Lotus Cars

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Lotus Logo with monogram of its founder, Anthony Colin Bruce Chapman
Lotus Cars is a British manufacturer of sports and racing cars based at Hethel, Norfolk, England. The company designs and builds race and production automobiles of light weight and high handling characteristics.
The company is 10 miles (16 km) south-west of Norwich, in East Anglia and was formed as Lotus Engineering Ltd. by the engineer Colin Chapman, in 1952. The first factory was in old stables behind the Railway Hotel in Hornsey. Team Lotus was active and competitive in Formula One racing from 1958 to 1994. Since the 1960s the company has occupied a modern factory and road test facility at Hethel, near Wymondham. This site is the former RAF Hethel base and the test track uses sections of the old runway.
Chapman died of a heart attack in 1982, at the age of 54, having begun life an inn-keeper's son and ended a multi-millionaire industrialist in post-war Britain. The carmaker built tens of thousands of successful racing and road cars and won the Formula One World Championship seven times. At the time of his death he was linked with the DeLorean scandal over the use of government subsidies for the production of the De Lorean DMC-12 for which Lotus had designed the chassis.
In 1986 the company was bought by General Motors. On August 27, 1993, GM sold the company, for £30 million, to A.C.B.N. Holdings S.A. of Luxembourg, a company controlled by Italian businessman Romano Artioli, who also owned Bugatti Automobili SpA. In 1996 a majority share in Lotus was sold to Perusahaan Otomobil Nasional Bhd (Proton), a Malaysian car company listed on the Kuala Lumpur Stock Exchange.
The company also acts as an engineering consultancy, providing engineering development - particularly of suspension - for other car manufacturers. The lesser known Powertrain department is responsible for the design and development of the 4 cylinder engine found in many of GM's Vauxhall, Opel, Saab, and possibly some Saturn cars.
The company is organized as Group Lotus, which is divided into Lotus Cars and Lotus Engineering. Contrary to some rumours, there are no plans to create a Formula One Team. This is more likely to be due to the massive financial input required over and above any of the company's wishes.
Mr. Michael J Kimberley ("Mike"), took over as Acting Chief Executive Officer of the Company and its Group from May 2006. Mike currently chairs the Executive Committee of Lotus Group International Limited ("LGIL") established in February 2006, with Syed Zainal Abidin (Managing Director of Proton Holdings Berhad) and Badrul Feisal (non-executive director of Proton Holdings Berhad). LGIL is the holding company of Lotus Group Plc.


[edit] Formula One
Main article: Team Lotus

Artist's depiction of a Lotus 56 in the pits at Indy

Lotus 77
The company encouraged its customers to race its cars, and itself entered Formula One as a team in 1958. A Lotus Formula One car driven by Stirling Moss won the marque's first Grand Prix in 1960 at Monaco. Major success came in 1963 with the Lotus 25, which — with Jim Clark driving — won Lotus its first F1 World Constructors Championship. Clark's untimely death — he crashed a Formula Two Lotus 48 in April 1968 after his rear tyre failed in a turn in Hockenheim — was a severe blow to the team and to Formula One. He was the dominant driver in the dominant car and remains an inseparable part of Lotus' early years. That year's championship was won by Clark's teammate, Graham Hill.
Lotus is credited with making the mid-engined layout popular for Indycars, developing the first monocoque Formula 1 chassis, and the integration of the engine and transaxle as chassis components. Lotus was also among the pioneers of adding wings to Formula 1 cars to create downforce, as well as the first to move radiators to the sides in F1 cars to aid in aerodynamic performance, and inventing active suspension.

Even after Chapman's death, until the late 1980s, Lotus continued to be a major player in Formula 1. Ayrton Senna drove for the team from 1985 to 1987, winning twice in each year and achieving 17 pole positions. However, by the company's last Formula 1 race in 1994, the cars were no longer competitive. Lotus won a total of 79 Grand Prix races. During his lifetime Chapman saw Lotus beat Ferrari as the first team to achieve 50 Grand Prix victories, despite Ferrari having won their first nine years sooner.

Porsche

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Dr Ing. h.c. F. Porsche AG

Type
Public(Xetra: POR3)(FWB: POR3)
Founded
1931 by Ferdinand Porsche and Ferry Porsche
Headquarters
Germany
Key people
Dr. Wendelin Wiedeking, CEO and President
Industry
Automotive
Products
Automobiles
Revenue
€7.273 billion (2006), €6.57 billion (2005)
Employees
11,910 (2005)
Slogan
There Is No Substitute
Website
http://www.porsche.com/
This article is about the auto company. For its design consultancy subsidiary, see Porsche Design Group
Dr. Ing. h.c. F. Porsche AG, often shortened to Porsche AG, or just Porsche, is a German sports car manufacturer, founded in 1931 by then Austrian Ferdinand Porsche, the engineer who also created the first Volkswagen. The company is located in Zuffenhausen, a city district of Stuttgart, Baden-Württemberg.

