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Maserati 3200 GT: The best thing you can buy for £10,000

Maserati 3200 GT: The best thing you can buy for £10,000

Want a Ferrari but only have £10,000?

When I think of things that are great value for money, I think of two things: a £3 meal-deal, and one particular car from the Ferrari-era of Maserati. It’s called the 3200 GT and I truly believe it to be the best thing you can buy for £10,000 – and one of the best value cars today.

I say this after attending one of Sporting Bears’ events, at which the charitable organisation had many vehicles for people to go out for passenger rides in – more on Sporting Bears later on.


The highlight of the 3200 GT, for me, is it’s marvellous engine. It’s a 3.2-litre twin-turbocharged V8 which produces 370 horsepower, and 442 Nm of torque. This gives the 3200 GT what it needs in order to do 0-60 mph in 5.1 seconds, and hit a top speed of 174 mph. The automatic version is a bit slower however – it does 0-60 mph in 5.7 seconds, and maxes out at 168 mph.

Dubbed the AM578, it’s an engine which can be traced back to 1981 when it was first used as a 2.8-litre V6 in the Maserati Biturbo. Nine years on, and it was first seen in V8 form when Maserati released the Shamal in 1990. The engine now had a displacement of 3.2 litres, and produced an impressive 330 horsepower.

Ferrari then assumed control of Maserati in July 1997. One of their main missions was to improve the quality of the vehicles, as Maseratis were renowned for their unreliability. The Quattroporte Evoluzione was then released in 1998. It appeared to be the almost identical as the previous version, however every aspect of the car had been revisited in order to ensure that it was more reliable – but Ferrari wanted a more dramatic way to announce its new control of Maserati.

And so came the 3200 GT. It utilised the same engine as the Quattroporte Evoluzione, except it produced 370 horsepower compared to the Quattroporte’s 335 hp.

This engine proved to be so good that Maserati, Ferrari and Alfa Romeo continued to use it long after the 3200 GT. In 4.2-litre form, the engine was used in the Maserati Coupe – which was the successor to the 3200 GT.

Ferrari then decided to use the engine, this time in 4.3-lite form, in two of their own cars: the 430 Scuderia and the California. Finally, the engine was used in the Maserati GranTourismo and Alfa Romeo 8c as a 4.7-litre V8.

You’ll notice that the Ferraris sound very different to the Maseratis, despite them having almost identical engines. This is because Ferrari favoured flat-plane cranks, whereas Maserati favoured cross-plane cranks. I personally prefer the Maserati engine, mainly due to its raw and dirty sound – take a listen:

The power from the 3200 GT’s engine is fed through one of two different transmissions: a six-speed manual, or a 4-speed automatic. The latter was released shortly after the manual version and was called the 3200 GT Automatica – or 3200 GTA for short. Something which all versions of the 3200 GTs share in common is the fact that 100% of their power is sent to the rear wheels.

As I‘ll explain later on, it’s how the engine delivers its power which makes it so impressive – but how does the car look once you close the bonnet?


All this performance is packed into what is a rather unassuming body. It’s not low and wide like a Ferrari, and it doesn’t have ridiculous vents or 12 exhausts at the back like a Lamborghini. Instead, the car sits close to the ground – but not so low whereby getting in and becomes a form of exercise. The 3200 GT’s narrower bodystyle also helps to fool you into thinking that it’s a small car, when in reality it’s actually bigger than the 911 of its time.

Focus your attention to the back of the car and you’ll notice an incredibly unique pair of brake lights. Dubbed the ‘boomerang’ design, these are the first ever LED brake lights to have been fitted to a car – and they look absolutely stunning. They contour to the overall shape of the car, accentuating its lines to make for a more athletic profile.

Unfortunately, these lights didn’t live for too long as the 3200 GT’s successor, the Maserati Coupe, has normal brake lights. Rumour has it that the LED lights did not comply with the USA’s regulations, hence they disappeared in 2002. Further down from these boomerang headlights are four beautiful stainless steel exhaust pipes, from which the glorious tune of the 3.2-litre V8 exits.

