Lotus Evora Sports Racer

The Lotus Evora S Sports Racer is intended to provide a more concentrated driving package for fans of the 2+2 practical sportscar. Its lightweight chassis and the composite body provide a surprising amount of cockpit space, despite compact exterior dimensions. The Evora S Sports Racer exudes the Lotus spirit of lightness and driving purity to perfection, with a more specific road-going and luxurious flavour. Boasting 345bhp (350PS), its lightweight construction (1,437kgs manual; 1,442kgs automatic) enables supercar performance, combined with an aerodynamic package that maintains zero lift but increases downforce, which simply enhances its on road performance potential.

Evora Sports Racers
Lotus Evora Sports Racers




Evora SR Manual
Evora SR Automatic
PERFORMANCE*
Max power345 hp at 7000 rpm [350 PS] [258 kW]
Max torque295 lbft at 4500 rpm [400 Nm]
0-60 mph4.4 seconds4.5 seconds
0-100 km/h4.6 seconds4.7 seconds
Max speed178 mph (286 km/h)167 mph (269 km/h)
Power to weight ratio240 hp/tonne (244 PS/1000kg)239 hp/tonne (243 PS/1000kg)
FUEL CONSUMPTION (mpg* [l/100 km])
Urban19.9 (14.2)19.6 (14.4)
Extra Urban38.1 (7.4)40.8 (6.9)
Combined28.5 (9.9)29.1 (9.7)
CO2 emissions229 g/km224 g/km

Evora SR
ENGINE
All alloy, 3.5 litre DOHC V6 VVT-i engine, 24 valve, equipped with Harrop HTV 1320 Supercharger utilising Eaton TVSTMTechnologyStandard
Mid mounted, transverse, rear wheel driveStandard
Multi-point sequential fuel injection and direct ignition systemStandard
Lotus Electronic Throttle Control systemStandard
TRANSMISSION
6 speed manual gear box with sports ratiosStandard
BOSCH Electronic Differential Lock [EDL]Standard
DIMENSIONS
Length4361 mm
Width including mirrors2047 mm
Height1229 mm
Wheelbase2575 mm
Unladen weight [Manual]1436 kg
Unladen weight [Auto]1442 kg
Fuel tank capacity60 litres
Evora SR
CHASSIS/ BODY
Lightweight, extruded aluminium bonded chassis structureStandard
Composite body panelsStandard
Aerodynamically optimised rear diffuser and wingStandard
Bi-Xenon headlights with integrated direction indicatorsStandard
LED rear lamps with integrated direction indicatorsStandard
Black electric door mirrorsStandard
SUSPENSION
Independent forged aluminium double wishbone suspension with anti-roll bars, front and rearStandard
Bilstein high performance gas dampers, front and rearStandard
Eibach coaxial coil springs, front and rearStandard
STEERING
Rack and pinion, Lotus hydraulically-assisted power steeringStandard
Steering column adjustment for height and rake
BRAKES
AP Racing four-piston calipers, front and rearStandard
Lotus/ BOSCH tuned ABS systemStandard
Electronic Brake Distribution [EBD]Standard
Lotus Dynamic Performance Management [Lotus DPM]Standard
TYRES
Front Pirelli P-Zero Corsa tyres 235/35 ZR19Standard
Rear Pirelli P-Zero Corsa tyres 275/35 ZR20Standard
INTERIOR SPECIFICATION
Adjustable Recaro leather sports front seatsStandard
Flat bottomed magnesium steering wheel trimmed in leatherStandard
Dual stage driver and passenger airbagsStandard
Passenger airbag on/off switch [non-federal markets]Standard
ISOFIX® child seat anchorage (LATCH system in federal markets]Standard
Bespoke aluminium illuminated control knobs and switchesStandard
Door storage bins and integrated cup holdersStandard
Lotus command centre with auxiliary trip computer and vehicle monitoring displaysStandard
Alpine CD/MP3/WMA receiver with integrated iPod® connectivityStandard
Immobiliser and remote activated alarmStandard
Remote central door locking with boot releaseStandard
Air conditioningStandard


Price : From £67,900




CHASSIS AND BODY



Frame:
Carbon fiber monocoque with Aluminium front and rear frames; fixed roll-bar system


Body:
Carbon fiber exteriors; carbon skin interior trim


Mirrors:
External foldable mirror


Rear spoiler:
Visible carbon fiber big wing adjustable in three different aerodynamic positions