[edit] Reputation

2005 Porsche 911 (997) Carrera S
In a May 2006 survey, Porsche was awarded first place as the most prestigious automobile brand by Luxury Institute, New York; it questioned more than 500 households with a gross annual income of at least US $200,000 and a net worth of at least US $720,000. [1] The current Porsche lineup includes sports cars from the Boxster roadster to their most famous product, the 911. The Cayman is a hard top car similar to the Boxster in a slightly higher price range. The Cayenne is Porsche's mid-size luxury SUV. The Carrera GT supercar was phased out in May 2006. Future plans include a high performance luxury saloon/sedan, the Panamera.
Porsche was awarded the 2006 J.D. Power and Associates award for highest Nameplate Initial Quality Study (IQS) of automobile brands. [2]
As a company, Porsche is known for weathering changing market conditions with great financial stability, while retaining most production in Germany during an age when most other German car manufacturers have moved at least partly to Eastern Europe or overseas. [citation needed] The headquarters and main factory are still at Stuttgart-Zuffenhausen, but the Cayenne (and formerly the Carrera GT) is produced in Bratislava, Slovakia, and Leipzig, Germany. Most Boxster and Cayman production is outsourced to Valmet Automotive in Finland. The company has been highly successful in recent times, and indeed claims to have the highest profit per unit sold of any car company in the world, although its total profits are significantly lower than Toyota's.[3]
Porsche has for many years offered consultancy services to various other car manufacturers. Studebaker, SEAT, Daewoo, Subaru and Yugo have consulted Porsche on engineering for their cars or engines. The Lada Samara [4]was partly developed by Porsche in 1984. Porsche also helped Harley-Davidson design their new engine in their newer V-Rod motorcycle.

[edit] Competitors :See also Auto racing, further down in this article.
In racing, Porsche's main rival has traditionally been Ferrari, though their production vehicles appeal to quite different personalities, if similar demographics. The rivalry is therefore primarily because of both companies' storied racing heritage and the fact that some of their vehicles are of comparable performance. Porsche has a reputation for offering equal or higher performing cars than the more expensive Ferrari models, while overall Ferrari sells far fewer cars at much higher prices (for example, there are no Ferraris under US $100,000, while several Porsches are priced below that figure).
In the daily-driver marketplace, Porsche's traditional rivals are its fellow German automakers Mercedes-Benz, Audi, and BMW (the Boxster competes directly with the BMW Z4 and the Mercedes-Benz SLK, for instance), as well as Lotus, Jaguar, and Maserati. Ferrari, on the other hand, competes more directly with firms such as Lamborghini, Bugatti and Aston Martin.

[edit] History
Professor Ferdinand Porsche initially started the company called "Dr. ing. h. c. F. Porsche GmbH" in 1931, with main offices in Königstrasse in the middle of Stuttgart. The company offered motor vehicle development work and consulting, and did not initially build any cars under its own name. One of the first assignments the new company got was from the German government to design a car for the people, a "Volkswagen" in German.
The first Porsche, the Porsche 64, was developed in 1939 using many components from the Volkswagen Beetle.
Ferdinand Porsche's son, Ferry Porsche, decided to build his own car because he could not find an existing one that he would buy. The first models of what was to become the 356 were built in a small workshop in Gmünd, Austria and had aluminum bodywork. The prototype car was shown to German auto dealers, and when pre-orders reached a set threshold, production was begun. Many regard the 356 as the first Porsche simply because it was the first model sold by the fledgling company. Porsche commissioned Zuffenhausen-based company Reutter Carosseri, which had previously collaborated with Porsche on Volkswagen Beetle prototypes, to produce the 356's steel body. Porsche constructed an assembly plant across the street from Reutter Carosseri; that assembly plant is now known as Porschestrasse. The 356 was road certified in 1948.
Not long afterwards, on January 30, 1951, Ferdinand Porsche died from complications following a stroke.
In post-war Germany parts were generally in short supply, so the 356 automobile used components from the Beetle including its engine, gearbox, and suspension. The 356, however, had several evolutionary stages, A, B, and C, while in production and many VW parts were replaced by Porsche-made parts. The last 356s were powered by entirely Porsche-designed engines. The sleek bodywork was designed by Erwin Komenda who also had designed the body of the Beetle. Porsche's signature designs have, from the beginning, featured air-cooled rear-engine configurations (like the Beetle), rare for other car manufacturers, but producing automobiles that are very well balanced.

