Venturi Automobiles is a French-founded Monegasque-based multinational automotive manufacturer that presently designs and sells luxury electric vehicles, although in the past petrol-powered sports/GT cars were sold. Founded in 1984 by engineers Claude Poiraud and Gérard Godfroy as MVS, the company's purpose was to compete in the "Grand Tourisme" market; this was only the most recent post-war attempt at building a sporty luxury car in France, following in the footsteps of Facel Vega and Ligier. As with its predecessors, Venturi was faced with many challenges ranging from an unknown name to its under-capitalized and under-staffed state. Venturi did nonetheless manage to continue in production for nearly sixteen years, declaring bankruptcy in 2000. In 2001, Monegasque Gildo Pallanca Pastor purchased Venturi, decided to focus on electric-powered engines; this change of direction led to the limited-production Fétish. In December 2009, Venturi announced its acquisition of French motorcycle manufacturer Voxan.
The acquisition would allow Venturi to enter the motorcycle market. In August 2011, Venturi announced the creation of Venturi North America, based in Ohio. Venturi North America was created as a research and development center, as such, maintains a close working relationship with the Center for Automotive Research; the first Venturi came out in 1984, created by Claude Poiraud and Gérard Godfroy, two former engineers at Heuliez. The goal was to present the only "Grand Tourisme" French car capable of competing with the English Aston Martin, the Italian Ferrari, the German Porsche; the first car shown had a Volkswagen Golf GTi engine and the name was spelled "Ventury", with a "y" at the end. In 1985, the car was shown with a 200 PS Peugeot 505 Turbo engine, but by the 1986 Paris Motor Show it had reached its definitive form with the PRV V6 engine. Production began in 1987, with five cars built in the first year with production increasing in the subsequent years; the headquarters of the company was located in Couëron, Pays de Loire, where 750 cars were produced in the forthcoming 20 years.
From 1987 to the mid-1990s, they built mid-engined coupés and roadsters with turbocharged PRV engines and Renault gearboxes. Engine power ranged from 160 to 260 PS for the offered MVS Venturi Coupé and Transcup series. Venturi was briefly involved with the Larrousse Formula One team; the team's 1992 car, which bore the Venturi name, was designed and built by Venturi Larousse UK, a British company known as Fomet 1, which had designed the 1991 Fondmetal Formula One cars. Venturi proved; the Venturi 400 GT remains one of the best performing French cars produced, it is in fact the first car in the world to have standard carbon brakes. True to that claim, the Atlantique 400 GT with a 2,975 cc DOHC 4 valves per cylinder twin-turbo V6 engine rated at 300 kW at 6000 rpm and 520 N⋅m at 4500 rpm of torque with a compression ratio of 7.3:1, delivered excellent performance to put it on par with Ferraris of the early 90s. The 400 GT could hit 100 km/h in 4.7 seconds and 291 km/h top speed, while the Atlantique 300 Biturbo with a 310 PS V6 could accelerate from 0-100 km/h in 4.7 seconds and could reach a top speed of 275 km/h.
A limited-edition 400 GTR was built to satisfy the homologation requirements to compete 24 Hours of Le Mans. High-level competition has brought fame to the brand. Stéphane Ratel, who would found the FIA GT Championship, was at the origin of the Venturi Gentlemen Drivers Trophy, which gathered an impressive array of 75 drivers. Venturi has won fame through its brilliant performances in the 24 Hours of Le Mans in 1993 with Christophe Dechavanne and Jacques Laffite on Venturi Jaccadi team, in 1995 with Paul Belmondo racing on the 600 SLM. However, it was in the BPR Global GT Series races that Venturi established its pedigree defeating Porsche and Ferrari on several occasions. In 1994 in Dijon-Prenois, with Ferté and Neugarten on the 600 LM Jaccadi, at the 1000 km of Paris with Henri Pescarolo and Jean-Claude Basso on the 600 LM, at the 4 Hours Spa race, once again with Michel Ferté and Michel Neugarten. In 2001, the Monegasque millionaire Gildo Pallanca Pastor bought Venturi and decided to focus on electric-powered engines, leading to the Fétish model.