SUSPENSION



Suspension:
Front and rear horizontal mono-tube damper with push-rod system

TYRES AND WHEELS



ESP:
ESP/ ABS with different ESP charecteristics managed by drive select mode


Steering:
Steering Gear with 3 different servortonic charcteristics managed by drive select mode


Front tires:
Pirelli 255/30 ZR20


Rear tires:
Pirelli 355/25 ZR21


Curb-to-curb turning circle:
12.5 m (41.0 ft)

AIRBAGS



Airbags:
Front dual stage driver airbag and front adaptive passenger airbag; seats with side “head-thorax” airbags; passenger and driver knee airbags

BRAKES



Brakes:
Dual hydraulic circuit brake system with vacuum brake booster; front and rear CCB, 6-cylinder brake callipers, 4-cylinder brake callipers

ENGINE

Type:
V12, 60°, MPI
Displacement:
6,498 cm³ (396.5 cu.in.)
Bore and stroke:
Ø 95 mm x 76,4 mm
Valve gear:
Variable valve timing electronically controlled
Compression ratio:
11.8  (± 0.2) : 1
Maximum power:
750 HP (552 kW) @ 8,400 RPM
Maximum torque:
690 Nm (507 lbft) @ 5,500 RPM
Emission class:
EURO 5 – LEV 2
Emission control system:
Catalytic converters with lambda sensors
Cooling system:
Water and oil cooling system in the rear
Engine management system:
Lamborghini Iniezione Elettronica (LIE) with Ion current analysis
Lubrification system:
Dry sump


FUEL CONSUMPTION *

MANUAL TRANSMISSION

Urban cycle consumption:
24.7 l/100 km
Extra urban consumption:
10.7 l/100 km
Combined consumption:
16.0 l/100 km
CO2 emission:
370 g/km

DRIVETRAIN



Type of transmission:
4WD with Haldex generation IV


Gearbox:
7 speed ISR, shifting characteristic depending on drive select mode


Clutch:
Dry double plate clutch, Ø 235 mm


Standard:
AMT

PERFORMANCE



Top speed:
355 km/h (221 mph)


Acceleration 0-100 km/h (0-62 mph):
2.9 s

DIMENSIONS



Wheelbase:
2,700 mm (106.30 in)


Overall length:
5,020 mm (197.64 in)


Overall width (excluding mirrors):
2,075 mm (81.69 in)


Overall height:
1,165 mm (45.87 in)


Dry weight:
1,490 kg (3,285 lb)


Weight/Power ratio:
1.99 kg/HP (4.38 lb/HP)


Weight distribution (front - rear):
43 % - 57 %

CAPACITIES



Fuel tank capacity:
90 l (23.8 gal.)


Engine oil capacity:
13 l (3.4 gal.)


Engine coolant capacity:
25 l (6.6 gal.)

Hyundai has unveiled its Grand i10 based sedan and has called it the Xcent. As many would be aware, one of Hyundai's highest and longest selling car in India was the Accent which was taken off the shelves last year. Clearly, the Accent must have had a handsome fan following for Hyundai to name the Grand i10 sedan the Xcent.

The Xcent which uses the same platform as the Grand i10 will also come with similar engine options as the hatchback - one petrol (1.2-litre kappa 2) and one diesel (1.1-litre). We expect the power rating for the engines to remain unchanged as well. The Hyundai Xcent will also be available with manual and automatic gearbox options in petrol and a 5-speed manual on the diesel.




On the inside, the design has been carried forward almost as is from the hatchback and given the already comprehensive equipment list the Grand i10 comes with, similar list of features will hold the Xcent in good stead in its class against the Dzire and the Amaze. It gets rear AC vents, smart key push button entry and start, 15in alloys, auto folding electric ORVMs and one touch trunk opening. It will also get a cooled glovebox, steering minted controls and Bluetooth telephony. In terms of safety, the top of the line version oft he Xcent to be badged Asta, will get abs, dual airbags and rear parking assist as standard.

The Hyundai Xcent will be launched at the 2014 Indian Auto Expo tomorrow and the sales for the Xcent will begin soon after.



It was on January 15 1913 that the company was officially incorporated when Lionel Martin and Robert Bamford founded Bamford & Martin Ltd. It would later become Aston Martin in recognition of Bamford’s success (in the very first Bamford & Martin cars) at the Aston Hillclimb in Buckinghamshire.
Today, the oldest surviving Aston Martin, a 1921 A3 prototype (the third Aston Martin ever built), is being displayed alongside the company’s latest car, the Vanquish, at the business’s original home in Henniker Mews, Chelsea, London. A commemorative plaque will be unveiled to mark the occasion.
It kicks off a series of celebrations for the brand, which is now based in Gaydon, Warwickshire and has produced 45,000 cars in the last 100 years (30,000 of which have been built in the last decade).
The company’s current line-up includes the Cygnet city car, Vantage, DB9, Rapide and Vanquish. Where its models were once destined only for the domestic market, it now exports 75 per cent of its annual production to 41 countries.

