "Bugatti

America" was in the preparatory stages when the company closed. Bugatti's liquidators sold Lotus

to Proton of Malaysia.

In 1997 German manufacturer Dauer Racing bought the EB110 license and remaining parts stock to

Bugatti in order to produce five more EB110 SS units, although they were greatly refined by Dauer. The

factory was later sold to a furniture-making company, which also collapsed before they were able to move

in, leaving the building unoccupied.[7] The company Dauer Sportwagen stopped producing Supercars. All

original Bugatti parts especially the high performance parts of the EB110SS and the equipment were

bought in 2011 by the company Toscana-Motors GmbH (Kaiserslautern/Germany).

Perhaps the most famous Bugatti EB110 owner was racing driver Michael Schumacher, seven-

time Formula One World Champion, who bought the EB110 in 1994 while racing for the Benetton team. In

2003 Schumacher sold the car—which had been repaired after a severe crash the year he bought it—to

Modena Motorsport, a Ferrari service and race preparation garage in Germany.

[edit]Bugatti Automobiles

Veyron 16.4.

Main article: Bugatti Automobiles

Volkswagen AG purchased the rights to produce cars under the Bugatti marque in 1998. They

commissioned ItalDesign to produce the Bugatti EB118 concept, a touring saloon (sedan), which featured a

408 kilowatts (555 PS; 547 bhp)[citation needed], and the first W-configuration 16-cylinder engine in any

passenger vehicle, at the Paris Auto Show.

In 1999, the Bugatti EB 218 concept was introduced at the Geneva Auto Show; later that year the Bugatti

18/3 Chiron was introduced at the Frankfurt Motor Show (IAA). At the Tokyo Motor Show, the EB 218

reappeared, and the Bugatti EB 16.4 Veyron was presented as the first incarnation of what was to be a

production road car.

[edit]See also