More recent models are the Eclectic, the world's first energy-autonomous vehicle, a low speed vehicle that has solar panels and a built-in wind charger and can be plugged in. There have been 60-65 orders for the Fétish, but only about 30 have been delivered as of 2011. MVS Venturi 1987-1990 – Coupé 160 automatic, Transcup automatic 1987-1990 – Coupé 200, Transcup 1991 – Coupé 210, Transcup 1992 – Coupé 180, Transcup 1989-1996 – Coupé 260, Transcup 1991 – 260 Atlantique 1994-1996 – 260 LM Trophy - 73 built for racing, ten converted for street use by the factory 1994-1997 – 400 GT Venturi Atlantique 1996-1998 – Atlantique 300 1999-2000 – Atlantique 300 Biturbo 1999 – Venturi 300 GTR500 LM - a limited number were produced and raced at Le Mans and Zolder in 1993 600 LM - further racing cars were produced in 1993 with the newer engine 600 SLM - single example built in 1995, but other cars have been modified to similar specifications. Appeared at
Team Lotus was the motorsport sister company of English sports car manufacturer Lotus Cars. The team ran cars in many motorsport series, including Formula One, Formula Two, Formula Ford, Formula Junior, IndyCar, sports car racing. More than ten years after its last race, Team Lotus remained one of the most successful racing teams of all time, winning seven Formula One Constructors' titles, six Drivers' Championships, the Indianapolis 500 in the United States between 1962 and 1978. Under the direction of founder and chief designer Colin Chapman, Lotus was responsible for many innovative and experimental developments in critical motorsport, in both technical and commercial arenas; the Lotus name returned to Formula One in 2010 as Tony Fernandes's Lotus Racing team. In 2011, Team Lotus's iconic black-and-gold livery returned to F1 as the livery of the Lotus Renault GP team, sponsored by Lotus Cars, in 2012 the team was re-branded as Lotus F1 Team. Colin Chapman established Lotus Engineering Ltd in 1952 at Hornsey, UK.
Lotus achieved rapid success with the the 1954 Mk 8 sports cars. Team Lotus was split off from Lotus Engineering in 1954. A new Formula Two regulation was announced for 1957, in Britain, several organizers ran races for the new regulations during the course of 1956. Most of the cars entered that year were sports cars, they included a large number of Lotus 11s, the definitive Coventry Climax-powered sports racer, led by the Team Lotus entries for Chapman, driven by Cliff Allison and Reg Bicknell; the following year, the Lotus 12 appeared. Driving one in 1958, Allison won the F2 class in the International Trophy at Silverstone, beating Stuart Lewis-Evans's Cooper; the remarkable Coventry Climax-powered Type 14, the Lotus Cars production version of, the original Lotus Elite, won six class victories, plus the "Index of Performance" several times at the 24 Hours of Le Mans race. As the Coventry Climax engines were enlarged in 1952 to 2.2-litres, Chapman decided to enter Grand Prix racing, running a pair of Lotus 12s at Monaco in 1958 for Graham Hill and Cliff Allison.
These were replaced that year by Lotus 16s. In 1959 – by which time the Coventry Climax engines had been stretched to 2.5-litres – Chapman continued with front-engined F1 cars, but achieved little, so in 1960 Chapman switched to the milestone mid-engined Lotus 18. By the company's success had caused it to expand to such an extent that it had to move to new premises at Cheshunt; the first Formula One victory for Team Lotus came when Innes Ireland won the 1961 United States Grand Prix. A year earlier, Stirling Moss had recorded the first victory for a Lotus car at Monaco in his Lotus 18 entered by the independent Rob Walker Racing Team. There were successes in Formula Junior; the road car business was doing well with the Lotus Seven and the Lotus Elite and this was followed by the Lotus Elan in 1962. More racing success followed with the 26R, the racing version of the Elan, in 1963 with the Lotus Cortina, which Jack Sears drove to the British Saloon Car Championship title, a feat repeated by Jim Clark in 1964 and Alan Mann in the 1965 European Touring car Championship.