Along with their striking styling and more often than not impressive performance, the company’s products are also famous for their roles in the James Bond films. The most recent example is in the latest film,Skyfall (2012), in which Bond (played by Daniel Craig) is reunited with the silver DB5 from Goldfinger (1964) and Thunderball (1965). To recognise this connection, Aston Martin will be organising a Bond-themed centenary drive, which will take in locations in England and Wales that were used in the films.
Additional celebrations will take place during a main weeklong Aston Martin festival from July 15-21, and will feature events to appeal to both Aston Martin owners and enthusiasts of the brand. These will include factory tours and culminate in a gathering of up to 1,000 cars (the largest in the marque’s history) in central London to form the Centenary Concours.


1998-2013
The first major innovation came in 2001 with the successor to the Diablo: the Murciélago. It is almost superfluous to point out that this new model was also named after a famous, fierce fighting bull. The fact that this Spanish word actually means 'bat' only serves to augment the dark, almost nocturnal magnetism of this magnificent new car. Its power has also been boosted to 580 hp, and this obviously increases its speed, muscle and acceleration. What has been augmented above all is the sensation of the overall quality of the car, with a level of finishing touches that is even better than the already excellent results of the last Diablos. Sales have immediately gone well, and Lamborghini can count on selling each one it makes, as these cars are reserved by customers well in advance.

The Murciélago is not destined to be alone, but during the wait for its companion in the Sant'Agata model range, several variants have been studied. The first one - and indubitably the most spectacular - is a concept car, a 'Barchetta' version presented at the 2003 Detroit Auto Show. It is not simply a Murciélago without the roof, but is essentially a new car, with its beguiling treatment of the rear bonnet and lateral posts. For the time being, it is a concept model, but a modified version will go into production.

The other brand-new item is also being unveiled in 2003, but in this case at the Geneva Motor Show: the Gallardo. It is equipped with a 500-hp 50-valves V10 engine, permanent four-wheel drive and a top speed of well over 300 km/h. Automobili Lamborghini have decided to baptize their latest model with the name of a fighting bull's breed: the Gallardo (pron.: ga:yàrdo). Designed to redefine its segment as the best high performance sports car and driving behaviour that fits its driver in every situation. The Gallardo is the synthesis of a true sports car that can be used on an every day basis. While matching these two apparently conflicting objectives, the guideline for Lamborghini engineers has been to fulfil the necessary comfort requirements without any compromise in the performances expected of a true Lamborghini car. The choices for engine, transmission, space frame and body, suspensions, brakes and electronics are then all in line with such an objective. The result is a compact (length 4.3 m) 2-seater high performance car (maximum speed well over 300 km/h), that can be driven with pleasure both on race tracks and on long distance journeys on country and city roads.

On the occasion of the celebrations for its 40th anniversary, the House of the Raging Bull offers a special, limited edition series of its supercar Murciélago: the Murciélago 40th Anniversary Edition. A limited amount of 50 numbered cars in the exclusive Verde Artemis (jade green) colour is produced in 2003 and sold predominantly in Europe, the United States and Japan.

Presented as a concept car in 2003 in Detroit - where it generated significant interest among Italian supercar enthusiasts - the production version of the Murciélago Roadster makes its official debut at the Geneva Show 2004. The Murciélago Roadster version builds on the extreme and exclusive features of the Coupé thus confirming it as a real "icon" of the Lamborghini brand. In creating the Roadster, the designer Luc Donckerwolke did not restrict himself to "cutting off" the roof of the Coupé. He bestowed it with its own sensational appearance, making the Murciélago Roadster a truly unique model. A model which in series production has retained all the emotional impact of the initial concept itself.

The engine is obviously the Lamborghini 12 cylinder 60° V, with a displacement of 6192 cc, producing 580 hp (426 kW) at 7500 rpm and a maximum torque of 650 Nm at 5400 rpm. The engine features the Lamborghini L.I.E. electronic engine management system. The standard gearbox is a 6-speed manual, like the Coupé. As an optional feature, a 6-speed "e-Gear" automatic version is available. There is also Lamborghini permanent four-wheel drive on the Roadster, with a central viscous coupling and limited slip rear and front differentials (45% rear, 25% front).