The side of the 3200 GT is a slight disappointment In my opinion. I think that Maserati could have done a lot more to make this portion of the car stand out, instead of making it as plain as it is. Fortunately, there are some unique design quirks which partially make up for this.

For instance, the fuel filler cap is in a rather odd position as it sits incredibly high up. The reason for this is because the 3200 GT‘s fuel tank sits in between the rear passenger seats, and the boot. Next to the fuel filler cap, is a Maserati badge – which is probably a way to make you feel better on the many occasions you’ll be refuelling the car at a petrol station.

Modern cars often have something which dominates the front of the car. The new BMW M4 for instance borrows SpongeBob’s front teeth, and uses them for a front grille. The front of the Maserati however isn’t really dominated by anything – instead, all it’s features come together in perfect harmony to form the perfect nose.

The vented bonnet for example shows the car’s immense performance, but its refined front grille and pretty headlights remind you of its comfort and touring abilitiesis in fact a GT car – it’s just perfect.

With all that being said, I do wish that the 3200 GT looked a bit more flamboyant overall. Even though it‘s supposed to be a GT, at the end of the day, it’s still a Maserati. Especially when you consider how Ferrari was in control of the company at the time, I think the designers could have been a bit more frivolous and fun with the design, whilst still maintaining a suitable level of sophistication for it to still be considered a GT.


When inside the car, you feel like you’re in your own leather cocoon. This example has a two-tone leather interior with contrast piping which – especially with the blue exterior paint – works perfectly. It’s the perfect combination of Italian style, and traditional comfort.

As mentioned, the exterior of the car is slightly deceiving as it makes the 3200 GT look smaller than it actually is. In reality, it’s larger than the Porsche 996 – a car which also has four seats. The issue with the Porsche however is that you can’t actually fit a normal human being in the back, meaning you can really only ever have two people in the car. By contrast, the Maserati boasts enough interior space to make its rear seats usable – meaning three of your friends can experience the thrill of the 3200 GT on the road with you.

Focus on the door cards and you’ll notice how there are no window controls. This is because they are located on the centre console, which meant that Maserati didn’t have to change the door cards depending on the side of the steering wheel.

The centre console also has a button to switch off the car’s parking sensors – which I find rather funny as you still get the button even if the car doesn’t actually have parking sensors as a fitted option. Further above this button is the classic Maserati interior clock, a distinctive feature of any Maserati‘s cabin.

If you want to open the boot or fuel cap, you’ll need to open the glovebox as both release switches are located here – which is a bit odd. Close the glovebox, and you’ll see the 3200 GT badge on the glovebox – which, unfortunately, is one of the only obvious ways to tell what you are sat in.

The Maserati 3200 GT is a special car, it differs from the crowd – which is why you buy it. The engine, and body reflect this in near perfect fashion; but, as beautiful as it is, the interior isn’t really unique – which is a bit of a shame in my opinion.

On the road

Thought it does look fantastic, on the road is where you get your money’s worth.

The version I went out in was the Automatica. This means that all that power from the engine then gets sent to the rear wheels via a 4-speed automatic gearbox – which might not sound too appealing. Obviously, the fact that it’s rear-wheel drive sounds good – but a 4-speed automatic transmission is quite the opposite. However, as soon as we took off, my opinion immediately changed.

To go forward, you just put your foot down and feel yourself getting more and more compressed into your seat. You don’t need to worry about changing gear, you just keep your foot down. Acceleration feels absolutely relentless, courtesy of the 3200 GTA’s long gears – it almost feels dangerous as you reach a higher RPM.

The sport button sharpens throttle response, and allows the car to rev right up until 7000 RPM. It also stiffens the suspension, which is futile in my opinion.

Even in the car’s normal driving mode, the ride isn’t exactly buttery smooth, despite it being a GT car. The suspension setup makes the 3200 GT feel more like a sports car instead of the GT Maserati claims it to be.