In 1963, Clark drove the Lotus 25 to a remarkable seven wins in a season and won the World Championship. The 1964 title was still for the taking by the time of the last race in Mexico but problems with Clark's Lotus and Hill's BRM gave it to Surtees in his Ferrari. However, in 1965, Clark dominated again, six wins in his Lotus 33 gave him the championship. While innovative, Chapman came under criticism for the structural fragility of his designs; the number of top drivers injured or killed in Lotus machinery was considerable – notably Stirling Moss, Alan Stacey, Mike Taylor, Jim Clark, Mike Spence, Bobby Marshman, Graham Hill, Jochen Rindt and Ronnie Peterson. In Dave Friedman's book "Indianapolis Memories 1961–1969", Dan Gurney is quoted as saying, "Did I think the Lotus way of doing things was good? No. We had several structural failures in those cars, but at the time, I felt it was the price you paid for getting something better." When the Formula One engine size increased to three litres in 1966, Lotus was caught unprepared because of the surprising failure of the Coventry Climax 1.5-Litre FWMW Flat-16 project, which prevented Climax from developing a 3-Litre successor.
They started the season fielding the hastily prepared and uncompetitive two-litre Coventry-Climax FWMV V8 engine, only switching to the BRM H16 in time for the Italian Grand Prix, with the new engine proving to be overweight and unreliable. A switch to the new Ford Cosworth DFV, designed by former Lotus employee Keith Duckworth, in 1967 returned the team to winning form. Although they failed to win the title in 1967, by the end of the season, the Lotus 49 and the DFV engine were mature enough to make the Lotus team dominant again. However, for 1968 Lotus had lost its exclusive right to use the DFV; the season-opening 1968 South African Grand Prix confirmed Lotus's superiority, with Jim Clark and Graham Hill finishing 1–2. It would be Clark's last win. On 7 April 1968, one of the most successful and popular drivers of all time, was killed driving a Lotus 48 at Hockenheim in a non-championship Formula Two event; the season saw the introduction of wings as seen on various cars, including the Chaparral sports car.
Colin Chapman introduced a spoiler on Hill's Lotus 49B at Monaco. Graham Hill won the F1 World Championship in 1968 driving the Lotus 49. Around the same time, Chapman moved Lotus to new premises at Hethel in Norfolk. A new factory was built on the site, the former RAF Hethel bomber base, the old runways were converted into a testing facility; the offices and design studios wer
Érik Comas is a French former Formula One driver. He was French Formula 3 champion in 1988, Formula 3000 champion in 1990, after scoring the same number of points as Jean Alesi in 1989 but losing on a count-back of positions, he participated in 63 Grands Prix, debuting on 10 March 1991. He scored a total of 7 championship points, his last point, in the 1994 German Grand Prix, was the last one for the Larrousse team. At the 1994 San Marino Grand Prix Comas was mistakenly waved out of the pits and drove onto the circuit during the red flag which followed the fatal crash of Ayrton Senna. Marshals frantically tried to flag Comas down through the Tamburello corner and he only narrowly avoided rescue workers and vehicles, including an aid helicopter which had landed at the scene, before bringing his Larrousse to a stop, he retired from the race following the incident, due to the distressing scenes he witnessed as medical staff tried to revive Senna. It had been Senna who saved Comas' life at Spa in 1992 after Comas had a terrible crash at the Blanchimont corner during Friday qualifying.