On the occasion of the 2003 Motor Show in Frankfurt Lamborghini shows for the first time a race version of its highly acclaimed super sports car, the Lamborghini Murciélago. Named Murciélago R-GT, Lamborghini is developing the competition car jointly with race experts Reiter Engineering and mother company Audi's sports division, Audi Sport. The new Murciélago R-GT will offer Lamborghini clients a highly competitive car to participate in professional motorsport events on an international level. With the Lamborghini Murciélago R-GT clients can compete in national and international race events such as the European FIA GT Championship or the American LeMans Series in the United States.

In July 2005 it is presented the Special Edition of the Gallardo, the Gallardo SE which is limited to 250 units and is characterized by a two-tone body paint, an even more sporty interior and technical improvement.

The House of the Raging Bull showed the first driveable prototype of the Lamborghini "Concept S" at the Monterey Concorso Italiano and at the Pebble Beach Concours d'Elegance in the USA in August 2005. The Lamborghini "Concept S" design study premiered at the previous' Geneva Motorshow as an extreme and spectacular expression of the Lamborghini brand. It was created at the Centro Stile Lamborghini in Sant'Agata Bolognese by Luc Donckerwolke, who drew inspiration from the classic single-seater racing cars of the past. The astonishing amount of public interest at the Geneva Motor Show prompted the decision to build a driveable prototype in order to further gauge potential customer demand.

Two years after the launch of the Coupé version of the Gallardo, Automobili Lamborghini presents the new Lamborghini Gallardo Spyder at the Frankfurt Motor Show in September 2005. This latest addition brings the marque's range of supercars to four models. The Gallardo Spyder is not just an open-top version of the Coupé, but is a completely new model. It has an attractive new design and a unique system for opening and closing the fabric roof that utilises the engine compartment to store the folded roof. The Lamborghini Centro Stile and engineers from the Research and Development team have worked in close partnership to develop this new design and to bring these clean and sharp lines on the road. The new Lamborghini Gallardo Spyder is powered by the 90° V-engine familiar from the 2006model- year Lamborghini Gallardo and the Lamborghini Gallardo SE. It is a ten-cylinder unit with a displacement of 4,961 cc and a maximum output of 520 bhp (382 kW) at 8000 rpm. At more than 100 bhp per litre, its specific output is on a par with that of racing cars. The new six-speed gearbox has shorter ratios. More specifically, compared to the original version, first gear is 27% lower, second gear is 13%. Third, fourth and fifth gears are all 6% lower, while sixth gear is 3.5% lower. The six-speed gearbox operates with the latest double- and triple-cone synchromesh. The optimized gearshift linkage is user-friendly and permits precise, rapid gear shifts. The Lamborghini Gallardo Spyder can also be specified with 'e.gear', an electronically controlled, sequential gear shift.

As with every Lamborghini, the Gallardo Spyder adopts the stylistic principles of purity, athleticism and sharpness. The Spyder is not just an open-top version of the Coupé, it sets forth the tradition as seen with Murcielago Coupé and Roadster creating a self standing model.

January 2006: the House of the Raging Bull brings back a legendary name from the company's past with the breathtaking "Lamborghini Miura Concept".

The "Lamborghini Miura Concept" will be the first Lamborghini vehicle to be conjured from the talented pen of Walter de' Silva, Head of Lamborghini Design. de' Silva's other design responsibilities include serving as Head of Design of Audi Group. Automobili Lamborghini anxiously begins the New Year with the highly anticipated unveiling of the "Lamborghini Miura Concept," a modern interpretation of the Lamborghini Miura, currently celebrating its 40th Anniversary.

The new concept model, which as of now, is strictly a concept with no firm date set for its production launch, is the inspired creation of de' Silva, the world-famous Italian designer. He has redesigned every aspect of the car while remaining absolutely faithful to the original form. The new car retains the extraordinary purity of line characteristic of the original Miura: the designer's intervention has been defined by refining the contours and eliminating any superfluous detail in order to enhance the clean, simple lines and perfectly-balanced proportions of the original that so impassioned enthusiasts. The restyling of the lower part of the body takes the car's structural strength and aerodynamic performance to new heights, without disturbing the delicate aesthetic equilibrium.




1994-1998
Chrysler's subsequent sudden decision to sell the Bologna company to a group of unknown Indonesian investors seems far more difficult to explain. This change of hands became official on 21 January 1994, destabilising the company management.