The version of the 3200 GT I got to experience was the 3200 GT Automatica, or the GTA for short. There is a six-speed manual version available however it fails to properly cope with the engine of the car.

The sport button allows the car to rev right up until 7000 RPM in the auto, doesn’t do much in the manual. Also sharpens throttle response, and stiffens the suspension – but even in normal mode, it’s not exactly buttery smooth; despite being a GT car – more like a sports car.

The steering is also not very GT-like, mainly due to how responsive it is. Maserati was criticised so much for this that they actually altered the steering of the 3200 GT in 2001, to make it slightly less twitchy. Personally, I don’t see it as a particularly big issue because – despite what Maserati claims – the 3200 GT is a sports car at heart, it’s just covered in some fancy leather to make it more GT-like.

The manual version of the 3200 GT might seem like the better option, but I think otherwise. The best thing about the 3200 GT isn’t just the engine, but it’s how the engine delivers power in such a smooth manner. The gearbox in the Automatica is tailored to work with the engine, whereas the manual transmission isn’t – which is why it almost struggles to cope with the power.

Final thoughts

This is one of my last ever reviews which will be published here on DriveTribe. I’ve been on this platform for the better part of two years, and this is one of the closing chapters to my time on this platform. This might seem like a rather random thing to mention but over the past few days, I’ve been thinking a lot about all the cars I’ve seen and experienced during my two years.

All the cars that initially come to mind are big, loud, flashy supercars with price tags to match – and then there’s the Maserati.

It’s not a car reserved exclusively for the billionaires of this world, and it’s not a car which will try to kill you if you take it down to your local supermarket. The Maserati 3200 GT is a car which a lot of people can actually use, and – more importantly – one which is far more attainable than you would think.

With some examples being listed for as low as £10,000, the 3200 GT costs less than a new Ford Fiesta – and the Fiesta doesn’t come with a twin-turbocharged V8 engine. But, the 3200 GT isn’t just a car with a nice-sounding engine. It’s comfortable, rare, and beautiful to look at.

Granted, it will cost you a bomb to refill and parts for the car aren’t exactly easy to find; but for £10,000, it will put one big smile on your face.

Sporting Bears

If you like the sound of this Maserati 3200 GT, you can experience it with Sporting Bears at one of their events. And if it’s not to your liking, you can go out for a passenger ride in another one of their 2000 cars across the UK.

At The British Motor Show last year, Sporting Bears established a strong presence by attracting an incredibly large crowd with their impressive fleet of cars. They also raised an incredible grand total of £41,029.80 for charity at this event.

The grotesque Lamborghini Countach from 1974 sharply blazed the way for the modern supercar.

The grotesque Lamborghini Countach from 1974 sharply blazed the way for the modern supercar.

The grotesque Lamborghini Countach from 1974 sharply blazed the way for the modern supercar

Just imagine this car driving through narrow Italian streets in the 70’s. What is this this UFO doing here? I could totally imagine a young kid pointing at it, and an old nonna swearing at it. This is one of the most disruptive designs of the automobile industry. Remember the Lamborghini Miura from the 60’s with its revolutionary design and conception? Well the brand from Sant’ Agata had done it again, a decade after, with a car which’s name means “Damn” in Piemontese dialect. This car had to be eye-popping, and it was.

Back in the days, this was one of the cars that you’d see in every boys’ room. The Countach was featured on many posters, and was usually backed up by naked woman, but there were also a multitude of models. You probably had one. This car was everywhere. You just need to imagine that you’re in the 70’s, and the craziest things you’ve ever seen are concept cars that you will never see on the road. So, when the Countach replaced the beautiful Miura in 1974, it was a total game-changer. Scissor doors, sharp lines, short front, low and wide trapezoidal shapes and even pop-up headlights were brought to the mix of what was to become an idol of an entire generation.

