There has been a museum for some time at the Lamborghini factory at Sant’Agata da Bolognese, an otherwise small rural town a few miles east of Modena that has been home to one of the world’s most spectacular marques. I’ve visited it on several occasions over the last 15 years or so, when I was in the area. Unlike the Ferrari museums, which are not that far away in Maranello and Modena, where the entire displays are changed on more or less an annual basis, the Lamborghini changes more slowly. I last paid a visit in the closing weeks of 2016, mindful of the fact that although it was only a couple of years since I had last been, I had read that the entire museum had been given a pretty comprehensive makeover, and so it proved to be. Keeping an eye on all the things that I do, I was aware that more recently it had received another updated and with it a new branding. It now has the rather clumsy title of MUDETEC, which is an acronym for Museo della Tecnologia, or Technology Museum, with no actual mention of Lamborghini in the title. Apparently this is because the museum celebrates the technology associated with the Lamborghini branding. That seemed somewhat like PR speak, as what I found was a museum which does indeed look different inside, but which at its core is still a display space to house around 25 Lamborghini vehicles, with some additional displays of engines, chassis and other brand ephemera. The emphasis here is on quality rather than quantity. Clearly I needed to pay another visit, and my chance came with a few day’s vacation in Italy in October 2021. Current regulations in Italy at the time of this visit required an advance booking and also the Green Pass or equivalent, as is the case for almost all enclosed public spaces and buildings in Italy at the time, but once I found that the UK’s Covid Pass was the requisite proof, I selected a date and time to visit and bought a ticket. As I’ve been before, I knew exactly how to find the museum, but even for those who’ve not, it really is not hard. The museum is located just inside the main factory gates, though these days, visitors have to park off-site, as the parking in front of the building tends to be filled by a number of Ingolstadt plated Audis, presumably visiting managers and executives from parent company, Audi. Once past the Green Pass check and having shown my ticket, I was able to pass into the display area – spread over two floors – and see what MUDETEC is like. Although they are not evident in the photos, there were a few other people also having a look on the weekday I selected to visit. It certainly was not busy, though.

TERZO MILLENNIO

First car that you see as you turn the car into the main display area on the ground floor is this, the spectacular Terzo Millennio, a futuristic electric concept car introduced by Italian automobile manufacturer Lamborghini and developed in collaboration with the Massachusetts Institute of Technology (MIT). It is the first product of a three-year, £100,000,000 partnership among the two institutions. The Terzo Millennio was unveiled in November 2017 at the EmTech conference in Cambridge, Massachusetts, United States. The design of the Terzo Millennio is considered part of the “Gandini Line” and is the work of Lamborghini chief designer Mitja Borkert and the company’s Centro Stile department. The vehicle’s technology was developed by Lamborghini’s professional engineers and MIT’s professors and students, and was unveiled at the EmTech conference in Cambridge, Massachusetts, United States. Lamborghini’s chief technical officer, Maurizio Reggiani stated that the car is more of a “thinking box” than an actual production car. He also stresses that the car doesn’t confirm that the company will not be directly going with vehicles powered by electricity. The Terzo Millennio was also used as a representative for the sports cars of the future. The Terzo Millennio uses high-capacity supercapacitors in lieu of batteries, due to their more rapid storage and discharge of energy. These supercapacitors have been made to simultaneously capture and release energy to give the car an increase in performance, without having to depend on chemical reactions. Each wheel, the rims of which glow orange, contains an electric motor, so that the amount of torque can be controlled individually, making the car’s stability as good as a modern Formula One car. Because there is a motor on every wheel, the car’s layout would be all-wheel drive if it was functional. The Terzo Millennio is reported to have an autonomous system, but only for racetrack driving. This system would make the car run a full lap without any mistakes, then teach the driver how to run the lap on their own, using a ghost car, which is based on video game series such as Forza, and Gran Turismo. The car still inherits the modern Lamborghini design, with the Y-shaped design elements such as the headlights and taillights, along with the triangular front trunk and rear engine bay. Carbon fibre is used entirely for the body panels. The body of the car is monitored by a health system. Entry by passengers is via a sliding canopy.

MIURA

Some will say was the first true supercar. For sure, this car, produced between 1966 and 1973, is widely considered to have instigated the trend of high performance, two-seater, mid-engined sports cars. When released, it was the fastest production road car available. The Miura was originally conceived by Lamborghini’s engineering team, Gian Paolo Dallara, Paolo Stanzani, and Bob Wallace who in 1965 put their own time into developing a prototype car known as the P400. The engineers envisioned a road car with racing pedigree – one which could win on the track and be driven on the road by enthusiasts. The three men worked on its design at night, hoping to convince Lamborghini such a vehicle would neither be too expensive nor distract from the company’s focus. When finally brought aboard, Lamborghini gave his engineers a free hand in the belief the P400 was a potentially valuable marketing tool, if nothing more. The car featured a transversely-mounted mid-engine layout, a departure from previous Lamborghini cars. The V12 was also unusual in that it was effectively merged with the transmission and differential, reflecting a lack of space in the tightly-wrapped design. The rolling chassis was displayed at the Turin Salon in 1965. Impressed showgoers placed orders for the car despite the lack of a body to go over the chassis. Bertone was placed in charge of styling the prototype, which was finished just days before its debut at the 1966 Geneva motor show. Curiously, none of the engineers had found time to check if the engine would fit inside its compartment. Committed to showing the car, they decided to fill the engine bay with ballast and keep the car locked throughout the show, as they had three years earlier for the début of the 350GTV. Sales head Sgarzi was forced to turn away members of the motoring press who wanted to see the P400’s power plant. Despite this setback, the car was the highlight of the show, immediately boosting stylist Marcello Gandini’s reputation. The favourable reaction at Geneva meant the P400 was to go into production by the following year. The name “Miura”, a famous type of fighting bull, was chosen, and featured in the company’s newly created badge. The car gained the worldwide attention of automotive enthusiasts when it was chosen for the opening sequence of the original 1969 version of The Italian Job. In press interviews of the time company founder Ferruccio Lamborghini was reticent about his precise birth date, but stressed that he was born under the star sign Taurus the bull. Early Miuras, known as P400s (for Posteriore 4 litri), were powered by a version of the 3.9 litre Lamborghini V12 engine used in the 400GT at the time, only mounted transversely and producing 350 hp. Exactly 275 P400 were produced between 1966 and 1969 – a success for Lamborghini despite its then-steep price. Taking a cue from the Mini, Lamborghini formed the engine and gearbox in one casting. Its shared lubrication continued until the last 96 SVs, when the case was split to allow the correct oils to be used for each element. An unconfirmed claim holds the first 125 Miuras were built of 0.9 mm steel and are therefore lighter than later cars. All cars had steel frames and doors, with aluminium front and rear skinned body sections. When leaving the factory they were originally fitted with Pirelli Cinturato 205VR15 tyres (CN72). The P400S Miura, also known as the Miura S, made its introduction at the Turin Motorshow in November 1968, where the original chassis had been introduced three years earlier. It was slightly revised from the P400, with the addition of power windows, bright chrome trim around external windows and headlights, new overhead inline console with new rocker switches, engine intake manifolds made 2 mm larger, different camshaft profiles, and notched trunk end panels (allowing for slightly more luggage space). Engine changes were reportedly good for an additional 20 hp. Other revisions were limited to creature comforts, such as a locking glovebox lid, a reversed position of the cigarette lighter and windshield wiper switch, and single release handles for front and rear body sections. Other interior improvements included the addition of power windows and optional air conditioning, available for US$800. About 338 P400S Miura were produced between December 1968 and March 1971. One S #4407 was owned by Frank Sinatra. Miles Davis also owned one, which he crashed in October 1972 under the influence of cocaine, breaking both ankles. The last and most famous Miura, the P400SV or Miura SV featured different cam timing and altered carburettors. These gave the engine an additional 15 hp to a total of 380 hp. The last 96 SV engines had a split sump. The gearbox now had its lubrication system separate from the engine, which allowed the use of the appropriate types of oil for the gearbox and the engine. This also alleviated concerns that metal shavings from the gearbox could travel into the engine with disastrous and expensive results and made the application of an optional LSD far easier. The SV can be distinguished from its predecessors from its lack of “eyelashes” around the headlamps, wider rear wings to accommodate the new 9-inch-wide rear wheels and Pirelli Cinturato tyres, and different taillights. 150 SVs were produced. The car seen here is an SV, as can be identified by the absence of the “eyelashes” around the headlights.