Despite these problems, the Diablo was developed and many collateral models were derived from it, some of which would prove to be very popular with certain consumer ranges. Some of the most interesting were the 1995 SV, a lighter and more powerful model that placed a premium on driving pleasure over comfort, and the VT Roadster with a Targa-style removable roof, which was instantly a hit, particularly in the United States. Other special editions, such as the SE, Jota, Monterey, Alpine and many others, were derived from these models. Also in 1995, Giorgetto Giugiaro demonstrated the Calà to the trade press, and this was another car with a V10 engine designed to replace the Jalpa. Interesting as it may have been, however, it never left the prototype stage. In 1996, a single-make championship was also inaugurated thanks to the organisation of a series of races to be held in Europe, with regulations similar to the ones followed by established international championships. A circuit version of the Diablo - the SVR - was made for this championship. In 1999, its on-road evolution was announced (the GT an ultra-sporty road version produced in a limited series of 83 units) as well as the circuit model for the new cycle of races for this trophy GTR, with a 6-litre 590-hp engine, produced in a limited series of 32 units).

In the meantime, Luigi Marmiroli left Lamborghini for personal reasons and Massimo Ceccarani took his place. The need to develop new models and thus to make major investments along these lines was evident. By this time, the Diablo was more than seven years old, a very long time in this difficult market.

Lamborghini turned to several top-level carmakers, including Audi, to request their technical collaboration. The initial idea was to ask for the 8-cylinder engine of the 'A8' flagship to power the future 'baby Lamborghini', but Audi's technical staff went back to company headquarters in Germany with very positive reports on the status of the company, its newfound good management and the professional level of the development work being done on its cars.

The first letter of intents between Audi and Lamborghini was signed on 12 June 1998, and the contract for the complete and definitive transfer of all the shares from the last Indonesian shareholder to the German company was completed on 27 July of the same year, just 50 days later.



1987-1994
On 23 April 1987, 'Nuova Automobili Lamborghini SpA' was taken over by the US Chrysler company.

The American owners quickly settled in at Sant'Agata and a period of intense activity began, this time in close collaboration with a major automotive industry. The premises were good, although there were a few false steps at the beginning: the prototype of the Portofino. Production of the Quattrovalvole series stopped in 1988, with a total of 631 units. In the meantime, the company gained experience with composite materials and a special Countach, the Evoluzione, demonstrated the full potential of this project. Weight reduction permitted by these new materials, coupled with a more powerful engine achieved above all using new engine technologies management, offered extraordinary performance. Unfortunately, however, the Evoluzione never went into production.

Towards the end of 1987, the French Formula 1 team Larrousse asked Mauro Forghieri, the celebrated designer of Ferrari's finest models from the Sixties and Seventies, to create a new engine, and he turned to his good friends at Lamborghini with the proposal of embarking on the project together. After obtaining Chrysler's approval, Forghieri designed his engine, a V12 with a 3.5-litre capacity, the maximum displacement allowed by regulations. Ready within a matter of months, the new engine was officially demonstrated to the public in April 1988.

As a result, even a titled team like Lotus requested Lamborghini engines for the following season. Thanks also to this double supply of engines to two teams, the results for 1990 were nothing short of brilliant. At the end of the British Grand Prix, Bernard won an extraordinary fourth place and Suzuki placed sixth. The Hungarian Grand Prix was even more rewarding for the Lamborghini engines, which placed fifth, sixth and seventh, respectively with Warwick (Lotus), Bernard (Larrousse) and Donnelly (Lotus). Nevertheless, the best placement of the whole season came from Suzuki on his home turf at the Grand Prix in Japan, as he placed third and gave the company its first podium finish. This was the best placement ever achieved by a Lamborghini engine in all its seasons of activity.

Despite Forghieri's commitment, the American company's insensitivity to the financial problem led to a progressive decline in automotive performance and the 1991 season ended negatively, with the definitive withdrawal of the Modena F1 Team from the world championship. Now this lovely single-seater can also be admired at the Sant'Agata museum, and it represents one of the most important missed opportunities in the history of Lamborghini.

In the meantime, Lamborghini managed to make significant progress in renewing its model range of road vehicles. In order to celebrate the company's twenty-fifth anniversary, a commemorative version of the Countach was produced. The Anniversary was the praiseworthy final version of this glorious car, and needless to say, it was welcomed enthusiastically by customers, who purchased no less than 657 units. The Countach's successor was presented in 1990. The 132 was dubbed the Diablo, the name of a particularly fierce fighting bull of the nineteenth century, and it proved to be up to expectations. The Countach's follower could not be a conventional car, of course, and it had to be extreme, spectacular, forceful and uncommon: the Diablo, with its 492 hp generated by a 5.7-litre V12, was all this - and more.

