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 Ici c'est le forum des pro de la Lambo.... |
| maxou-w8tt |  le mer 20 août 2008 à 17:11
Oui j'avais oublié c'est vrai....  |
| ar-a-mach | le mer 20 août 2008 à 17:15
Ouch  http://www.youtube.com/watch?v=g50NHNpdeqg   YouTube - - |
| tovaritch | le mer 20 août 2008 à 17:23
Ils ont eu chaud dans le slip ceux là |
| zorglub007 | le mer 20 août 2008 à 17:40
C'est un impression ou l'aileron est mobile sur cette LP ? |
| kld | le mer 20 août 2008 à 18:39
Zorglub007 > cela etait deja present sur les 1er serie de gallardo  |
| maxou-w8tt | le mer 20 août 2008 à 19:15
Encore un gugusse qui n'a pas compris que c en'est pas le genre de revettement pour une lambo...pffff |
| kld | le jeu 21 août 2008 à 09:02
Il a surtout pas compis que le 4x4 de l auto ne servait pas a ca |
| maxou-w8tt | le jeu 21 août 2008 à 09:12
Bon allez , un ch'titiu apperçut de ce qu'on a vu ce week end a monterey.... attention çà fait mal aux yeux....     Non! vous ne revez pas..; il s'agit bien de la veritable Miura roadster!!! |
| spin | le jeu 21 août 2008 à 09:28
Remise en l'état par rapport à sa sortie d'usine, c'est ça? |
| maxou-w8tt | le jeu 21 août 2008 à 10:22
Alors il est difficile d'avoir des infos en fait..; certains penchent plutot sur une construction artisanale sur base de Miura existante,(comme la recente iota) d'autre parlent du reconditionnement de la ZN75 en configuration d'origine... difficile de savoir... je suis dessus... |
| spin | le jeu 21 août 2008 à 11:00
Merci! J'étais pas trop loin quoi... Découper une vraie miura, c'est quand même un peu sacrilège! |
| maxou-w8tt | le jeu 21 août 2008 à 11:29
Allez voici la suite.... enjoy....              |
| spin | le jeu 21 août 2008 à 11:39
Caisse que c'est la Zagato (première photo)? |
| cedsilver | le jeu 21 août 2008 à 12:24
La 2eme c'est la 350 GTZ? |
| maxou-w8tt | le jeu 21 août 2008 à 12:40
Vous avez la RAptor basée sur une diablo par zagato (la bleu) et vous avez la 35Ogtz par zagato aussi...(la blanche) |
| ar-a-mach | le jeu 21 août 2008 à 14:29
I need more HD photo from the reventon plz plz plz!!!  |
| Icho_Tolot | le ven 22 août 2008 à 18:23
La Miura Roadster c'est ZN-75 qui a été restaurée dans sa configuration originale par son nouveau proprio. |
| spin | le ven 22 août 2008 à 19:44
ça c'est du service et merci aussi pour la ZN-75 (qui au passge est bien mieux comme ça). |
| ar-a-mach | le ven 22 août 2008 à 21:46
Il me semblait bien que la ZN-75 avait une couleur bizarre d origine. elle est magnifique! il est super de voir des proprio qui sont capable d avoir du respect pour ces oeuvres d arts!!! thumbs up !!! |
| spin | le ven 22 août 2008 à 21:52
Par contre le volant, c'est plus un Marzal ou Jarama... |
| Icho_Tolot | le sam 23 août 2008 à 00:36
C'est le volant qui équipait la voiture de salon. La voiture a été restaurée sous l'autorité de Bertone pour être identique à la version originale. Le propriétaire actuel est Adam Gordon, un mogul de l'immobilier New-Yorkais. |
| Icho_Tolot | le sam 23 août 2008 à 09:06
Lamborghini Countach LP-400 Periscopo Spider Mardikian... dans le sud de la France.       |
| ar-a-mach | le sam 23 août 2008 à 09:56
Icho_Tolot why are there SS insignia on the car  |
| cedsilver | le sam 23 août 2008 à 10:45
Speciale Spyder?  |
| ar-a-mach | le sam 23 août 2008 à 11:53
Well they could have chosen another design that this really poor design choice in my opinion look at this pic  |
| maxou-w8tt | le sam 23 août 2008 à 15:01
Donc je confirme les dires d'icho, il s'agit bien de l'ancienne ZN 75 reconditionnée d'origine. Moi je me souvient que l'on m'avais dit qu'il etait impossible de remmetre la zn 75 en configuration d'origine... meme au LCF on me le soutenai mordicus... j'avais raison de ne jamais y croire.. Pour le reste il sagit bel et bien d'une des 10 countach Special (Spyder) Mardikian (un lissage et un moteur de plus de 500 ch) mais il ne s'agit pas du tout de la periscopo... il y aurais eu 7 spyder et 3 coupé special mardikian... dont une lp400 s noire a jante doré avec un lissage, periscope, dont je ne vous dit que çà... l'une des plus belle countach jamais faites..... |
| Icho_Tolot | le sam 23 août 2008 à 16:56
Oui Maxou, tu as raison bien sûr. C'est une LP400, chassis #1120262 - ex. Rod Stewart. |
| ar-a-mach | le sam 23 août 2008 à 18:42
Just found this  http://www.autotitre.com/forum/Une-replique-de-Mustang-sur-ba-89668p1.htm#v39 |
| ar-a-mach | le dim 24 août 2008 à 16:30
Some pics              |
| cool67 | le dim 24 août 2008 à 17:29
Lamborghini gallardo+spyder, LP560 et Murcielago roadster:       |
| maxou-w8tt | le lun 25 août 2008 à 09:13
Icho< si c'est bien celle de rod stewart alors en effet tu as raison, cependant elle à été reafite car elle etait blanche au debut.... |
| gallardonoir | le mar 26 août 2008 à 19:34