Zuffenhausen Headquarters - left: Porsche Center; rear left: body shell assembly; right: vehicle assembly
In 1963, after some success in motor-racing, namely with the Porsche 550 Spyder, the company launched the Porsche 911 another air-cooled, rear-engined sports car, this time with a 6-cylinder "boxer" engine. The team to lay out the body shell design was led by Ferry Porsche's eldest son, Ferdinand Alexander Porsche (F. A.). The design phase for the 911 caused internal problems with Erwin Komenda who led the body design department until then. F. A. Porsche complained Komenda made changes to the design not being approved by him. Company leader Ferry Porsche took his son's drawings to neighbouring body shell manufacturer Reuter bringing the design to the 1963 state. Reuter's workshop was later acquired by Porsche (so-called Werk II). Afterward Reuter became a seat manufacturer, today known as Keiper-Recaro.
The design group gave sequential numbers to every project (356, 550, etc) but the designated 901 nomenclature contravened Peugeot's copyrights on all 'x0x' names, so it was adjusted to 911. Racing models adhered to the "correct" numbering sequence: 904 906, 908. The 911 has become Porsche's most well-known model, successful on the race-track, in rallies, and in terms of sales. Far more than any other model, the Porsche brand is defined by the 911. It remains in production; however, after several generations of revision, current-model 911s share only the basic mechanical concept of a rear-engined, six-cylinder coupe, and basic styling cues with the original car. A cost-reduced model with the same body, but 356-derived running gear (including its four-cylinder engine), was sold as the 912.

The Porsche 912, a Porsche of the 1960s
In 1972 the company's legal form was changed from limited partnership to public limited company (German AG), because Ferry Porsche and his sister, Louise Piëch, felt their generation members did not team up well. This led to the foundation of an executive board whose members came from outside the Porsche family, and a supervisory board consisting mostly of family members. With this change, no family members were in operational charge of the company. F. A. Porsche founded his own design company, Porsche Design, which is renowned for exclusive sunglasses, watches, furniture, and many other luxury articles. Ferdinand Piëch, who was responsible for mechanical development of Porsche's serial and racing cars, formed his own engineering bureau and developed a 5-cylinder-inline diesel engine for Mercedes-Benz. A short time later he moved to Audi and pursued his career through the entire company, up to and including, the Volkswagen Group boards.
The first CEO of Porsche AG was Dr. Ernst Fuhrmann who had been working in Porsche's engine development. Fuhrmann was responsible for the so-called Fuhrmann-engine used in the 356 Carrera models, as well as the 550 Spyder, having four over-head camshafts instead of a central camshaft as in the Volkswagen-derived serial engines. He planned to cease the 911 during the 70s and replace it with the V8-front engined grand sportswagon 928. As we know today the 911 outlived the 928 by far. Fuhrmann was replaced in the early 80s by Peter W. Schutz, an American manager and self-proclaimed 911 aficionado. He was replaced in 1988 by the former manager of German computer company Nixdorf Computer AG, Arno Bohn, who made some costly miscalculations that led to his dismissal soon after, along with that of the development director, Dr. Ulrich Bez, who was formerly responsible for BMW's Z1 model and today is CEO of Aston Martin.
In 1990, Porsche drew up a memorandum of understanding with Toyota to learn and benefit from Japanese production methods. Currently Toyota is assisting Porsche with hybrid technology, rumored to be making its way into a Hybrid Cayenne SUV, as well as the upcoming four-door coupe, the Panamera.
Following the dismissal of Bohn, an interim CEO was appointed, longtime Porsche employee, Heinz Branitzki, who served in that position until Dr. Wendelin Wiedeking became CEO in 1993. Wiedeking took over the chairmanship of the board at a time when Porsche appeared vulnerable to a takeover by a larger company. During his long tenure, Wiedeking has transformed Porsche into a very efficient and profitable company.
Ferdinand Porsche's grandson, Ferdinand Piëch, was chairman and CEO of the Volkswagen Group from 1993 to 2002. Today he is chairman of the supervisory board. With 12.8 per cent of the Porsche voting shares, he also remains the second largest individual shareholder of Porsche AG after his cousin, F. A. Porsche, (13.6 per cent).
Porsche's 2002 introduction of the Cayenne also marked the unveiling of a new production facility in Leipzig, Saxony, which once accounted for nearly half of Porsche's annual output. The Cayenne Turbo S has the second most powerful production engine in Porsche's history, with the most powerful belonging to the Carrera GT.
In 2004, production of the 605 horsepower Carrera GT commenced in Leipzig, and at EUR 450,000 ($440,000 in the United States) it was the most expensive production model Porsche ever built.
As of 2005, the extended Porsche and Piech families controlled all of Porsche AG's voting shares. In early October 2005 the company announced acquisition of an 18.53% stake in Volkswagen AG and disclosed intentions to acquire additional VW shares in the future. As of June 2006, the Porsche AG stake in Volkswagen had risen to 25.1%, giving Porsche a blocking minority, whereby Porsche can veto large corporate decisions undertaken by VW.
In mid-2006, after years of the Boxster (and later the Cayenne) as the dominant Porsche in North America, the 911 regained its position as Porsche's backbone in the region. The Cayenne and 911 have cycled as the top-selling model since. In Germany the 911 clearly outsells the Boxster/Cayman and Cayenne. [5]