ESPADA

The Espada, a 4-seat grand touring coupé, arrived in 1968. The car was designed by Marcello Gandini at Bertone. Gandini drew inspiration and cues from two of his Bertone show cars from 1967, the Lamborghini Marzal and the Jaguar Piraña. The name “Espada” means “sword” in Spanish, referring to the sword that the Torero uses to kill the bull in the Corrida. During its ten years in production the car underwent some changes, and three different series were produced. These were the S1 (1968–1970), the S2 (1970–1972) and the S3 (1972–1978). Each model featured interior redesigns, while only minor details were changed on the exterior. The Espada was launched at the 1968 Geneva Motor Show. The original design of the dashboard was inspired by the Marzal concept car, and featured octagonal housings for the main instruments, topped by an additional binnacle for the secondary gauges. Wheels were Campagnolo alloys on knock-off hubs, of the same design seen on the Miura. The tail lights were the same units mounted on the first series Fiat 124 Sport Coupé. 186 were made up until January 1970. At the 1970 Brussels Motor Show Lamborghini unveiled the Espada S2. Outside the only change was the deletion of the grille covering the vertical glass tail panel. Inside changes were more radical: all-new dashboard, centre console and steering wheel were installed. The instrument binnacle was of a more conventional rectangular shape, with round gauges. A wood-trimmed fascia extended along the entire width of the dashboard. Power output increased to 350 PS (345 bhp) due to a higher 10.7:1 compression ratio; the brakes were upgraded to vented Girling discs. Power steering was offered as an option. 575 Series II Espada were made, making it the most popular and desirable variant. The Espada S3 was launched in 1972. Its 3.9 litre V12 engine produced 325 PS (321 bhp) With the second redesign the dashboard changed to a aluminium-trimmed cockpit that kept all instruments and most controls (including the radio) within easy reach of the driver. Newly designed wheels on five-stud hubs replaces the earlier knock-off wider wheels fitted with Pirelli Cinturato 215/70WR15 CN12 tyres, making the Espada S3 instantly recognisable; other exterior changes included the square instead of hexagonal mesh grille and tail lights from the Alfa Romeo 2000 replacing the previous Fiat-sourced ones. In 1974 a Borg Warner automatic transmission became available. From 1975 large impact bumpers had to be installed to meet United States safety requirements; some people consider cars produced with them as a separate fourth series, but Lamborghini did not officially change the model designation. In total, 1217 Espadas were made, making it the most successful Lamborghini model until the expansion of Countach production in the mid-1980s.