Senna jumped from his own car, ran over to Comas, shut down his engine and held Comas' head in a stable position until the doctors could arrive. When Senna died at Imola in 1994, Comas was so shocked he decided to not participate in the restart of the race because of what happened at Spa two years earlier. After ending his Formula One career at the end of the 1994 season, he went to Japan to continue his racing career in the All-Japan Grand Touring Car Championship, Japan's premiere racing series, he was successful and he won the GT500 title in 1998 and 1999, as well as runner-up in the standings in 2000, all three years driving for Nissan in a factory Nismo-prepared Skyline GT-R. He left the Nismo team in 2002 to join the factory Toyota team the following year. By the end of the 2003 season, he was the most successful driver in the history of the series, with the most career championship points scored by a single driver; this was surpassed by another Nismo driver, Satoshi Motoyama. After a decent run with Toyota, Comas spent the 2004/2005 seasons with Masahiro Hasemi's privateer Hasemi Sport team, running non-factory Nissan 350Zs in GT500, including inheriting the team's only win thus far, on the evening of 18 December 2004 at the "All-Star 200" exhibition race on California Speedway's combined oval / road course after the unofficial winners were penalized 60 seconds on their finishing time for a pit window infraction.
The race was a non-points scoring event and as such does not count towards the drivers' or teams' official win record. In the 2006 Super GT championship season he raced for former JGTC driver and 24 Hours of Le Mans team owner Masahiko Kondo's all new privateer Nissan 350Z racing team, he branched out into rallying, competing in various events around the world. Along with this, he created Comas Racing Management, a firm that focuses on the management and development of young up and coming drivers from his home country of France. At 5th race of the 2006 season at Sportsland SUGO, Comas was replaced with Pokka 1000 km third driver Seiji Ara due to what the CRM website referred on as "ill health". After coming back for the Pokka 1000 km, on 5 September 2006, Comas announced on his website that because of his health, he would not compete in the final 3 races of the season. Comas was known for not preferring to wear sunglasses underneath his visor, his son, Anthony competed in the Formula BMW UK series for Carlin Motorsport.
Comas has now retired from all forms of racing. He spends his time running Comas Historic Racing, which provides for paying customers to enter historic rallies driving cars from his fleet of blue Alpine automobiles. In 2010 and 2011, he won the electric vehicle category of the Rallye Monte Carlo des Véhicules à Énergie Alternative with a Tesla Roadster. In 2014 Comas won the Carrera Panamericana in a Studebaker. Between 2012 and 2017 Comas has only rallied a Lancia Stratos, having a hard time finding a competent team able to support him on his target og winning the overall classification of the FIA European Historic Rally Championship, ahead of numerous younger cars. Champion karting France class blue 1983 Champion French Formula Renault Championship 1986 Champion French Superproduction 1987 Champion French Formula 3 Championship 1988 Champion Intercontinental Formula 3000 Championship 1990 Champion JGTC 1998 Champion JGTC Nissan GTR 1999 Champion Italian Historic Rally Championship 2015 Champion FIA European Historic Rally Championship 2017 Eric Comas/CRM Official Site Comas Historic Racing
Philippe Alliot is a former racing driver who participated in Formula One from 1984 to 1990 and from 1993 to 1994. He raced for RAM, Larrousse and McLaren. Prior to his career in Formula One he competed during 1976 and 1977 in Formule Renault, won the championship in 1978, in the BP Racing team. With said team he won the French Formula Renault championship and went on to French Formula Three, he finished third in his first race and moved to the European Formula 3 Championship in 1980. By 1983 he moved to Formula Two but hit the headlines that year when he finished third in the Le Mans 24 Hours with Michael and Mario Andretti in a Kremer Porsche. In 1984 Alliot did not enjoy much in the way of success. After Jacques Laffite was injured at the 1986 British Grand Prix, Alliot took his place at Ligier, where he showed an improvement, he returned to Ligier in 1990, gaining a reputation for accidents. This led to heavy criticism from team members, other drivers and sports commentators, such as James Hunt calling Alliot "one of the worst Grand Prix drivers to drive a Grand Prix car".