[edit] Relationship with Volkswagen

Schematic of Porsche's extended financial relationships.
The company has always had a close relationship with Volkswagen, and as noted above, the first Porsche cars used many Volkswagen components. The two companies collaborated in 1969 to make the VW-Porsche 914 and 914-6 whereby the 914-6 had a Porsche engine and the 914 had a Volkswagen engine, in 1976 with the Porsche 912E (USA only) and the Porsche 924, which used many Audi components and was built at an Audi Neckarsulm factory. Most 944s also were built there although they used far fewer VW components. The Porsche Cayenne, introduced in 2002, shares its entire chassis with VW Touareg, which is built at the factory in Bratislava. Both Audi and Škoda are wholly owned subsidiaries of Volkswagen. In late 2005, Porsche took an 18.65% stake in VW, further cementing their relationship and preventing a takeover of Volkswagen, which was rumored at the time. Speculated suitors included DaimlerChrysler, BMW, and Renault.
On 26 March 2007 Porsche took its holding of Volkswagen shares to 30.9%, triggering a takeover bid under German law. Porsche formally announced in a press statement that it did not intend to take over Volkswagen (it would set its offer price at the lowest possible legal value), but intended the move to avoid a competitor taking a large stake or to stop hedge funds dismantling VW, which is Porsche's most important partner[6]. Porsche's move comes after the European Union moved against a German law that protected VW from takeovers. Under the so-called "Volkswagen Law", any shareholder in VW cannot exercise more than 20% of the firm's voting rights, regardless of their level of stock holding. The European Court of Justice has already indicated that the law probably breaks EU rules, and a full judgment to that effect is expected later in 2007[7].

[edit] Corporate Restructure
With the VW stake acquisition, Porsche intends on reforming the company's format, with Dr Ing. h. c. F. Porsche AG becoming a subsidiary of a newly formed holding company called Porsche Automobil Holding SE, so as to separate the operating activities from holding activities of the company. There was an Extraordinary General Meeting for Porsche AG shareholders which took place on June 26, 2007 at the Porsche Arena in Stuttgart, Germany to discuss the change to the company structure. [8]

[edit] Auto racing
Main article: Porsche in motorsport
Porsche has been successful in many branches of auto racing, scoring a total of more than 28,000 victories. Porsche is currently the world's largest race car manufacturer. In 2006, Porsche built 195 race cars for various international motor sports events. In 2007, Porsche is expected to construct no less than 275 dedicated race cars (7 RS Spyder LMP2 prototypes, 37 GT2 spec 911 GT3-RSRs, and 231 911 GT3 Cup vehicles).[9]

Lamborghini

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Automobili Lamborghini S.p.A.

Type
Subsidiary
Founded
1963 by Ferruccio Lamborghini
Headquarters
Sant'Agata Bolognese, Italymanufacturing facilities in Bologna
Key people
Stephan Winkelmann — President & CEO
Industry
Manufacturing
Parent
Audi AG
Website
lamborghini.com
Automobili Lamborghini S.p.A., commonly referred to as Lamborghini, is an Italian manufacturer of high performance sports cars (supercar) based in the small Italian village of Sant'Agata Bolognese, near Bologna. Lamborghini is now a subsidiary of German car manufacturer Audi AG, which is in turn a subsidiary of Volkswagen.[1] [2] Lamborghini is the main counterpart to Ferrari in the Italian sports car business. The company was founded in 1963 by businessman Ferruccio Lamborghini (April 28, 1916–February 20, 1993), who owned a successful tractor factory, Lamborghini Trattori S.p.A..

[edit] Origin
As told by Ferruccio Lamborghini's son,[3] Ferruccio Lamborghini went to meet Enzo Ferrari at the Ferrari factory to complain about the quality of the clutch in the Ferrari 250 GT he owned. Enzo Ferrari sent him away telling him to go and drive tractors because he was not able to drive cars. Lamborghini went back to his factory, had his Ferrari's clutch dismantled and realized that the clutch manufacturer was the same who supplied the clutches for his tractors. In his warehouse he found a spare part which he thought suitable, and when it was installed the problem was solved.
Ferruccio decided that his car was to have a V12 engine, and enlisted the services of talented engineer Giotto Bizzarrini, who had previously worked on a Ferrari V12. The new engine had 4 cams, a short stroke and 2 big bore valves per cylinder, and developed a surprising 350 horsepower (260 kW). The engine featured aluminium construction, with a crankshaft supported by seven main bearings, forged aluminium pistons, and camshafts with their own half-engine-speed sprocket and silent chain. The car the engine was mounted in was designed by Franco Scaglione's Scaglione-Touring.
This Lamborghini 350GTV prototype began making public appearances in 1963, starting with the Turin Auto Show. Sales of the production model, known as the 350GT, began the following year with great success, with over 130 examples sold. Born under the sign of the Taurus, Ferruccio Lamborghini used the bull as the badge by which to mark his new automobile.