350GT

It is well documented that the whole reason for Ferruccio Lamborghini’ diversification into producing cars was after a stormy meeting at Maranello when he confronted Enzo Ferrari with a series of issues with his Ferrari. Enzo was far from sympathetic, so Lamborghini resolved to produce his own car, and that it would be “better” in every way. The 350 GT was the result. Production started in May 1964, after its well-received debut at the March 1964 Geneva Show. After the testing of his prototype Lamborghini engine in May 1963, Giotto Bizzarrini left the company, and the following month Ferruccio Lamborghini assigned Gian Paolo Dallara—with the assistance of Paolo Stanzani and Bob Wallace—the task of developing a production version of the grand tourer. Dallara and Stanzani quickly realised that the Lamborghini 350GTV was not properly designed for mass production, so they proceeded along parallel lines: it was necessary to detune the original Bizzarrini engine; and to redesign the original Bizzarrini chassis for street use. The original Bizzarrini-designed 3.5 litre V12 was essentially a race motor, potentially developing 400 hp at 11,000rpm. In order to fit his grand touring car with a smoother, more pleasant, longer-lasting engine, that was “good for 40,000 hard miles between services” Ferruccio had Dallara and Wallace detune a version of this prototype “GTV” motor for street use. This first “detuned” L350 engine was tested on October 3, 1963. The result was a very capable 270 bhp power plant that could reach 254 km/h (158 mph). While this 350 GT design work continued, the prototype was rushed to completion for the upcoming October 26 press meeting and the subsequent inauguration of the Turin Auto Show on the 30th. The Lamborghini 350GTV was shown at the Turin Auto Show with the original Bizzarrini “racing” V-12 engine—with its downdraft webers, rear distributors, etc.—displayed alongside as it was not “adapted to the chassis.” The car was a “non-runner” with the suspension arms simply tack-welded in place and the engine not installed. Lukewarm reaction to the car caused Ferruccio to postpone plans for immediate production and move on to the new 350 GT design. In March 1964, only 5 months after the debut of the GTV in Turin, the “redesigned GTV”—now called the 350 GT—was debuted at the Geneva Auto Show It was greeted with sufficient enthusiasm that Ferruccio decided to proceed with production at Sant’Agata in May 1964. The production 350 GT had an all-aluminium alloy V12 engine mated to a five-speed ZF manual transmission. It had an aluminium body (some had steel bodies), a Salisbury differential, four-wheel independent suspension, and vacuum servo-assisted Girling disc brakes all round. The 350 GT could accelerate from 0 to 100 km/h in 6.8 seconds, and from 0 to 100 mph in 16.3 seconds, and go on to reach a top speed of 158 mph. The 350 GT shared a number of features with the 350 GTV prototype, including a four-wheel independent suspension, quad-cam V12, and an aluminium body. A number of revisions and refinements were made due to the suggestions of the Neri and Bonacini racing development shop, and test driver Bob Wallace. Fixed headlights replaced the prototype’s rotationally hidden variety, and twin-barrel side-draught Weber 40 DCOE 2 carburettors reduced the height of the engine, thereby negating the clearance problems of the GTV prototype, and giving the car the exceptionally low hood line Ferruccio desired. As was the case with the motor, Bizzarrini’s GTV “racing” chassis design was the basis of Dallara’s 350 GT “street” chassis. Using far heavier materials, Dallara created an extremely strong chassis from square-section tubing which provided easy entry and exit through the doors, aided in the quietness of the car, and provided a solid platform on which to mount the body, much like the Aston Martin DB4. The suspension was fully independent, with unequal-length wishbones and concentric coil-spring-damper units. The rear suspension wishbones were offset towards the spring mountings to resist driving and braking torque, which provided superior handling. Quality control of the early 3.5 litre engines was very high. Each one underwent tests for 24 hours on a Schenk Walge dynamometer, being run for the first 12 hours under electric power, and then with gasoline at increasing speeds. A detailed analysis was made of its behaviour before installation in the car for at least 500 km of mixed-test running by Wallace. The manufacture of the bodies was entrusted to Touring of Milan, who used their patented Superleggera method of construction to fix aluminium alloy panels directly to a tubular structure. The first 350 GT frame was fabricated by Neri and Bonacini, who continued to act as Lamborghini’s chassis supplier until production of the 350 GT was underway, when the job was turned over to Marchesi. Chassis and bodies were mated at Touring, which then delivered the complete assemblies—with even the bumpers in place—to the Lamborghini factory. The first 350 GT chassis and body, delivered to the Lamborghini factory on March 9, 1964, was named No. 101 (Touring No. 17001). That same month No. 101 debuted at the Geneva show. The first customer delivery of a 350 GT was No. 104 (Touring No. 17004), delivered on July 31, 1964. Lamborghini produced 120 of their 350 GTs before replacing it with the larger-engined Lamborghini 400 GT in 1966. Many 350 GTs were subsequently fit with the larger, 4.0 litre, engine.

ESSENZA SCV12

The Lamborghini Essenza SCV12 is a track-only sports car manufactured by Lamborghini under their Squadra Corse racing division. Introduced on 29 July 2020, it is the most powerful and the last purely naturally aspirated car built by the brand. The Essenza SCV12 uses the same 6.5-litre V12 engine as the Aventador SVJ, tuned to the same specifications, but the engine has been turned 180-degrees to allow the gearbox to be mounted at the rear. The engine has a power output of 610 kW (830 PS; 820 hp) achieved by a ram air induction system, making it the most powerful naturally aspirated engine made by the company. The car has special exhaust tips to reduce back pressure. Unlike the Aventador SVJ, the gearbox is a 6-speed non-synchromesh sequential unit, which also serves as a stressed member of the chassis by supporting the rear pushrod suspension. The car has a rear-wheel-drive layout, as opposed to Lamborghini’s current V12 powered offerings. The car is 136 kg (300 lb) lighter than the Aventador SVJ and features a FIA approved carbon composite crash structure and a carbon fibre monocoque which is the first to be homologated without the use of metal. The Essenza SCV12 is also the first car to be developed according to the FIA prototype safety rules. The car has a power-to-weight ratio of 1.66 kg per hp (mistakenly stated as “hp per kg” in Lamborghini’s press release). The Essenza SCV12 features aerodynamics inspired by racing prototypes and was developed for exclusive track use. Its aggressive design language helps it generate downforce northwards of 1,200 kg (2,600 lb) at 249 km/h (155 mph), equivalent to a conventional GT3 racing car. The front splitter and a large rear wing aids in providing downforce. The hood manages airflow into the roof mounted air snorkel cooling the engine. The car comes with Brembo disk brakes and is fitted with Pirelli racing slicks, having 19-inch wheels at the front and 20-inch magnesium wheels at the rear. Inspired by Huracán racing models, the Essenza SCV12 uses dual-inlets and a centre rib in the front hood, directing airflow to the ram-air roof scoop to increase static air pressure in the engine’s intake manifold. This creates a greater airflow through the engine and ultimately, increases power output. Recognised as “aerodynamic supercharging” by Lamborghini, this technology allows the car the produce more power as speed increases. Production of the Essenza SCV12 will be limited to 40 units. The car is not legal for road use and is planned to have its own one-make racing series. The cars will be stored in a special hangar built near the Saint’Agata factory with the owners having the facility to monitor their cars via an app linked to security cameras. Lamborghini would let the customer take delivery of their car upon request, which Maserati allows this of the customers of the MC12 Versione Corse, and unlike Ferrari, which their FXX (and FXX Evo), 599XX (and 599XX Evo), and FXX-K (and FXX-K Evo) can be taken home any time. Lamborghini would be responsible for the maintenance and transportation of the cars to any one of the FIA class 1 tracks around the world, in the case that the owner does not keep the car. Customers would also receive coaching from Lamborghini racing drivers Emanuele Pirro and Marco Mapeli Delivery of the Essenza SCV12 started in December 2020.