Alliot left F1 for sports car racing in the early 1990s and enjoyed considerable success with the Peugeot team, run by Jean Todt. This included third-place finishes at the 1993 24 Hours of Le Mans. Alliot made another attempt at F1 with Larrousse in 1993, achieving the best finish of his F1 career, fifth, at the San Marino Grand Prix; the following year, he undertook a testing role with McLaren. This role led to a race at the 1994 Hungarian Grand Prix for the team as a replacement for Mika Häkkinen, while he was suspended. Qualifying 14th, he retired from the race itself. Alliot replaced Olivier Beretta at Larrousse for the following race, the Belgian Grand Prix. Starting from 19th on the grid, he retired with engine failure and this proved to be his last race in F1. Alliot left Formula One as the driver with the most race starts who had never achieved at least one of a podium finish, a pole position, or a fastest lap. After announcing his retirement from Formula One in 1995, he decided to try a career in politics did some TV commentary and competed in ice racing and the Paris–Dakar Rally, but ended running his own GT racing team.
Driver Database entry for Philippe Alliot
Gérard Larrousse is a former sports car racing and Formula One driver from France. After the end of his career as racing car driver, he continued to be involved in Formula One as a team manager for Renault, he founded and ran his own Formula One team, from 1987 to 1994. Born in Lyon, Larousse began his motorsport career in rallying before focusing on circuit racing, he won the French Rally Championship with an Alpine A110. His biggest successes in international rallies came in a Porsche 911, he won the Tour de Corse in 1969, placed second at the Monte Carlo Rally in 1969, 1970 and 1972. On gravel, he achieved a sixth place at the 1970 RAC Rally. In a team with Vic Elford in 1971, Larrousse won the 12 Hours of Sebring with a Porsche 917K and the 1000km Nürburgring in a Porsche 908/03, he would follow this with victory at the 24 Hours of Le Mans in 1973 and 1974 alongside Henri Pescarolo for Matra-Simca. He participated in two Grands Prix, debuting on 12 May 1974, but failed to any score championship points.
He drove Brabham BT42s for Scuderia Finotto. Following his sports car career, he moved into racing management, running the Elf Switzerland operation in the European Formula Two Championship. From there, Larrousse went on to run the original factory Renault Formula One team during its final days as a full-fledged factory team in 1984 and 1985. Larrousse shared ownership of an eponymous Formula One team with various partners, from 1987 to 1994, his team achieved limited success in F1, with a best finish of 6th in the Constructor's Championship in 1990. However the team struggled in following seasons and by 1994, Larrousse was forced to run several pay-drivers to help make ends meet. Although plans were in place to participate in the 1995 season, a lack of funds meant that the team was forced to withdraw from Formula One. Gerard Larrousse official website
Zakspeed is a motor racing team from Germany, founded in 1968 by Erich Zakowski and after that run by his son Peter Zakowski. It is based in Niederzissen, Rhineland-Palatinate, around 25 kilometres from the Nürburgring circuit. In the late 1970s, Zakspeed was the official Ford team in the German Deutsche Rennsport Meisterschaft series, a predecessor of the current DTM; the company constructed and entered an FIA Group 2 Escort and the Group 5 Capri, based on the MKIII production model. During this period, the Zakspeed team achieved a number of victories including the overall championship in 1981 with driver Klaus Ludwig. In the early 1980s, Zakspeed prepared a Mustang for Ford USA's Special Vehicle Operations to race in the domestic IMSA Camel GT series; the Mustang chassis was based on the Group 5 Capri. In 1982, Zakspeed ran the works Ford C100 Group C effort in conjunction with the factory; the Zakspeed-prepared machine was run by the works Ford Germany team with Klaus Ludwig, Manfred Winkelhock and Marc Surer at the wheel, but the car was a midfielder at best, although Jonathan Palmer and Desiré Wilson scored a 4th place overall the 1000 km of Brands Hatch in 1982.
Ford Germany retracted their support and one car was sold to privateers, while the other chassis was evolved by Zakspeed into the C1/4 and the C1/8, making few appearances in international racing, but becoming a front-runner in the German Interserie, where it won the championship in 1984 with Klaus Niedzwiedz. The engine was the basis for their Formula One entry from 1985 to 1988. In spite of the team's engineering expertise, Zakspeed never managed to create a competitive chassis/engine package, their first car, the 184, debuted in 1985, one year after the original plan, was outdated. With drivers such as the first Formula 3000 champion Christian Danner and ex-Tyrrell driver Martin Brundle, their best result was a 5th place in the 1987 San Marino Grand Prix, thanks to Brundle. For their final season, in 1989, they had to use Yamaha engines; the Japanese engine was unreliable and drivers Bernd Schneider and the rookie Aguri Suzuki struggled to pre-qualify the car. Schneider only qualified the car twice and retired both times, while Suzuki never got past pre-qualifying.