[edit] Under Ferruccio Lamborghini
The 350GT by Lamborghini was followed up by the 400GT. The excellent sales of the 400GT and its predecessor gave the company sufficient funds to design its first supercar - the now-legendary Lamborghini Miura, which was premiered by Ferruccio himself in November 1965 at the Turin Auto Show. The car's engine was transversely mounted. The styling was executed by Marcello Gandini in less than a year; a completed car was displayed at the Geneva Auto Show in March, 1966 (the Turin car was only a chassis). The car's name was taken from that of a famed fighting-bull trainer, Don Eduardo Miura. The Miura was a success for Lamborghini: 111 were sold in 1967, and it propelled the company into the small world of exotic supercar manufacturers.
At the same time, the Espada, a four-seat car based on the Marzal concept car, was developed. The name Espada means sword in Spanish, and referred to the sword used by the matador in bullfighting. Using the 4-litre V12 in a conventional layout up front, this low slung touring car could attain a top speed of around 150 mph in comfort. One interesting feature of the Espada was a glass taillight panel that used the same taillights as the contemporary Fiat 124 Coupe. The Espada received minor improvements in keeping with the time as the years went by, ending up with 3 different versions.
In 1971, Lamborghini brought the unusual-looking LP500 Countach prototype, named after an Italian slang term uttered in surprise by a person who had just seen the new car. The production LP400 Countach was introduced three years later. The prototype was the first car to sport Lamborghini's now-traditional scissor doors, along with vertically mounted rear air intakes. The same 4-litre V12 engine was used, an uprated 5-litre engine arriving later in the Countach production. The Countach was also one of the first cars to use the new Pirelli P-Zero tyres when they came out. Lamborghini's own test driver was sometimes the "chauffeur" for motoring magazines' journalists, and stories of the Countach's amazing high speed cornering, power and grip were common. Another point noted by journalists was the manner in which reversing a Countach was accomplished; raising the driver's door and sitting on the door sill.

Lamborghini tractor
In 1972, however, the company suffered a major setback. A massive tractor order for a South American nation was cancelled, rendering upgrades Lamborghini had already made to its factories in anticipation of the demand useless. The money lost drove Ferruccio to sell part of his share in the tractor factory, which was taken over by Fiat. The tractor business was eventually acquired by SAME (now Same Deutz-Fahr). Lamborghini tractors are still sold today, as part of the SAME Deutz-Fahr Group.
Throughout the seventies, sales of the Countach kept the company in business. Soon enough, the car division became self-sufficient and profitable. Lamborghini, however, sold all his remaining stock in the company to a Swiss investor, leaving the automotive industry behind to pursue wine making from the comfort of his villa in the countryside. Ferruccio Lamborghini died in February 1993 at the age of 76.

[edit] Bankruptcy, Mimran, and Chrysler
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The 1970s oil crisis plagued sales of high performance cars, and Lamborghini suffered budget and parts supply problems; cars were sold with two-year back orders, and customers became fed up with waiting for their cars.[citation needed] Also, Lamborghinis were never raced and were never fully developed; the company developed a reputation of building toys for rich playboys when Ferrari and Porsche, and Maserati before them built illustrious careers in the racing world.[citation needed] Since the beginning the cars had continuous and expensive reliability problems, in the '70s things became even worse, as cars now had to meet US emission requirements.[citation needed] All these factors contributed to the company's demise. Like many other exotic Italian automobiles, the components used were often of poor quality.[citation needed] In 1978, Lamborghini declared bankruptcy. An Italian court was appointed to find a buyer, and the Swiss-based Mimran brothers took over the company. The 1980s saw things turn around for Lamborghini under its new ownership.
In a surprise move, the company was sold to the Chrysler Corporation in 1987. Lamborghini at the time was working on the Countach's successor, the Diablo. Chrysler brought its vast resources to the playing field, along with design input, pollution controls, and new manufacturing techniques. The end result was another success for the company. The Lamborghini Diablo received fame much like that of its predecessor, and once again put the manufacturer on top of its game.[citation needed]

[edit] Post-Chrysler: Megatech and Audi
In 1994, poor economic circumstances at Chrysler forced them to sell Lamborghini to an Indonesian investment group headed by Tommy Suharto. These owners sold the company in the late 1990s, also while suffering from poor economic circumstances. By then however, the German car company Audi AG had gained interest in the ailing Italian company, and in 1998, in a complex series of transactions, Audi AG became the sole owner of Automobili Lamborghini.
Lamborghini's latest owner once again greatly influenced the design of its cars, such as today's Murcielago. Audi's vast technical resources helped produce one of Lamborghini's most sophisticated two-seaters to date.
Lamborghini's cars are among the most powerful, expensive and exclusive serial-manufactured cars on the road today. Lamborghini's various models have different exclusive features, such as carbon fiber construction, high-tech V10 and V12 engines, and styling penciled by such names as Franco Scaglione, Touring of Milan, Zagato, Mario Marazzi, Bertone, ItalDesign and Marcello Gandini.