Designed by genius Marcello Gandini, who was behind the Miura too, the Countach broke all the codes of its predecessor. Done with the long and smooth feminine lines. It was time to build a car that looked like it came from another planet. It now was a faster car that handled better and was more stable at high speeds. The Countach was, indeed, a very important car for Lamborghini. Firstly, it saved the Sant’Agata brand from bankruptcy and had a tremendous career that went on for nearly 20 years. Yet, the Countach didn’t get the clean start Lamborghini had wished for.

The Countach was featured on many posters, and was usually backed up by naked woman. Hugh Hefner.

This Lamborghini you see here is called the LP400. And this is where the story began. But three years earlier, Lamborghini had a prototype named LP500. That stood for Longitudinale Poseriore 5.0. And, unfortunately, this big centrally-mounted V12 didn’t have enough air to cool down. This resulted in several engines blowing up and many reliability issues. Therefore, the engineers decided to scrap the 5.0 and use the Miura’s 3.9 V12 that develops 375PS. At this point, the prototype was used for crash test purposes (ouch…). The first “mass” production cars differed a little bit from the prototype. They had larger air intakes to avoid overheating, it had a tiny rear window (that still didn’t help people to park it), and they got rid of the periscope mirror. Even though the latter wasn’t even featured on the car, the first Countach’s earned the name “Periscopio” in honour of the prototype that actually had one. Moreover, a few other details like the backlights and the digital dashboard didn’t make it into production, but otherwise, everything stuck to the original plan.
Only 158 Countach LP400 were built. Then the Countach became fatter, wider and even received a large rear-wing. Were they ugly? In my opinion, not at all. But the first iteration always kept a special place in purists’ hearts, and is unsurprisingly the most desirable version. In fact, the “Periscopio” is the only one you should’ve banked on if you wanted to make big money. Now, prices have skyrocketed and fetch up to 1.5M Euros. This particular model is an original factory LHD with only 8’000km from new, and this might be the lowest mileage “Periscopio” in the world. It’s finished in a beautiful Rosso paint with a dark blue interior. Got that Spiderman theme there. It’s a special car that still drags a lot (this is just an understatement) of attention. It didn’t take a lot of time for the whole village to come out of their homes to take a look at the car and take pictures. From nonnas to young kids, we could feel that the automobile passion is within every Italian. Which is great, because it just shows us that we’re not ready to bury cars like these anytime soon.

10 of the most important and Iconic Jaguar Cars of all time

10 of the most important and Iconic Jaguar Cars of all time

A run down of The top 10 most iconic Jaguar cars of all time

Jaguar first started back in 1922 as the Swallow Sidecar Company, before eventually changing its name to Jaguar in the 1940’s. The company has had a tumultuous past but has produced some of the most beautiful and iconic performance cars of all time.

Here are 10 of the most iconic Jaguars ever made.

1. Jaguar SS100

The first car to get a mention on this list is the SS100. It was a 2-seat sports car built between 1936 and 1940. The ‘100’ in the name was there to reflect the fact the maximum speed of the car was 100 mph. It is widely considered to be one of the most aesthetically pleasing Jaguars of all time and it’s also one of the rarest.

2. Jaguar XK120

Following the Second World War, the XK120 was launched and this car helped put Jaguar on the map. Equipped with a dual overhead camshaft and inline-six engine, it made for a great road racer – and was the fastest production car of its time. NUB120 was perhaps the most well-known racing XK120. Driven by Ian Appleyard, with his wife Patricia “Pat” Lyons, the daughter of Jaguar founder Sir William Lyons, as his co-driver, it took to the Alps in the 1950 Alpine Rally: an endurance road race that crossed multiple countries through treacherous mountain passes. He went on to victory.

3. Jaguar C-type

The next car on the list is the stunning C-type, also known as the XK120C, which was built and sold from 1951 to 1953. While the XK120 was ruling the mountain rally’s, the track was being dominated by the C-type. To create the XK120C, Jaguar transplanted the XK120’s mechanicals into the heart of a pure-bred racing car, featuring a lightweight, multi-tube chassis designed by engineer Bob Knight, along with a 3.4-litre straight six producing 200bhp.