DIABLO

At a time when the company was financed by the Swiss-based Mimran brothers, Lamborghini began development of what was codenamed Project 132 in June 1985 as a replacement for the Countach model. The brief stated that its top speed had to be at least 315 km/h (196 mph). The design of the car was contracted to Marcello Gandini, who had designed its two predecessors. When Chrysler bought the company in 1987, providing money to complete its development, its management was uncomfortable with Gandini’s designs and commissioned its design team in Detroit to execute a third extensive redesign, smoothing out the trademark’s sharp edges and corners of Gandini’s original design, and leaving him famously unimpressed. In fact, Gandini was so disappointed with the “softened” shape that he would later realise his original design in the Cizeta-Moroder V16T. The car became known as the Diablo, carrying on Lamborghini’s tradition of naming its cars after breeds of fighting bulls. The Diablo was named after a ferocious bull raised by the Duke of Veragua in the 19th century, famous for fighting an epic battle with ‘El Chicorro’ in Madrid on July 11, 1869 In the words of Top Gear presenter Jeremy Clarkson, the Diablo was designed “solely to be the biggest head-turner in the world.” The Diablo was presented to the public for sale on January 21, 1990. Its power came from a 5.7 litre 48-valve version of the existing Lamborghini V12 featuring dual overhead cams and computer-controlled multi-point fuel injection, producing a maximum output of 499 PS and 580 N·m (428 lb/ft) of torque. The vehicle could reach 100 km/h in about 4.5 seconds, with a top speed of 202 mph. The Diablo was rear-wheel drive and the engine was mid-mounted to aid its weight balance. The Diablo came better equipped than the Countach; standard features included fully adjustable seats and steering wheel, electric windows, an Alpine stereo system, and power steering from 1993 onwards. Anti-lock brakes were not initially available, although they would eventually be used. A few options were available, including a custom-moulded driver’s seat, remote CD changer and subwoofer, rear spoiler, factory fitted luggage set and an exclusive Breguet clock for the dash. The Diablo VT was introduced in 1993. Although the VT differed from the standard Diablo in a number of ways, by far the most notable change was the addition of all wheel drive, which made use of a viscous centre differential (a modified version of LM002’s 4WD system). This provided the new nomenclature for the car (VT stands for viscous traction). The new drivetrain could direct up to 25% of the torque to the front wheels to aid traction during rear wheel slip, thus significantly improving the handling characteristics of the car. Other improvements debuting on the VT included front air intakes below the driving lamps to improve brake cooling, larger intakes in the rear arches, a more ergonomic interior with a revised dashboard, electronically adjustable dampers, four-piston brake calipers, power steering, and minor engine refinements. Many of these improvements, save the four-wheel drive system, soon transferred to the base Diablo, making the cars visually nearly identical. Further updates would follow before the car gave way to the Murcielago in 2001. The Diablo sold in greater numbers than its predecessor with 2898 examples being made during its 11 year production life. The example seen here was one of the late cars, with the earlier covered headlights now replaced – following a regulation change – by the glass-covered ones.

LM002

Although it was not introduced until 1986, its origins go back nearly a decade before that. Lamborghini built its first military vehicle, a prototype vehicle codenamed the “Cheetah”, in 1977. Lamborghini had designed the vehicle with hopes of selling it to companies in the oil exploration and production industry. The original Cheetah prototype had a rear-mounted Chrysler V8 engine. The only finished prototype was never tested by the US military, only demonstrated to them by its designer, Rodney Pharis. It was later sold to Teledyne Continental Motors by MTI and is apparently still in the US. This led Lamborghini to develop the LM001, which was very similar to the Cheetah, but had an AMC V8 engine. It was finally determined that the engine being mounted in the rear caused too many unfavourable handling characteristics in an offroad vehicle, and the LMA002 was built with an entirely new chassis, moving the engine (now the V12 out of the Lamborghini Countach) to the front. After much testing and altering of the prototype, it was finally given a serial number and became the first LM002. The production model was unveiled at the Brussels Auto Show in 1986. It was dubbed the “Rambo-Lambo”. Civilian models were outfitted with a full luxury package, including full leather trim, tinted power windows, air conditioning, and a premium stereo mounted in a roof console. In order to meet the vehicle’s tire needs, Lamborghini commissioned Pirelli to create the Pirelli Scorpion tires with custom, run-flat tread designs. These were made specifically for the LM and were offered in two different tread designs, one for mixed use and the other for sand use only. These tyres could be run virtually flat without risk and could handle the desert heat, the loading, and the speeds of the LM. The LM002 was fitted with a 290-litre fuel tank. For those requiring even more power, the Lamborghini L804 type 7.2 litre marine V12, more commonly found in Class 1 offshore powerboats, could be specified. In 1988, Lamborghini sent an LM002 to a team of special engineers with the intention of making it capable of participating in the Paris Dakar Rally. They stripped it of anything that added unnecessary weight and gave it an upgraded suspension, engine modifications which brought it to 600 hp, full roll cage, plexiglas windows, and GPS equipment. Funding ran out before it could officially be entered in competition, although it did participate in the Rallye des Pharaohs in Egypt and another in Greece, both times driven by Sandro Munari.

P140

The Lamborghini P140 is a code name given to a series of prototype cars built by Lamborghini starting in 1987. It was intended as a replacement for the outgoing Jalpa but never went into production, despite being close to production ready due to the fading interest of customers into high performance cars due to the Gulf Oil Crisis of the 1990s. The P140 was the first Lamborghini to be powered by a V10 engine. In the late 1980s, Lamborghini made plans to replace the aging Countach and Jalpa. While the development of the company’s V12 powered flagship model had already started, work was undertaken in order to start development of the new entry-level model. The design work of the new model was once again contracted to famed Italian designer Marcello Gandini who had worked closely with Lamborghini previously. The wedge shaped 2-door coupé codenamed the P140 penned by Gandini was immediately recognised as a member of the Lamborghini family and was powered by an entirely new 4.0-litre V10 engine along with an ergonomic dashboard and an extensive use of aluminium in the construction of the car. Development of the model continued into the 1990s before the company’s then owner Chrysler ultimately decided that the model would not be able to justify its development costs and garner much interest among customers due to the on going Gulf Oil Crisis of the 1990s which led to a fall in sales of high performance sports cars. The model was shelved in the final stages of its development but later on, the same engine and transmission used in the P140 would appear in the Giugiaro designed Calà concept introduced at the 1995 Geneva Motor Show. The Calà completely deviated from the wedge-themed design of the P140 and introduced a new curvaceous designed body made from carbon-fibre with innovative features such as a targa top design. The increased customer interest once again encouraged Lamborghini to develop a model to fill in the void left by the Jalpa but once again, the lack of funds needed for development meant that the concept once again needed to be shelved. It wasn’t until 2002 until finally the Gallardo with an evolution of the V10 engine used in the P140 would be introduced as the new entry level model of the brand and would be highly successful in terms of sales. 3 or 4 P140 prototypes are known to have been built according to company records. The first one was painted orange and was fully functional, hitting a top speed of 295 km/h (183 mph) on the Nardò Ring in Italy. The second prototype was painted red but was just a rolling chassis and was never fitted with an engine, and the third, built in 1991-1992, was painted white. The third car ended up being crashed during testing but was later restored and is currently on display here.