[edit] Lamborghini of Latin America
Jorge Antonio Fernandez Garcia set up his company, automoviles Lamborghini Latinamerica (based in Argentina), in 1994 with special permission granted by Automobili Lamborghini in Italy. The first cars, called the Eros and the Coatl were presented in 2000. These are hand-made Diablo-based special sportscars and from 2003 they are offered for sale only in South America.
Official site: automoviles Lamborghini Latinamerica sita oficial

[edit] Badge Licensing
The Lamborghini badge with its connotations of exotic motoring has been licensed for use on unrelated products such as mountain bikes, watches, sunglasses, and notebook computers from Asus in Taiwan.

Lamborghini's outrageous supercar models have brought Lamborghini much fame. The Miura, the Countach, the Diablo, and the Murciélago, continue to be some of the most desired super cars of all time. The current (2007) range consists of the Murciélago LP640, the Murciélago LP640 Roadster and the smaller, less expensive Gallardo, Gallardo Spyder and Gallardo Superleggera. All are extremely fast, mid-engined 2-seaters with Lamborghini's standard all-wheel drive systems. Their styling is largely the work of Belgian designer Luc Donckerwolke. Future models may include a rear-wheel-drive version of the Gallardo and possibly an SUV in the spirit of the LM002. The next generation of Lamborghini models will be penned by Walter de'Silva, who designed the 2006 Miura concept car and who replaced Luc Donckerwolke as head of Centro Stile Lamborghini, Lamborghini's in-house design department.

[edit] Racing Models
See also: Modena (racing team)
Ferruccio Lamborghini had set a rule that Lamborghini would not be involved in motor racing. He saw such a program as too expensive and too demanding in company resources.[citation needed] Consequently, no Lamborghini racing car was fabricated under his management. The closest the company came to building racing cars at that time was when the company's test driver Bob Wallace made a few highly modified prototypes based on existing models. Notable among these are the Muira SV based Jota and the Jarama S based Bob Wallace Special.
Under the management of Rosetti, Lamborghini entered into an agreement with BMW to build a production racing car in sufficient quantity for homologation. However, Lamborghini found itself unable to fulfill their part of the agreement. The car was eventually developed in-house by the BMW Motorsport Division, and was manufactured and sold as the BMW M1.[4][5]
Lamborghini developed the QVX for the 1986 Group C championship season. One car was built, but lack of sponsorship caused it to miss the season. The QVX competed in only one race, the non-championship 1986 Southern Suns 500 km race at Kyalami in South Africa, driven by Tiff Needell. Despite the car finishing better than it started, sponsorship could not be found and the program was cancelled.[6]
Lamborghini was an engine supplier in Formula One between the 1989 and 1993 Formula One seasons. It supplied engines to Larousse, Ligier, Lotus, Minardi and to a 'Lamborghini' team, although this last was not viewed as a works team by the car company. Late in 1991, a Lamborghini Formula One motor would be used in the Konrad KM-011 Group C sports car, but the car would only last a few races before the project was cancelled. The same engine, badged as a Chrysler by Lamborghini's then parent company, was tested by McLaren towards the end of the 1993 season, with a view to its use during the 1994 season. Although driver Ayrton Senna was reportedly impressed with the engine's performance, McLaren pulled out of negotiations, choosing a Peugeot engine instead, and Chrysler ended the project.
Two racing versions of the Diablo were built for the Diablo Supertrophy, a single-model racing series held annually from 1996 to 1999. In the first year, the model used in the series was the Diablo SVR, while the Diablo 6.0 GTR was used for the remaining three years.[7] [8]
Lamborghini developed the Murciélago R-GT as a production racing car to compete in the FIA GT Championship, the Super GT Championship and the American Le Mans Series in 2004. Their highest placing in any race that year was the opening round of the FIA GT Championship at Valencia, where the car entered by Reiter Engineering finished third from a fifth-place start.[9] [10] 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.[11]
A Murciélago R-GT entered by All-Inkl.com racing, driven by Christophe Bouchut and Stefan Mucke, won the opening round of the FIA GT Championship held at Zhuhai International Circuit, achieving the first major international race victory for Lamborghini.[12]

Ferrari

History of Ferrari
Main article: History of Ferrari

[edit] 1929–1946
Enzo Ferrari never intended to produce road cars when he formed Scuderia Ferrari in 1929 as a sponsor for amateur drivers headquartered in Modena. Ferrari prepared and successfully raced various drivers in Alfa Romeo cars until 1938, when he was officially hired by Alfa as head of their racing department.
In 1940, Alfa Romeo was absorbed by the Fascist government of Benito Mussolini as part of the Axis Powers' war effort. Enzo Ferrari's division was small enough to be unaffected by this. Because he was prohibited by contract from racing for four years, the Scuderia briefly became Auto Avio Costruzioni Ferrari, which ostensibly produced machine tools and aircraft accessories. Also known as SEFAC (Scuderia Enzo Ferrari Auto Corse), Ferrari did in fact produce one race car, the Tipo 815, in the non-competition period; it was thus the first actual Ferrari car (it debuted at the 1940 Mille Miglia), but due to World War II it saw little competition. In 1943 the Ferrari factory moved to Maranello, where it has remained ever since. The factory was bombed by the Allies in 1944 and rebuilt in 1946, with the war ended and the Mussolini government overthrown, to include a works for road car production. Right up to Il Commendatore's death, this would remain little more than a source of funding for his first love, racing.
"Scuderia Ferrari" literally means "Ferrari Stable"; the name is figuratively translated as "Team Ferrari". (It is correctly pronounced "skoo deh REE ah".)