4. Jaguar D-type

Next up is the legendary D-type, that was produced between 1954 and 1957. Although it shares the basic straight-6 XK engine and many of its mechanical components with the C-Type, its aviation industry influenced structure was radically different. Innovative monocoque construction and an aeronautical approach to aerodynamic efficiency brought aviation technology to competition car design, thanks to designer Malcolm Sayer.

5. Jaguar MK II

Built from 1959 to 1967, the Jaguar MKII excelled on the touring car circuit – where everyday road cars went head to head. These races made a name for the Jaguar small sedans under private racing teams, achieving success in the British Saloon Car Championship (BSCC) between 1958 and 1963. During this time, the Jaguars were not only winning most races, but also regularly taking second and third place as well. The Jaguars succeeded across the Channel, too, with success in the Tour de France Automobile road race, where they won the Touring Car class from 1959 through to 1963.

6. Jaguar E-type

Jaguar began building the iconic E-type between 1961 until production stopped in 1975. On its launch in 61′, Enzo Ferrari famously said that he thought it was the most beautiful car in the world. The E-Type arrived at a time when most competitor cars still had drum brakes and average performance, so its top speed of 150 mph, a 0–60 time in under 7 seconds, monocoque construction, disc brakes, rack and pinion steering, independent front and rear suspension, and unrivalled looks, certainly helped Jaguar blow away the competition.

7. Jaguar XJ13

Next on the list is the XJ13, only one example was ever built and it was the first Jaguar to use the 5.0-litre V12 engine. The XJ13 was built for – but never raced at – Le Mans, and was designed by Malcolm Sayer and what a stunning machine it is.

8. XJ6 S1

When the XJ6 Series 1 was first released in 1968 it was awarded car of the year and since 1970 it has been Jaguar’s flagship model. The XJ was the last Jaguar saloon to have had the input of Sir William Lyons, the company’s founder.

9. Jaguar XJR-9

The Jaguar XJR-9 was a race car built for both FIA Group C and IMSA Camel GTP racing, debuting at the 1988 24 Hours of Daytona. The XJR-9 was designed by Tony Southgate and built by Tom Walkinshaw Racing (TWR), and featured a Jaguar 7.0-litre V12 based on the production 5.3-litre engine as used in the Jaguar XJS road car that produced 750bhp. It put Jaguar on top of the Le Mans podium for the first time since 1957.

10. Jaguar XJ220

Last but not least, is the Jaguar XJ220. It was produced between 1992 to 1994. The XJ220 was a two-seater supercar that was built in collaboration with TWR (Tom Walkinshaw Racing) and when it was released it was the world’s fastest car. It had a 3.5-litre twin-turbocharged V6 that produced 540 hp and it recorded a top speed of 212.3 mph (341.7 km/h) during testing by Jaguar.

Top 8 Rare Porsche Production Models

Top 8 Rare Porsche Production Models

Eight of the most rare Porsche models ever produced

Porsche is a brand that is known and loved worldwide and the value of early cars has gone through the roof lately. Air-cooled models are generally the most sought after as they are seen to be everything a Porsche should be, and also because it’s becoming more difficult to source a clean example. Here are five of the rarest production models ever produced by the German carmaker.

8. 76 911 European Carrera

7. Porsche 968 Turbo RS

Only 3 examples built

6. The Porsche 968 Turbo S

Only 13 examples built


5. Porsche 911 Turbo S (964)

The colour Speed Yellow was specially developed for this model and only 86 examples were ever put into production. Photo credit: Remi Dargegen, RM Sotheby’s.

4. Porsche 924 Carrera GTS

Only 50 models were made, the competition car was white and the remaining 49 were produced in Indian Red. Photo credit: Tim Scott

3. Porsche 911 GT1

As its name would suggest, the GT1 was built to compete in the GT1 racing class. Just 21 examples were built and one sold recently at the Amelia Island auction for £4.6 million. Photo credit: RM Sotheby’s.