MARZAL

The Lamborghini Marzal is a concept car, first presented by Lamborghini at the 1967 Geneva Motor Show. Designed by Marcello Gandini of Bertone, it was created to supply Ferruccio Lamborghini with a true four-seater car for his lineup which already included the 400GT 2+2 and the Miura. Mr. Lamborghini initially viewed the creation of the Marzal as advertising rather than a production model, stating: “The Marzal was not developed as a production car. If you present a car like the Marzal at automobile shows such as Geneva, Turin, and Frankfurt all the magazines report on the first page about it. You would rather spend 100 million lire for building such an automobile which is still less expensive than paying for all the advertising. That would cost almost a billion lire. So it compensates in any case to build such a throwaway car.”. The Marzal remained a one-off, though the general shape and many of the ideas would later be used in the Lamborghini Espada. The Marzal’s styling was radical at the time of its introduction, with magazine Road & Track calling it “A Bertone design so fresh that everything else looks old fashioned.” It was distinguished by glazed gull-wing doors and a strong hexagonal motif throughout, including in the louvered rear window, interior trim and unique Campagnolo magnesium wheels. Other innovative styling elements included silver interior upholstery and 6 narrow S.E.V. Marchal headlamps in the thin, wedge-shaped nose. The Marzal was powered by a 2.0 L inline-six engine, which produced a claimed 175 bhp at 6800 rpm and a peak torque of 18.2 kilogram metres (132 lb/ft) at 4600 rpm. Top speed was estimated at 118 mph (190 km/h). This engine was designed by Gian Paolo Dallara and was a split-in-half version of the 4.0L Lamborghini V12, mated to a 5-speed transaxle. It was equipped with three Weber 40 DCOE carburetors, with air intakes positioned directly behind the rear passengers’ heads. The engine was mounted transversely in the rear of the car, fully behind the rear axle. The transaxle was from a Miura, with a higher final drive ratio of 5.30 to improve acceleration. The Marzal chassis was based on the production Miura chassis, extended by 120 millimetres (4.7 in) and stiffened. The resulting wheelbase was 2,620 millimetres (103 in). The front hood was made from aluminum with the remaining non-glazed bodywork constructed from steel. Gross weight was 2,690 pounds (1,220 kg). When visiting Bertone in the spring of 1967, journalist L.J.K. Setright observed that “five large blocks of metal and a moderately small anvil” had been placed in the front compartment of the Marzal in order to level the ride height from front to back. Overall length was 4,450 millimetres (175 in), width 1,700 millimetres (67 in) and height 1,100 millimetres (43 in). The suspension, steering and brakes used in the Marzal were all taken from the production Miura. Suspension travel was limited compared to the Miura, due to the design of the bodywork. Bertone designed unique 14 in diameter by 6.5 inch wide magnesium centrelock wheels, made by Campagnolo. These were similar in construction to those used on the Miura and Espada, but were visually unique, with two rows of nearly-hexagonal air ducts. Pirelli Cinturato HS tyres in size 205-14 were fitted. In total, 4.5 square metres (48 sq ft) of glass paneling was used in the Marzal, all supplied by Glaverbel. This company had previously provided Bertone with the glass used in the Alfa Romeo Carabo and the Miura’s rear window. An air conditioning system was installed in order to deal with the resulting high passenger compartment temperatures. Several companies made die-cast models based on the Marzal, including Dinky Toys and Matchbox. Many were in other colours such as orange, despite the original show car being painted silver. The Marzal appeared in action at a public event for the first time at the 1967 Monaco Grand Prix when Prince Rainier III, accompanied by his wife, Princess Grace, drove the car on his traditional parade lap before the start of the race. The car made a second public appearance at the 1996 Concorso Italiano in Monterey, California in honour of Carrozzeria Bertone. The Lamborghini Athon was also exhibited at this time. The car was driven by Prince Albert II during the opening ceremony of the 2018 Historic Grand Prix of Monaco. The Marzal was located for a long time in the Bertone Design Study Museum. It sold at RM Sotheby’s Villa d’Este auction on 21 May 2011 for 1,512,000 Euros including buyer’s premium. I first saw it as a special display at the Geneva Show a couple of years ago, so was delighted to see it again.

CHEETAH

The Lamborghini Cheetah was Lamborghini’s first attempt at an off-road vehicle. It was built on contract from Mobility Technology International (MTI), which in turn was contracted by the US military to design and build a new all-terrain vehicle. The basis of the design came from MTI, and was largely a copy of FMC’s XR311 prototype developed for the military in 1970. This resulted in legal action from FMC against MTI and Lamborghini in 1977 when the Cheetah was presented at the Geneva Motor Show. The XR311 and Cheetah could be considered progenitors of the current Humvee. The Cheetah was built in San Jose, California. After initial construction, the prototype was sent to Sant’Agata so Lamborghini could put on the finishing touches. They decided to go with a large, waterproofed 180 bhp 5.9L Chrysler engine, rear mounted, with a 3 speed automatic transmission. The body was fiberglass, and inside there was enough room for four fully equipped soldiers as well as the driver. The mounting of the engine in the rear gave the Cheetah very poor handling characteristics, and the engine choice was not powerful enough to be adequate for the heavy vehicle (2,042 kg (4,502 lb)), resulting in overall poor performance. The only finished prototype was never tested by the US military, only demonstrated to them by its designer, Rodney Pharis. It was later sold to Teledyne Continental Motors by MTI and still exists today. In the end, the military contract was awarded to AM General and their similar looking Humvee. The failure of the Cheetah project, along with Lamborghini financial problems, led to the cancellation of a contract from BMW to develop their M1 sports car. Lamborghini eventually developed the Lamborghini LM002 — a similar design, but with a 12-cylinder engine from the Lamborghini Countach mounted in the front.

COUNTACH

2021 marks the 50th anniversary of the Countach and accordingly, there were three of these cars assembled here to mark the half century.