In the end, Zakspeed were notable for building their own chassis and engine, something only Ferrari did at that time, but with no competitive showings in five years, the team left Formula One and returned to touring cars, where they had once been at the top of the game. After withdrawing from F1, they ran Mercedes 190E and Opel Calibra cars in the 1990s Deutsche Tourenwagen Meisterschaft and the short-lived ITC series, now managed by Peter Zakowski who had taken over from his father after his Formula 3 career, his career as a driver did not lead him into F1, but he was quick around the old Nürburgring Nordschleife circuit in endurance races, winning the 24 Hours Nürburgring several times. In 1998, Zakspeed entered two Porsche 911 GT1 in the FIA GT Championship, where French Team Oreca dominated the GT2-class with their modified Chrysler Viper GTS-Rs. One of these Vipers was purchased by Zakspeed to be entered on the Nürburgring VLN series to take advantage of the new, less restrictive rules for the 1999 season.
Zakowski and his teammate dominated the 1999 season, winning every race, before the rules were altered for 2000 and the Porsche 996 GT3 showed up. The team won the 24 Hours Nürburgring again in 2001 and 2002. In 2003, against factory competition, they were disqualified due to a dispute over fuel tank size. A company related to Zakspeed, built the NASCAR-like V8-powered tube frame prototype cars of the V8Star Series Championship series which ran from 2001 to 2003; these identical cars used bodies modelled after road cars from Jaguar, BMW, Opel and others. Zakspeed itself won in 2003 with Pedro Lamy in a Jaguar-bodied car. In 2001, the Zakspeed team made a brief return to single-seaters with a foray into CART racing in the US in partnership with the long-established Forsythe Championship Racing. Nobody from Zakspeed came over to the U. S. and Forsythe ended the partnership. In 2006, the Zakspeed team returned to the FIA GT Championship with the Saleen S7-R; the company runs a racing school operating at the Nürburgring circuit.
In 2008, Zakspeed managed the Superleague Formula cars of Borussia Dortmund and Beijing Guoan, with the latter taking the overall title from such clubs as PSV Eindhoven, Liverpool F. C. and A. C. Milan. Dortmund took one win in the season and Beijing took three on the way to the title with driver Davide Rigon. In 2009, Zakspeed managed Sporting CP and R. S. C. Anderlecht. Official website Zakspeed Formula One History and Team Record Profile of the successful Zakspeed-built Group 5 racing Capri Article on Zakspeed's partnership with Yamaha
Automobili Lamborghini S.p. A. is an Italian brand and manufacturer of luxury sports cars and SUVs based in Sant'Agata Bolognese and tractors Lamborghini Trattori in Pieve di Cento, Italy. The company is owned by the Volkswagen Group through its subsidiary Audi. Ferruccio Lamborghini, an Italian manufacturing magnate, founded Automobili Ferruccio Lamborghini S.p. A. in 1963 to compete with established marques, including Ferrari. The company gained wide acclaim in 1966 for the Miura sports coupé, which established rear mid-engine, rear wheel drive as the standard layout for high-performance cars of the era. Lamborghini grew during its first decade, but sales plunged in the wake of the 1973 worldwide financial downturn and the oil crisis; the firm's ownership changed three times after 1973, including a bankruptcy in 1978. American Chrysler Corporation took control of Lamborghini in 1987 and sold it to Malaysian investment group Mycom Setdco and Indonesian group V'Power Corporation in 1994. In 1998, Mycom Setdco and V'Power sold Lamborghini to the Volkswagen Group where it was placed under the control of the group's Audi division.