2. Porsche 911 SC/RS

In 1984, just 20 examples of the light-weight SC/RS were built exclusively for rally sport. Not only was it lighter but it produced 40 horsepower more than the road going car. Photo credit: Porsche/Barcroft media.

1. Porsche 356 America Roadster

Only 16 examples of this light-weight 356 were made and most of them were used in motorsport events in America, inspiring the creation of the 356 Speedster. Photo credit: Porsche Museum.

Baby Faced Corner Killer – Triumph TR3

Baby Faced Corner Killer – Triumph TR3

A classic British roadster is the ultimate way of getting your thrills, and Triumph TR3 is one of the prime examples of this sort of car.

A classic British roadster is the ultimate way of getting your thrills, and Triumph TR3 is one of the prime examples of this sort of car. Despite a cute appearance, the car is one of the more sophisticated sports car of its era. With multiple racing victories in the 50s and 60s, these cars retain a steady fan base and are still raced in competitions around the world.

Introduced in 1955, the TR3 was an evolution of the previous TR2. It was a logical decision from the manufacturer, as the TR2 had proven itself both in racing and on public roads. TR3 shares the overall body shape and 1991 cc engine with its predecessor. The motor puts out a bit under 100 bhp in the newer car, it may not seem much these days, but the journalist from “Car and Driver” called the acceleration of the lightweight TR3 “neck-snapping”. In fact, at the time, TR3 was more powerful than the majority of its competitors, including cars like Porsche 356 or Sunbeam Alpine.

But the engine was not the only aspect where this tiny sports car excelled – the TR3 was the first production car to be fitted with disc brakes. After testing this innovation in 1955 24 Heures du Mans, Triumph introduced it to TR3 buyers in 1956. This cutting edge technology was available in a reasonably priced sports car. TR3 cost around USD 2,600 back in the day, which would be approximately USD 23,000 today. Pricing wise, think of it as Mazda MX-5 or Toyota GT86 of the yesteryear.

TR3 succeeded in achieving numerous racing victories in its class between 1955 and 1959. Most notable performances were winning Liège-Rome-Liège rallies in 1956 and 12 Hours of Sebring in 1957. The car has proven capable on both gravel and tarmac. With relatively low price and high production numbers, around 75,000 were built, they have always been a popular choice for a racing enthusiast. In fact, many TR3s are raced in vintage racing series these days as well.

TR3 is a roadster in its very essence – the car is meant to be driven on sunny days with the top down. While it does have a folding roof, it has no side windows. As a result, the driver has to fit curtain-like contraptions on the sides, which still let the elements in. While there are hardtops and solid side shields on offer, none of them ensure proper protection of the occupants. In exchange for these shortcomings, the car offers a stunning silhouette with the roof down – low slung doors and swooping lines make up an impressive profile of the car.

The model was updated twice during its lifespan, with TR3A, produced from 1957, and TR3B, which was only made in 1962, the last year for this car. Officially, all of the cars were called TR3. After the first face-lift the car featured an upgraded engine on the inside and bigger grille, along with some other changes, on the outside. TR3A was the most popular iteration of the car, with almost 58,000 of them produced. TR3B was made alongside its successor, TR4 which debuted in 1961, as the company worried the customers might not like the drastic changes that came with the new model and stop buying their cars. Externally, TR3B did not differ much from the previous car, but it offered an option of TR4-derived 2.2-liter engine.

There are plenty of TR3s to choose from, but one in good condition will set you back at least EUR 20,000. Pre-1957 cars are quite rare, thus their value is a tad higher, making the popular TR3A perhaps the most rational choice for an enthusiast.

Where did Lamborghini come from?

Where did Lamborghini come from?

How did this Italian tractor company become one of the best supercar makers in the world?