Which small boy (and perhaps car loving girl) did not lust after a Countach back in the 1970s and 1980s. A dramatic looking car, this was the stuff of dreams that you would only ever see at the London or NEC Motor Shows. Countach first made an appearance, as a concept in 1971, but it was 1973 before the production car made its debut, and despite unfortunate timing with fuel shortages and a recession, and a number of financial problems for its maker, the car sold well throughout its production life. The Countach entered production as the LP400 with a 3929 cc engine delivering 370 hp. The first production Countach was delivered to an Australian in 1974. Externally, little had altered from the final form of the prototype except at the rear, where conventional lights replaced the futuristic light clusters of the prototype. The styling had become rather more aggressive than Gandini’s original conception, with the required large air scoops and vents to keep the car from overheating, but the overall shape was still very sleek. The original LP400 rode on the quite narrow tyres of the time, but their narrowness and the slick styling meant that this version had the lowest drag coefficient of any Countach model. The emblems at the rear simply read “Lamborghini” and “Countach”, with no engine displacement or valve arrangement markings as is found on later cars. By the end of 1977, the company had produced 158 Countach LP400s. In 1978, a new LP400 S model was introduced. Though the engine was slightly downgraded from the LP400 model (350 bhp), the most radical changes were in the exterior, where the tyres were replaced with 345/35R15 Pirelli P7 tyres; the widest tyres available on a production car at the time, and fibreglass wheel arch extensions were added, giving the car the fundamental look it kept until the end of its production run. An optional V-shaped spoiler was available over the rear deck, which, while improving high-speed stability, reduced the top speed by at least 16 km/h (10 mph). Most owners ordered the wing. The LP400 S handling was improved by the wider tires, which made the car more stable in cornering. Aesthetically, some prefer the slick lines of the original, while others prefer the more aggressive lines of the later models, beginning with the LP400 S. The standard emblems (“Lamborghini” and “Countach”) were kept at the rear, but an angular “S” emblem was added after the “Countach” on the right side. 1982 saw another improvement, this time giving a bigger, more powerful 4754 cc engine. The bodywork was unaltered, however the interior was given a refresh. This version of the car is sometimes called the 5000 S, which may cause confusion with the later 5000 QV. 321 of these cars were built. Two prototypes of the 1984 Countach Turbo S were built by Lamborghini, of which one is known to exist. The Turbo S weighed 1,515 kg (3,340 lb), while its 4.8 litre twin-turbo V12 had a claimed maximum power output of 758 PS and a torque output of 876 N·m (646 lb·ft), giving the car an acceleration of 0–100 km/h (0–62 mph) in 3.7 seconds and a top speed of 335 km/h (208 mph). A turbo adjuster, located beneath the steering wheel, could be used to adjust the boost pressure from 0.7 bar to 1.5 bar at which the engine performed its maximum power output. The Turbo S has 15″ wheels with 255/45 tyres on the front and 345/35 on the rear. In 1985 the engine design evolved again, as it was bored and stroked to 5167 cc and given four valves per cylinder—quattrovalvole in Italian, hence the model’s name, Countach 5000 Quattrovalvole or 5000 QV in short. The carburettors were moved from the sides to the top of the engine for better breathing—unfortunately this created a hump on the engine deck, reducing the already poor rear visibility to almost nothing. Some body panels were also replaced by Kevlar. In later versions of the engine, the carburettors were replaced with fuel injection. Although this change was the most notable on the exterior, the most prominent change under the engine cover was the introduction of fuel injection, with the Bosch K-Jetronic fuel injection, providing 414 bhp, rather than the six Weber carburettors providing 455 bhp. As for other markets, 1987 and 1988 model Quattrovalvoles received straked sideskirts. 610 cars were built. Seen here is one of the early Countach LP400 models.

SIAN

The Lamborghini Sián FKP 37 is a mid-engine hybrid sports car which was unveiled online on 3 September 2019, the first hybrid production vehicle produced by the brand. The name Sián comes from a Bolognese word which means a flash of lightning. The name was selected to highlight the fact that the car is the first production vehicle produced by the company to include a hybrid supercapacitator component. The suffix FKP 37 is related to the initials and birth year of the late Volkswagen Group chairman Ferdinand Karl Piëch. Based on the Lamborghini Aventador, the Sián FKP 37 shares its engine with the SVJ variant of the Aventador, but an electric motor integrated into the gearbox adds another 25 kW to the power output. Other modifications to the engine include the addition of titanium intake valves, a reconfigured ECU and a new exhaust system raising the power output to 785 PS. The total power output is 819 PS, making the Sián the most powerful production Lamborghini. The engine is connected to a 7-speed automated manual transmission and the car employs an electronically controlled all-wheel-drive system with a rear mechanical self-locking differential for improved handling. The power for the electric motor is stored in a supercapacitor unit instead of conventional lithium-ion batteries. The supercapacitor unit is integrated with the electric motor into the gearbox in order for a better weight distribution. Supercapacitors were chosen due to their ability to provide three times the power of a conventional lithium-ion battery of the same weight. The unit installed in the car is an evolution of the Aventador’s starter motor and can store ten times more power than the unit it is based on. A regenerative braking system helps generate enough energy to recharge the supercapacitors. The electric motor counters the effect of deceleration and provides a power boost to the driver at speeds up to 130 km/h (81 mph). The motor supports low-speed manoeuvres such as parking and reversing. The improvements made to the car help accelerate it from 0 to 100 km/h (62 mph) in 2.8 seconds and attain an electronically limited top speed of 350 km/h (220 mph) but the official top speed is to be confirmed. The exterior design incorporates a wedge shape, a trademark of famed automobile designer Marcello Gandini and mixes that with the design of the Terzo Millennio concept introduced two years prior. The Y shaped daytime running headlights are inspired by the Terzo Millennio while at the rear an active fixed rear wing with the number “63” embossed on its winglets to honour the company’s year of incorporation creates downforce. Downforce is maximised by the model’s prominent side air intakes and large carbon-fibre front splitter. A transparent “Peroscopio” glass panel runs from the centre of the roof and rolls back into the slatted engine cover adds light and visibility for the occupants, and the six hexagonal taillights are an inspiration from the Countach. Along with the wing, active cooling vanes at the rear are used which are activated by a smart material that reacts to heat. When a certain temperature is reached, the vanes rotate for extra airflow. The interior is based heavily on the Aventador’s interior, but the centre console has been tidied up and a portrait touchscreen first seen in the Huracán Evo is one of the key differences. The leather upholstery has been done by Poltrona Frau, an Italian furniture company and 3D printed parts are used on the interior for the first time. Production of the Sián FKP 37 was limited to 63 units of the coupe and 19 units of the roadster and all have already been sold. Lamborghini’s Ad Personam division will be responsible for the manufacture of the Sián. The car was officially unveiled to the public at the 2019 Frankfurt Motor Show configured in a unique “electric gold” paint. It was also renamed to be known as the Sián FKP 37 honouring late Volkswagen Group chairman Ferdinand Piëch. “FKP” are the initials of his name and “37” are the last two numbers of his birth year (i.e. 1937).