[edit] 1947–present
The first Ferrari road car was the 1947 125 S, powered by a 1.5 L V12 engine; Enzo reluctantly built and sold his automobiles to fund the Scuderia. While his beautiful and fast cars quickly gained a reputation for excellence, Enzo maintained a famous distaste for his customers, most of whom he felt were buying his cars for the prestige and not the performance. Ferrari road cars, noted for magnificent styling by design houses like Pininfarina, have long been one of the ultimate accessories for the rich. Other design houses that have done work for Ferrari over the years include Scaglietti, Bertone, Touring, Ghia, and Vignale.
In 2005, four universities were granted the opportunity to design the next vehicle line-up for Ferrari in a student competition named 'Ferrari Concepts of the Myth'. Twenty winners were allowed to show off their concepts in a ¼ scale model and present their work to the board at Ferrari to allow for three out right winners to have the chance to work in the Ferrari design studio at Maranello.
As of 2007, the Fiat Group owns 85% of Ferrari, Mubadala 5%, and Enzo's son Piero 10%. Fiat has shelved plans for an IPO because Fiat Auto has now returned to profitability, thus removing pressure from the group.

[edit] Racing
Main article: Scuderia Ferrari

Scuderia Ferrari won its most recent Formula One title in 2004, with Michael Schumacher (pictured) and Rubens Barrichello at the wheel.
Enzo Ferrari's true passion, despite his extensive road car business, was always auto racing. His Scuderia started as an independent sponsor for drivers in various cars, but soon became the Alfa Romeo in-house racing team. After Ferrari's departure from Alfa, he began to design and produce cars of his own; the Ferrari team first appeared on the European Grand Prix scene after the end of World War II.
In 1949, Luigi Chinetti drove a Model 166M to Ferrari's first win in motorsports, the 24 Hours of Le Mans. Chinetti drove for all except twenty minutes of the Grand Prix race. He soon became the American dealer for Ferraris and established the North American Racing Team, Ferrari's official racing arm. The dealership is reported to have kept the company in business through sales to wealthy Americans, such as Briggs Cunningham, who bought the first one Chinetti sold through the new dealership.
The Scuderia joined the Formula One World Championship in the first year of its existence, 1950. José Froilán González gave the team its first victory at the 1951 British Grand Prix.
Alberto Ascari gave Ferrari its first Drivers Championship a year later. Ferrari is the oldest team left in the championship, not to mention the most successful: the team holds nearly every Formula One record. As of 2005, the team's records include fourteen World Drivers Championship titles (1952, 1953, 1956, 1958, 1961, 1964, 1975, 1977, 1979, 2000, 2001, 2002, 2003 and 2004), fourteen World Constructors Championship titles (1961, 1964, 1975, 1976, 1977, 1979, 1982, 1983, 1999, 2000, 2001, 2002, 2003 and 2004), 179 Grand Prix victories, 3,445 and a half points, 544 podium finishes, 174 pole positions, 11,182 laps led, and 180 fastest laps in 1,622 Grands Prix contested.
Notable Ferrari drivers include Tazio Nuvolari, Juan Manuel Fangio, Luigi Chinetti, Alberto Ascari, Wolfgang von Trips, Phil Hill, Olivier Gendebien, Mike Hawthorn, Peter Collins, John Surtees, Jacky Ickx, Mario Andretti, Niki Lauda, Carlos Reutemann, Jody Scheckter, Gilles Villeneuve, Didier Pironi, Michele Alboreto, Gerhard Berger, Nigel Mansell, Alain Prost, Jean Alesi,Eddie Irvine, Rubens Barrichello, Michael Schumacher, Kimi Räikkonen, and Felipe Massa.
The Scuderia Ferrari drivers for the 2006 F1 season were Michael Schumacher and Felipe Massa. At the end of the 2006 season the team courted controversy by continuing to allow Marlboro to sponsor them after they, along with the other F1 teams, made a promise to end sponsorship deals with tobacco manufacturers. A five year deal worth a reported $500 million was agreed.[citation needed]
The drivers for 2007 are Felipe Massa and Kimi Räikkönen.

[edit] The "Cavallino Rampante"
The famous symbol of the Ferrari race team is a black prancing stallion on a yellow shield, usually with the letters S F (for Scuderia Ferrari), with three stripes of green, white and red (the Italian national colors) at the top. The road cars have a rectangular badge on the hood (see picture above) and this race logo on the side.
On June 17, 1923, Enzo Ferrari won a race at the Savio track in Ravenna where he met the Countess Paolina, mother of Count Francesco Baracca, an ace of the Italian air force and national hero of World War I, who used to paint a horse on the side of his planes. The Countess asked Enzo to use this horse on his cars, suggesting that it would grant him good luck. The original "prancing horse" on Baracca's airplane was painted in red on a white cloud-like shape, but Ferrari chose to have the horse in black (as it had been painted as a sign of grief on Baracca's squadron planes after the pilot was KIA) and he added a canary yellow background as this is the color of the city of Modena, his birthplace. It is worth noting that the Ferrari horse was, from the very beginning, markedly different from the Baracca horse in most details, the most noticeable being the tail that in the original Baracca version was pointing downward.