Voila les 2 lp640 devant l'hotel Wilson début aout à genève       Dernière édition le 26/08/2008 à 19:54 par gallardonoir, édité 2 fois |
| ar-a-mach | le ven 29 août 2008 à 17:13
Some pics      |
| kld | le lun 1 sept 2008 à 10:49
Photos des Prototype P132 & L140 Crée par Marcello Gandini par ici> http://kldconcept.com/ voila et ont reste sage , ont respire bien avant |
| cool67 | le mar 2 sept 2008 à 20:11
Bien vu KLD  |
| kld | le mar 2 sept 2008 à 20:54
Cool67 > tu la shooté avant moi  , pas evident de faire un stop sur la national |
| alaud56 |  le mar 2 sept 2008 à 21:35
=>cool ta changer de véhicule ça doit couté un rein |
| kld | le mar 2 sept 2008 à 23:19
Et sa pese un Ane mort |
| ar-a-mach | le mer 3 sept 2008 à 14:36
C est la dessus que j ai appris a conduire quand j avais cinq ans |
| ar-a-mach | le ven 5 sept 2008 à 11:46
(from Lamborghini Press Release) The history of Lamborghini had been distinguished by the construction of extraordinary sports cars that had no need to draw on the experience – intriguing but also very expensive – of a Racing Department. From the very beginning, Ferruccio had made it clear that he had no intention of funding these expensive adventures and that was how the company had always operated. The arrival of Chrysler, and of various executives who were hypnotised by the glamour of auto racing, changed this attitude as well. 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. A new parallel structure, separate from Lamborghini and named Lamborghini Engineering, was established in Modena specifically for this engine. The speed of the designer from Modena and of the organisations with which he worked was renowned. Ready within a matter of months, the new engine was officially demonstrated to the public in April 1988. Naturally, the news was sensational. The debut in Formula 1 racing of a company like Lamborghini – long the master at producing high-quality, top-performing twelve-cylinder engines – was a major event, and one that could cause plenty of headaches for Lamborghini’s direct rivals. Moreover, the commitment and risk for the company were still rather limited, given that Lamborghini was simply supplying engines to the Larrousse team, which obviously pledged to pay for them. The 1989 season was rather disappointing, but the fault for these poor results lay above all with the French team, which did not have the money and organisation required to compete at the highest levels. Nevertheless, the engine showed excellent potential that deserved to be exploited. 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. The finale of the 1990 season – definitely on the rise, with 14 points racked up by the teams with a Lamborghini engine – understandably fuelled the excitement in both Sant’Agata and Detroit. Thus, a wealthy Mexican businessman decided that, in the wake of this success, he would place an order with Lamborghini not only for a F1 racing engine, but for an entire car. The opportunity was obviously too good to pass up, and once the customer’s ample finances were confirmed, Forghieri and his team briskly went to work on the entire project. The single-seater was a relatively conventional one, but its design showed great attention to detail and it brought together all the experience gained by the Modena designer throughout his long career. In particular, it made the most of the data collected over two years of working with the teams using this engine. The new car was entered into the 1991 world championship season, but suddenly the Mexican backer mysteriously disappeared (he was never heard from again) and, at this point, there arose the serious problem of financing the team. An Italian industrialist came forward, offering to make up the shortfall to race the car, which was thus able to participate in the world championship that year as the ‘Modena Team’. That season, Lotus and Larrousse decided to forgo the Lamborghini engines, which were requested instead by Ligier. But the effort involved in following an entire racing team and outsourcing engines – and with decidedly inadequate funding for this purpose – aggravated the already known problems, and the season of Lamborghini’s single-seater was not a thrilling one. If greater financial resources had been available, it would probably have been possible to find better solutions to the various problems that arose during the season. However, Chrysler inexplicably refused to support this activity in any way, even when it became evident that the economic problems faced by Lamborghini Engineering would trigger a drop in the performance of the F1 car and thus a problem in terms of brand image. Despite Forghieri’s commitment, the American company’s insensitivity to this 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. The 1992 season saw the return of Lamborghini as the engine supplier for the Larrousse and Minardi teams, the latter coming out of a difficult season with Ferrari