CENTENARIO

The Lamborghini Centenario is a limited production sports car based on the Lamborghini Aventador which was unveiled at the 2016 Geneva Motor Show to commemorate the 100th birthday of the company’s founder, Ferruccio Lamborghini. Lamborghini developed the Centenario to showcase the advancement of new technologies and also as a test bed for the development of new Lamborghini models. The Centenario is the first Lamborghini automobile to have 3 exhausts and to be deployed with rear-wheel steering. The system is designed to provide added maneuverability at low speed, in a city driving environment, and improved stability at high speed. This is also the first Lamborghini model to be equipped with the company’s new infotainment system. The system consists of a new 10.1-inch portrait screen which also records telemetry and driving data and top speeds. The car also serves as a base for showcasing the new aerodynamic advancements. A twin-deck splitter at the front helps in generating downforce as well as to let air pass through the side of the car while working in conjunction with the side blades. The Centenario also has the largest rear diffusers to ever be incorporated into a car. The diffusers along with the electronically controlled twin deck rear-wing aids further in generating downforce. The car generates 227 kg (500 lb) of downforce at 280 km/h (174 mph). The Centenario is based on the Aventador SVJ and retains the carbon-fibre monocoque along with aluminium front and rear subframes from the standard Aventador. Power comes from a tuned version of the Aventador’s 6.5-litre V12 generating 770 PS at 8,500 rpm and 690 Nm (509 lb/ft) of torque at 5,500 rpm, therefore increasing power over the Aventador SV by 20 PS. The Centenario also has a slight weight reduction compared with the Aventador of 5 kg (11 lb). The engine is mated to the same 7-speed ISR automated manual gearbox as used on an Aventador along with the all-wheel-drive drivetrain developed by Haldex. The power steering has two turns lock-to-lock. The suspension system is a push-rod design. The car has three driving modes, namely, “Strada” (for normal city driving), “Sport” (for high performance driving) and “Corsa” (for optimum track performance). The car comes with either leather or Alcantara upholstery on the interior mostly carried over from the Aventador, customizable to the customer’s specifications. The interior has a carbon fibre trim along with carbon fibre shift pedals and has sound deadening materials removed. The car can accelerate from 0–100 km/h (0–62 mph) in 2.8 seconds, 0–300 km/h (0–186 mph) in 23.5 seconds and has a top speed of 350 km/h (217 mph). The Lamborghini Centenario has a power to weight ratio of 2.18 kg (4.81 lb) per horsepower and a braking distance of 30 m (98 ft) from 100–0 km/h (62–0 mph). Lamborghini unveiled the Centenario Roadster at the August 2016 Pebble Beach Concours d’Elegance. The only change over the coupé counterpart is the weight of the car, which is now set to at least 1,570 kg (3,461 lb) due to the loss of the roof and due to chassis reinforcing components. Performance remains the same as that of the coupé. A total of 40 cars, (20 coupes and 20 roadsters) were produced, all of which were already sold via invitation to selected customers.

VENENO

The most expensive Lamborghini yet-produced is this, the Veneno, a limited production supercar based on the Lamborghini Aventador and built to celebrate Lamborghini’s 50th anniversary, and indeed, at launch it was the most expensive new car “in the market”. The prototype, Car Zero, is finished in grey and includes an Italian flag vinyl on both sides of the car. The engine is a development of the Aventador’s 6.5 litre V12 and produces 750 PS. The vehicle number 0 was unveiled at the March 2013 Geneva Motor Show, followed by 2013 Quail Motorsports Gathering, Vallelunga circuit near Rome during the World Finals of Lamborghini Super Trofeo 2013 series. There’s another number 0 Veneno prototype test car. The Lamborghini Veneno has an electronically limited top speed of 354 km/h (220 mph), can do 0–60 mph in 2.8 seconds, can brake 60–0 mph in 30 m (98.0 ft), and corners at 1.41 G. The Veneno has a weight to power ratio of 1.93 kg (4.25 lb) per horsepower. Lamborghini built just five examples of the Veneno: One for factory testing, one was kept for itself and three were for customers. The car seen here is Car Zero. The three production cars cost €3,120,000 each, and all three were sold.

SESTO ELEMENTO

Not quite a concept, as a small number of these cars were made, was the Sesto Elemento, which debuted at the 2010 Paris Motor Show. The Sesto Elemento’s name (“Sixth Element” in English) is a reference to the atomic number of carbon, in recognition of the car’s extensive use of carbon fibre. The Sesto Elemento is equipped with a 6-speed semi-automatic transmission with paddle shift and all wheel drive system, mated to a 5.2 litre V10 engine borrowed from the Gallardo, generating 570 bhp and 540 N·m (400 lbf·ft) of torque. The chassis, body, drive shaft and suspension components are made of carbon fibre, reducing the overall weight to a mere 999 kilograms (2,202 lb), a weight comparable to subcompact cars. Air is released through 10 distinctive hexagonal holes in the engine cover, while two intakes funnel cool air into the mid-mounted engine compartment. Lamborghini claims a 0–100 km/h (0–62 mph) acceleration time of just 2.5 seconds, and top speed of over 210 mph. The Lamborghini Sesto Elemento has a power to weight ratio of 1.75 kg (3.86 lb) per horsepower, which is currently the best power to weight ratio of a production Lamborghini. The Sesto Elemento’s interior is generally bare without vehicle comforts such as air-conditioning and car stereo. The seats are made of foam and stuck onto the chassis of the vehicle, reducing weight and production costs. Lamborghini announced plans to make 20 Sesto Elementos for track use only in mid-2011. All 20 were quickly sold.

REVENTON

This is one of the 20 Reventón models that were built. Launched at the 2007 Frankfurt Motor Show, this was the most expensive Lamborghini road car ever until the Lamborghini Sesto Elemento was launched, costing two million dollars (€1.5 million, or £840,000). Its top speed was recorded in Dubai, UAE at 221 miles per hour. The official press release stated that only 20 vehicles would be sold to the public, with one additional car (marked as 00/20) produced for the Lamborghini museum. Although early rumours indicated the total number would actually be 100, each Reventón is stamped with its number in the sequence of 20 between the driver’s and passenger’s seats, and only 20 were built. Of the original 20 coupes, 10 were delivered to the United States, seven to Europe, one to Canada, and two to Asia. One of them is in the possession of controversial Chechen leader, Ramzan Kadyrov. All the cars were finished in a sort of dull grey colour. Despite the exterior being new, and constructed from carbon fibre, almost all the mechanical elements (including the engine) were sourced directly from the Murciélago LP640. According to the official press release, the Reventón’s exterior styling was inspired by “the fastest airplanes”.