Count Francesco Baracca
Ferrari has used the cavallino rampante on official company stationery since 1929. Since the Spa 24 Hours race of July 9, 1932, the cavallino rampante has been used on Alfa Romeos raced by Scuderia Ferrari.
A similar black horse on a yellow shield is the Coat of Arms of the German city of Stuttgart. This horse motif comes from the origins of the city's name: it comes from Stutengarten, an ancient form of the modern German word Gestüt, which translates into English as stud farm and into Italian as scuderia. Stuttgart is the home of Porsche, which also uses the Stuttgart sign in its corporate logo, centred in the emblem of the state of Württemberg.

Coat of arms of Stuttgart, Germany
Fabio Taglioni used the cavallino rampante on his Ducati motorbikes. Taglioni's father was a companion of Baracca's and fought with him in the 91st Air Squad. As Ferrari's fame grew, Ducati abandoned the horse- perhaps the result of a private agreement between the two companies.

Austrian Fuel Stations
The cavallino rampante is now a trademark of Ferrari. However, other companies use similar logos: Avanti, an Austrian company operating over 100 filling stations, uses a prancing horse logo which is nearly identical to Ferrari's.
Many aspects of the cover design of the third Jamiroquai album, Travelling Without Moving, as well as the single Virtual Insanity and some single promos pay homage to the Ferrari logo.

[edit] Rosso Corsa
Main article: Rosso corsa
Since the 1920s, Italian race cars of Alfa Romeo, Maserati and later Ferrari and Abarth were (and often still are) painted in "race red" (Rosso Corsa). This was the customary national racing color of Italy, as recommended between the World Wars by the organizations that later would become the FIA. In that scheme, French cars like Bugatti were blue, German like BMW and Porsche white (since 1934 also Silver Arrows), British racing green etc.
Curiously, Ferrari won the 1964 World championship with John Surtees by competing the last two races in cars painted white and blue, as these were not entered by the Italian factory themselves, but the US-based NART team. This was done as a protest concerning arguments between Ferrari and the Italian Racing Authorities regarding the homologation of a new mid-engined Ferrari race car.

[edit] List of models
Until the mid-1980s, Ferrari followed a three-number naming scheme based on engine displacement:
V6 and V8 models used the total displacement (in decilitres) for the first two digits and the number of cylinders as the third. Thus, the 206 was a 2.0 L V6-powered vehicle, while the 348 used a 3.4 L V8.
V12 models used the displacement (in cubic centimetres) of one cylinder. Therefore, the famed 365 Daytona had a 4380 cc V12.
Flat 12 (boxer) models used the displacement in litres. Therefore, the 512BB was five litre flat 12 (a Berlinetta Boxer, in this case). However, the original Berlinetta Boxer was the 365 GT4 BB, which was named in a similar manner to the V12 models.
Most Ferraris were also given designations referring to their body style. In general, the following conventions were used:
M standing for "Modificata," this suffix is placed to the end of a model's number designation to denote that it is a modified version of its predecessor and not a complete evolution (see F512M and 575M Maranello).
GTB models are closed Berlinettas, or coupes.
GTS models, in older models, are convertibles (see 365 GTS4); however, in late models, this suffix is used for targa top models (see 348 GTS, and F355 GTS; exception being the 348 TS, which is the only targa named differently). The convertible models now use the suffix "Spider" (see F355 Spider, and Ferrari 360 Spider).
This naming system can be confusing, as some entirely different vehicles used the same engine type and body style. Many Ferraris also had other names affixed (like Daytona) to identify them further. Many such names are actually not official factory names. The Daytona name commemorates Ferrari's triple success in the February 1967 24 Hours of Daytona with the 330P4. Only in the 1973 Daytona 24h, a 365 GTB4 model run by N.A.R.T. (North American Racing Team, who raced Ferrari's in America) scored 2nd—behind a Porsche 911.
As well, the 250 GTO's famous acronym, which means Gran Turismo Omologato, was simply a name the Italian press gave the car which referred to the way Ferrari had, in a sense, avoided the rules and successfully homologated the car for racing purposes (somehow Ferrari had convinced the FIA that the 250 GTO was the same car as previous 250's). This was probably to avoid confusion with the multiple 250 models produced before the GTO.
The various Dino models were named for Enzo's son, Dino Ferrari, and are not formally Ferraris, though are to all intents and purposes considered so.
In the mid 1990s, Ferrari added the letter "F" to the beginning of all models (a practice quickly abandoned after the F512M and F355, but recently picked up again with the F430).