engines. In 1993, the Modena company supplied V12 engines only to Larrousse. In both seasons, enormous engine problems arose, reflecting the lack of funds available for the technical development of the engine. The fact that it was fundamentally a well-designed engine is proven by Ayrton Senna’s interest in it, and the Senna tested a Lamborghini engine on the McLaren he was driving at the time. The agreement was in place and ready to be signed when Peugeot, which wanted to return to Formula 1 racing by supplying one of its engines to a high-profile team, stepped in and the deal fell apart, thereby ending Lamborghini’s adventure in the world of Formula 1 racing. The firm continued, with good overall results, to compete in the field of marine engines, an area that was completely foreign to the original philosophy of Lamborghini cars but allowed it to achieve important results in specialised championships like powerboat racing.             |
| maxou-w8tt | le ven 5 sept 2008 à 12:40
Savez vous qui devais etre pilote officiel chez lamborghini juste avant qu'il arretent l'aventure f1? |
| ar-a-mach | le ven 5 sept 2008 à 13:28
Schumacher ? no idea but it would have been funny |
| maxou-w8tt | le ven 5 sept 2008 à 16:19
Et non . Ayrton Senna |
| ar-a-mach | le ven 5 sept 2008 à 19:20
Woawwww even better that would have been great really! |
| ar-a-mach | le ven 5 sept 2008 à 19:26
From motor authority The Lamborghini Miura Spyder concept has spent the past 40 years doing the rounds of motor shows and sitting idle in the hands of private collectors, a footnote in the annals of one of the most influential cars in history - the mid-engined Miura coupe. Now details of the stunning one-off Miura Spyder have surfaced with the publication of a new book on the history of the car and its coupe sibling. Created purely as a design exercise aimed at keeping demand for the existing Miura coupe high, Italian design house Bertone decided to create a special one-off Spyder version back in 1967. The ‘Lamborghini Bertone Miura Roadster,’ as it was officially christened, was born. This particular Miura carried chassis number 3498 (which, in accordance with its one-off prototype status, is not even listed in the factory’s original production chassis number register), and P400 engine number 1642 was fitted (the P400 was a 3.9L V12 with 345hp/257kW on tap). The car was also finished in a light metallic blue with an off-white leather interior with red carpeting. The dashboard and steering remained black. It was first revealed at the 1968 Salon de L’Automobile Bruxelles, where its unveiling even surprised Ferruccio Lamborghini. However, chief stylist Nuccio Bertone apparently told Lamborghini to put any ideas of production right out of his mind. “We couldn’t make this car for production because there were untold problems with stress-tolerance issues involving the chassis and the windscreen. Its purpose was simply that of a showcar,” Bertone confided to a GM stylist years later. The car then made a number of international motor show reveals, with the final showing occurring in 1978 at the Detroit Motor Show. In 1981 it was sold to the Boston Museum of Transportation for an estimated $200,000. In the mid-1980s, it was refurbished and its interior upholstery replaced. Over the years it then changed hands with a number of private collectors until December 2006, when its current owner, a New York property developer, purchased it and restored it once again. The conversion, by the Bobileff Motorcar Company, was completed in late August 2008. The information for this story was provided by ‘The Lamborghini Miura Bible,’ written by Joe Sackey and on sale from November.    |
| kld | le sam 6 sept 2008 à 09:55
Dommage quand meme que la ZN75 n est plus:/ |
| urraco75 | le sam 6 sept 2008 à 11:30
Oui, c'est clair! c'est dommage. Il ne reste qu'a espérer qu'elle ne tombe pas dans l'oublie. J'ai une doc de IZLRO qui présente toutes les modifications faites sur la voiture, peut être qu'elle va prendre de la valeur? |
| kld | le sam 6 sept 2008 à 13:06
Urraco75 > je pense avoir la meme dommage qu il et mis un bleu trop flashy  Dernière édition le 06/09/2008 à 13:08 par kld, édité 1 fois |
| alaud56 |  le sam 6 sept 2008 à 22:44
aujourd'hui une petite balade à la foire exposition et devant un stand de portail électrique je vois cette affiche  photo portable  |
| ar-a-mach | le dim 7 sept 2008 à 23:22
Http://www.liveleak.com/view?i=f4d_1220215314 Lamborghini Accident Aftermath. Mature, Featured A Green Lamborghini Murcielago was completely destroyed in a deadly accident on California's 101 freeway in Woodland Hills. The car was spotted just before the incident allegedly undertaking in some very noteworthy speeding suspected to have resulted in the car punching through a guardrail and smashing into a parking structure. |
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