MURCIELAGO

In its turn, the Diablo gave way to the Murcielago in 2001. Taking its name from the Spanish for “bat”, this was Lamborghini’s first new design in eleven years and more importantly, the brand’s first new model under the ownership of German parent company Audi, which was manifest in a much higher level of quality and reliability. The Murcielago was styled by Peruvian-born Belgian Luc Donckerwolke, Lamborghini’s head of design from 1998 to 2005. Initially it was only available as a Coupe. The Murciélago was an all-wheel drive, mid-engined supersports car. With an angular design and an exceptionally low slung body, the highest point of the roof is just under 4 feet above the ground. One of the vehicle’s most distinguishing features are its scissor doors. which lends to the extreme image. First-generation Murciélagos, produced between 2001 and 2006, were powered by a Lamborghini V12 that traces its roots back to the company’s beginnings in the 1960s. The rear differential is integrated with the engine itself, with a viscous coupling centre differential providing drive to the front wheels. Power is delivered through a 6-speed manual transmission. The Murciélago suspension uses an independent double-wishbone design, and bodywork features carbon fiber, steel and aluminium parts. The rear spoiler and the active air intakes integrated into the car’s shoulders are electromechanically controlled, deploying automatically only at high speeds in an effort to maximise both aerodynamic and cooling efficiency. The first generation cars were produced between 2001 and 2006, and known simply as Murciélago, sometimes Murciélago VT. Their V12 engines produced just under 580 PS (572 hp), and powered the car to 100 km/h (62 mph) in 3.8 seconds. Subsequent versions incorporated an alphanumeric designation to the name Murciélago, which indicated their engine configuration and output. However, the original cars are never referred to as “LP 580s”. The Murciélago Roadster was introduced in 2004. Primarily designed to be an open top car, it employed a manually attached soft roof as cover from adverse weather, but a warning on the windshield header advised the driver not to exceed 100 mph (160 km/h) with the top in place. The designer used the B-2 stealth bomber, the Wally 118 WallyPower yacht, and architect Santiago Calatrava’s Ciutat de les Arts i les Ciències in Valencia, Spain as his inspiration for the roadster’s revised rear pillars and engine cover. In March 2006, Lamborghini unveiled a new version of its halo car at the Geneva Motor Show: the Murciélago LP 640. The new title incorporated the car’s name, along with an alphanumeric designation which indicated the engine’s orientation (Longitudinale Posteriore), along with the newly updated power output. With displacement now increased to 6.5 litres, the new car made 640 PS ( 631 hp) at 8000 rpm. The Murciélago’s exterior received a minor facelift. Front and rear details were revised, and side air intakes were now asymmetrical with the left side feeding an oil cooler. A new single outlet exhaust system incorporated into the rear diffuser, modified suspension tuning, revised programming and upgraded clutch for the 6-speed “e-Gear” automated sequential transmission with launch control rounded out the performance modifications. Interior seating was also re-shaped to provide greater headroom, and a new stereo system formed part of the updated dashboard. Optional equipment included Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite brakes, chrome paddle shifters and a glass engine cover. At the 2006 Los Angeles Auto Show, Lamborghini announced that the roadster version of the Murciélago would also be updated to LP 640 status. At the 2009 Geneva Motor Show, Lamborghini unveiled the ultimate version of the Murciélago, the LP 670–4 SuperVeloce. The SV moniker had previously appeared on the Diablo SV, and Miura. SV variants are more extreme and track-oriented, and are released at the end of each model’s production run. The SuperVeloce’s V12 produced 670 PS (661 hp) at 8000 rpm and 660 N·m (490 lbf·ft) of torque at 6500 rpm, thanks to revised valve timing and upgraded intake system. The car’s weight was also reduced by 100 kg (220 lb) through extensive use of carbon fibre inside and out. A new lighter exhaust system was also used. As a result of the extensive weight loss, the SV had a power-to-weight ratio of 429 bhp/ton. Also standard were the LP 640’s optional 15-inch carbon-ceramic disc brakes with 6 piston calipers. The original production plan for the SV was limited to 350 cars, , but in fact only 186 LP 670-4s were produced before the factory had to make room for the new Aventador production line. Numbered cars 1–350 do not represent the order in which cars were manufactured. Only 5-6 were made with manual transmission. Production of the Murciélago ended on November 5, 2010, with a total run of 4,099 cars. Its successor, the Aventador, was released at the 2011 Geneva Motor Show. Seen here was an LP650-4 Roadster.

CONCEPT- S

This is the the Concept S, which was first presented as a non-running design study at Geneva in 2005. It was conceived of by then head of design Luc Donckerwolke at Centro Stile Lamborghini and introduced as an extreme interpretation of an open-top spyder version of the Gallardo. Donckerwolke envisioned the concept as a modern rendition of the classic single-seater racing car, albeit with twin cockpits side by side. The astonishing amount of public interest at the Geneva Motor Show prompted the decision to build a functional version in order to further gauge potential customer demand. It was a stunning design to say the least, and this is the initial prototype model. The following year, the fully operable Concept S, which was based on the Gallardo platform, was first shown to the public at the Concorso Italiano. This stunning spyder was a proverbial showstopper, as it remained true to its concept yet seemed even more extreme. The so-called “saute-vent” windscreens were re-designed and lowered for homologation reasons, though the result is even more radical than the original design. These screens serve to visually divide the cabin into two distinct compartments, giving the car an aggressive and futuristic look. They also create a “spine” that runs between the passenger and the driver, essentially dividing them from one another. It also acts as an additional air inlet for the powerful 520 bhp V-10 engine at its heart, which is positioned behind the occupants. The aerodynamics of the Concept S have been further optimized by the use of front and rear spoilers and a large rear diffuser. Lamborghini initially slated the car for production but decided to produce a limited run of 100 examples for favoured customers. However, the exceedingly high cost and time-consuming production of the Concept S ultimately ended with the first example also being the last, leaving the Concept S as a true production-ready, one-off Lamborghini.

I really don’t understand the new MUDETEC branding, which seems almost to take away the fact that this museum is a celebration of what Lamborghini has brought to the world since they started producing cars in 1963. Whilst there are not quite as many different models as rival Ferrari can show us, there are more Lamborghini than you might realise, especially when you factor in some of the concepts and prototypes and some of the recent very low volume vehicles. With only around 25 vehicles on show, even if you linger over every one, which you likely will want to do, it won’t take you that long to go round this museum, so it is perfectly viable to visit some of the others that are in the area on the same day, and having been to them all, I strongly recommend you do. Certainly, do include this one in your trip, though. I shall be keeping a watchful eye to see when the displays change to I can plan another visit.

More details are available on the museums’ own website: https://www.lamborghini.com/en-en/museum