Out of all the car companies in the world, arguably Lamborghini has the most interesting history out of all of them. Lamborghini began as a tractor company in Italy and is now considered to be one of the best supercar manufacturers in the world. But why did Lamborghini make and switch, and is it still involved in the amazing world of tractors?

After the end of the Second World War, Ferruccio Lamborghini began making tractors with spare parts from military vehicles. He also invested in the manufacturing of air conditioning systems and became wealthy because of his various business ventures. And with all this money, Lamborghini began to buy high quality sports cars, such as Ferraris.

In 1963 however, Lamborghini had a problem with the clutch disc in his Ferrari and he went to complain to Enzo Ferrari himself. Ferrari was dismissive of Lamborghini’s claims and said that “the problem is not with the car, but rather, the driver.” This did not sit well with Lamborghini, who decided to take apart the Ferrari’s transmission. Discovering that it had the same transmission as his tractors, Lamborghini began development of a new sports car to rival Ferrari.

1964 Lamborghini 350 GT (credit:

The outcome of this project was the Lamborghini 350 GT. The 350 GT was in production from the years 1964 to 1966. And it served as Lamborghini’s entry to the car world. The 350 GT had a lightweight, aluminum body. And a 3.5-liter V12 engine, with 4-wheel independent suspension. Wealthy Italian consumers loved the new Lamborghini, as it now gave them a new option when it came to cars. The next Lamborghini would be the 400 GT which was produced with a 4.0-liter V12 engine. But what really set the stage for Lamborghini would be the Miura.

Lamborghini Miura (credit:

When it came out in 1966, the Miura took the world by storm. It was universally loved and desired by many. And it also set a new trend for supercars that still exist to this day. It was the first mid-engined Lamborghini. The Miura also brought Lamborghini into the small club of exotic car manufacturers. This car ultimately solidified Lamborghini’s place in the car world, where it would remain to this day.

Lamborghini Espada (credit:

Another interesting car that came out during this time from Lamborghini was the Espada. It used a conventional front-engined layout with a 4.0-liter V12. The Espada and other cars like it were all temporary compared to the vast success of Lamborghini’s next addition to its lineup.

Lamborghini Countach (credit:

The Countach was loved, and still is today for its revolutionary styling and setting a style similar to most Lamborghini’s today use. This car also continued the tradition of being mid-engined when has continued to this day when it comes to most Lamborghinis. It was also the first Lamborghini to have scissor doors, and rear mounted air intakes. Which are now mostly standard among Lamborghinis today.

It wasn’t all good for Lamborghini though, in 1972, there was a major financial setback. There was a massive tractor order to a South American country that Lamborghini was going to fill. In preparation of this order, Lamborghini had built up its production capability in its tractor factories. The order was never filled, but the cost upgrading the production facilities was too much for Lamborghini to handle, as a result the tractor side of the company was sold to Fiat Tractors and then was then acquired by the SAME Deutz-Fahr Group.

Lamborghini Diablo (credit:

Later during the 1970s, the oil crisis had taken its toll on Lamborghini. In 1978, Lamborghini declared bankruptcy. The Swiss Mamran brothers bought what was left of the company in 1984 and sold it to Chrysler in 1987. Under Chrysler the Lamborghini DIablo came out and was successful in a similar way of the Countach. Chrysler eventually sold Lamborghini to Indonesian company Megatech in 1994.

Under Megatech, the Lamborghini Diablo was updated to the Diablo SV in 1995. It was also during this time that Lamborghini made the switch to all-wheel drive. Lamborghini was sold again in 1997 by Megatech to Audi. Under Audi Lamborghini has continued its tradition of excellence and has continued making mid-engined supercars such as the Murcielago. And it has also dabbled more significantly into the SUV market, with the Lamborghini Urus. Lamborghini had remained under Audi since and continues to make amazing cars. And it seems that there is no stopping the innovation and performance of Lamborghini.

Sources: The History of Lamborghini ( and A Brief History of Lamborghini – Autotrader and Luxury car magnate Ferruccio Lamborghini is born – HISTORY

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