Its designer is Luigi Marmiroli. In 1990, the Diablo was presented in the two-wheel drive version, but a four-wheel drive version was already in the wings, and from that point on this would become a distinctive feature of the top Lamborghinis. This version, named the Diablo VT for 'Viscous Traction', given the presence of a viscous coupling between the front and rear axles, was presented at the Geneva Motor Show in March 1993.



1981-1987
Fortunately, the allure of these cars, flaunting a name that had now become a legend, coupled above all with the absolutely unrivalled aura of the Countach, aroused enormous interest in the company. As soon as it was put up for liquidation, it had a number of admirers lined up to take it over. The judge entrusted the company to two brothers, Jean-Claude and Patrick Mimran, the wealthy owners of a sugar empire in Senegal and, naturally, sports car lovers. The two brothers, assisted by their plenipotentiary in Sant'Agata, Emil Novaro, immediately set out to reconstruct the company. The 'Nuova Automobili Ferruccio Lamborghini SpA' company was thus formed in January 1981 and from that moment on, work was seriously underway again. One of the first decisions - an exquisitely technical one - was to hire engineer Giulio Alfieri as the company's technical director.

With this celebrated designer at the helm of the company and loyal staff members Lamborghini went to the Geneva Motor Show in March 1981. It exhibited a Miura, restyled by a Swiss company with debatable results, and the Countach S with its large rear wing. Also on display was the initial attempt to reinterpret the hefty off-road Cheetah, which had been modified extensively to avoid legal action threatened by FMC and was thus dubbed the LM. However, the most tangible and reassuring sign of the new path undertaken by Lamborghini came with the first appearance of the Jalpa. The injection of capital by the Mimran family finally made it possible to resume serious development work on the Countach, which had essentially remained the same since 1973, with the exception of wider mudguards and tyres for the S version. Alfieri increased the displacement of the classic 12-cylinder engine, bringing it to 4.7 litres to crank out 375 hp and thus recuperate the outstanding performance that had been sacrificed to some extent by the tyres and aerodynamic additions. This was the Countach 5000, whose look was virtually indistinguishable from the 4-litre S version.

The Mimran brothers also decided to insist in the direction - certainly innovative for the period - of large high-performance off-road vehicles. Also in 1982, the engine was judiciously moved in front of the cockpit, culminating in the prototype known as the LMA, an acronym that, according to different interpretations, may mean 'Lamborghini Motore Anteriore' or 'Lamborghini Militare Anteriore'.

Although it was costly, work continued to develop the off-road model, which became the LM 004. By this time, it had a colossal 7-litre front-mounted V12 engine and, for the first time, its top speed broke the barrier of 200 km/hour. Pirelli collaborated with Lamborghini to develop a new top-performing tyre that could be used on any terrain, from asphalt to the sands of the great African deserts. This would become the Pirelli Scorpion.

At the same time, work also proceeded on an in-depth technical update of the cars. In 1985, the Lamborghini stand at the Geneva Motor Show presented the new version of the Countach, the Quattrovalvole. Alfieri extensively redesigned the entire classic Lamborghini engine, which had first been put out nearly 22 years earlier. He further increased its displacement to add power, and by using heads with four valves per cylinder, the 5167-cc engine climbed to 455 hp at 7000 rpm, a power level that put the Countach well ahead of all its traditional rivals. After years of problems, evolutions, redesigns and modifications, Lamborghini's hefty off-road vehicle finally went into production: the year was 1986. The LM 002 mounted a V12 engine that was essentially the same one used for the Countach, giving up the idea of mounting the enormous 7-litre of the previous prototype.

Through the shrewd reconstruction work spearheaded by the Mimran brothers and Emil Novaro, the revival of Lamborghini was firmly established by this time. The year 1987 was a positive one, with good sales of both the Countach and the Jalpa. In the meantime, orders started to roll in for the LM and development work continued on the whole line-up. The early prototypes of the Tipo 132, destined to become the successor to the Countach, began to circulate. In 1987, work was also undertaken to develop a car derived from the Jalpa, but with a canvas top: this was the Jalpa Spyder, also known as the Speedster. A prototype was built but the car never went into production, due to technical difficulties.