Chrishma4)(N137)The history of Lamborghini

 

 In this video, we will talk about The history of Lamborghini

Automobili Lamborghini S.p.A. is an Italian brand and manufacturer of luxury automobiles. Lamborghini's production facility and headquarters are located in Sant'Agata Bolognese, Italy. Italian manufacturing magnate Ferruccio Lamborghini founded the company in 1963 with the objective of producing a refined grand touring car to compete with offerings from established marques such as Ferrari. The company's first models were introduced 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 rear mid-engine, rear-wheel drive as the standard layout for high-performance cars of the era.

1963–1972 – Ferruccio Lamborghini

Early 1950s – Start-up and 350GT

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-liter 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 reorganise the engineering staff. The engine Bizzarrini designed, known today as the Lamborghini V12, had a displacement of 3.5 liters, a 9.5:1 compression ratio, and a maximum output of 365 PS (268 kW; 360 hp) at 9,800 rpm.

1965–1966 – 400GT and Miura

In 1965, Gian Paolo Dallara made improvements to the Bizzarrini V12, increasing its displacement to 3.9 litres, and its power output to 324 PS (238 kW; 320 hp) at 6,500 rpm. The engine was first installed in the 400GT, essentially a 350GT with a larger engine. At the 1966 Geneva Auto Show, Lamborghini introduced the 400GT (2+2), a stretched revision of the 350GT/400GT that had 2+2 seating and other minor updates. The 400GT 2+2, like its predecessors, was well received by the motoring press. The revenue from sales of the 2+2 allowed Lamborghini to increase the labor force at his factory to 170 employees, and expand services offered to customers.

1967–1968 – Islero replaces 400GT, Stanzani replaces Dallara

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

1969 – Espada and Union trouble

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 was 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 should have conventional doors instead. The car that resulted from the collaboration debuted at the 1969 Geneva show with the name Espada, powered by a 3.9-liter, front-mounted evolution of the factory's V12, generating a power output of 330 PS (240 kW; 330 hp). The Espada was a success, with a total production run of 1,217 cars over ten years of production.

1970–1971 – Jarama, Urraco, prototype Countach, and financial woes

By the time the Jarama was unveiled at the 1970 Geneva Motor Show, Paolo 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. The single overhead cam V8 designed by Stanzani generated a power output of 223 PS (164 kW; 220 hp) at 5,000 rpm. Bob Wallace immediately began road testing and development; the car was to be presented at the 1970 Turin motor show.

1972 – Ferruccio sells control of the company

The entire Lamborghini group was now finding itself in financial trouble. Development at the automaker slowed; the production version of the LP 500 missed the 1972 Geneva Show, and only the P400 GTS version of the Jarama was on display. Faced with a need to cut costs, Paolo Stanzani set aside the LP 500's powerplant, slating a smaller, 4-liter engine for production. Ferruccio Lamborghini began courting buyers for Automobili; he entered negotiations with Georges-Henri Rossetti, a wealthy Swiss businessman and friend of Ferruccio's, as well as the owner of an Islero and an Espada. 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.

1973–1977 – Rossetti

1974 Lamborghini Bravo

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 political unrest in late-seventies Italy was also a contributing factor, with the domestic market collapsing as well-heeled customers chose less ostentatious cars after a number of high-profile kidnappings and assassinations.

1978–1986 – Bankruptcy and Mimran

As the years passed, Lamborghini's situation worsened; the company entered bankruptcy in 1978, and the Italian courts took control. In 1980, the Swiss brothers Jean-Claude and Patrick Mimran, famed food entrepreneurs 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-liter 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. The Countach was also updated, finally allowing it to be sold in the U.S. with the introduction of the LP 500S model in 1982.

1987–1993 – Chrysler

On 24 April 1987, in an acquisition spearheaded by Chrysler chairman Lee Iacocca, Chrysler Corporation took control of Nuova Automobili Ferruccio Lamborghini S.p.A., paying US$25.2 million to the Mimrans. The Mimran brothers were the only owners of Lamborghini to ever make money owning the company at the time, having sold it for many times the dollar amount they paid for it six years earlier.

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