New products and model lines were introduced to the brand's portfolio and brought to the market and saw an increased productivity for the brand. In the late 2000s, during the worldwide financial crisis and the subsequent economic crisis, Lamborghini's sales saw a drop of nearly 50 percent. Lamborghini produces sports cars and V12 engines for offshore powerboat racing. Lamborghini produces the V12-powered Aventador and the V10-powered Huracán along with the Urus SUV powered by a twin-turbo V8 engine. Manufacturing magnate Italian Ferruccio Lamborghini founded the company in 1963 with the objective of producing a refined grand touring car to compete with offerings from established marques such as Ferrari; the company's first models, such as the 350 GT, were released in the mid-1960s and were noted for their refinement and comfort. Lamborghini gained wide acclaim in 1966 for the Miura sports coupé, which established rear mid-engine, rear wheel drive as the standard layout for high-performance cars of the era.
Lamborghini grew during its first ten years, but sales plunged in the wake of the 1973 worldwide financial downturn and the oil crisis. Ferruccio Lamborghini sold ownership of the company to Georges-Henri Rossetti and René Leimer and retired in 1974; the company went bankrupt in 1978, was placed in the receivership of brothers Jean-Claude and Patrick Mimran in 1980. The Mimrans purchased the company out of receivership by 1984 and invested in the company's expansion. Under the Mimrans' management, Lamborghini's model line was expanded from the Countach to include the Jalpa sports car and the LM002 high performance off-road vehicle; the Mimrans sold Lamborghini to the Chrysler Corporation in 1987. After replacing the Countach with the Diablo and discontinuing the Jalpa and the LM002, Chrysler sold Lamborghini to Malaysian investment group Mycom Setdco and Indonesian group V'Power Corporation in 1994. In 1998, Mycom Setdco and V'Power sold Lamborghini to the Volkswagen Group where it was placed under the control of the group's Audi division.
New products and model lines were introduced to the brand's portfolio and brought to the market and saw an increased productivity for the brand Lamborghini. In the late 2000s, during the worldwide financial crisis and the subsequent economic crisis, Lamborghini's sales saw a drop of nearly 50 percent; as of the 2018 model year, Lamborghini's automobile product range consists of three model lines, two of which are mid-engine two-seat sports cars while the third one is a front engined, all-wheel drive SUV. The V12-powered Aventador line consists of the LP 740 -- roadster; the V10-powered Huracán line includes the all-wheel-drive LP 610-4 coupé and spyder, the low cost rear-wheel-drive LP 580-2 coupé and spyder and the most powerful, track oriented LP 640-4 Performanté coupé and spyder. With the intention of doubling its sales volume by 2019, Lamborghini added an SUV named Urus in its line-up, powered by a twin-turbo V8 engine and utilises a front engine, all-wheel drive layout. Motori Marini Lamborghini produces a large V12 marine engine block for use in World Offshore Series Class 1 powerboats.
A Lamborghini branded marine engine displaces 8,171 cc and outputs 940 hp. In the mid-1980s, Lamborghini produced a limited-production run of a 1,000 cc sports motorcycle. UK weekly newspaper Motor Cycle News reported in 1994 – when featuring an example available through an Essex motorcycle retailer – that 24 examples were produced with a Lamborghini alloy frame having adjustable steering head angle, Kawasaki GPz1000RX engine/transmission unit, Ceriani front forks and Marvic wheels; the bodywork was plastic and integrated with front fairing merged into fuel tank and seat cover ending in a rear tail-fairing. The motorcycles were produced by French business Boxer Bikes. Lamborghini licenses its brand to manufacturers that produce a variety of Lamborghini-branded consumer goods including scale models, accessories, bags and laptop computers. In contrast to his rival Enzo Ferrari, Ferruccio Lamborghini had decided early on that there would be no factory-supported racing of Lamborghinis, viewing motorsport as too expensive and too draining on company resources.
This was unusual for the time, as many sports car manufacturers sought to demonstrate the speed and technical superiority through motorsport participation. Enzo Ferrari in particular was known for considering his road car business a source of funding for his participation in motor racing. Ferruccio's policy led to tensions between him a