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Time of India
18-07-2025
- Automotive
- Time of India
Kinetic Green eyes large global footprint in JV with Tonino Lamborghini
Pune-based Kinetic Green Energy and Italy-originated Tonino Lamborghini SpA have joined hands to make electric golf carts for both Indian and global markets. The companies have launched their electric golf and lifestyle carts, which will be manufactured at Kinetic Green's Pune-based plant, company executives confirmed during the launch event. The carts--designed in Italy-- are available in two series: the Genesis Range, a tribute to the legacy of the brand, and the Prestige Range, which represents a more ultra-premium, futuristic design. The joint venture—Kinetic Green Tonino Lamborghini (KGTL)—plans to invest $20 million over the coming years, Ferruccio Lamborghini, Vice President of Tonino Lamborghini SpA, told ETAuto. In the JV, Kinetic Green will hold 70 per cent stake while the Italian firm will hold the rest of the stake. Through this partnership, Kinetic Green is foraying into the bespoke four-wheeler mobility segment, leveraging Tonino Lamborghini's Italian design expertise. Kinetic Green sees this collaboration as a step closer to achieving its target of building a $1 billion electric vehicle business by the end of the decade, said Dr Sulajja Firodia Motwani, Founder and CEO of Kinetic Green. Global ambitions, measured approach While the company has set ambitious goals, Motwani noted they are taking a steady and measured approach. KGTL is focused on building a strong distribution and service network across target geographies in the estimated $5 billion global golf cart market . 'It's not about just generating a buzz or filling up order books. Our focus is on building a sustainable business with a strong distribution and service backbone,' Motwani added. The initial expansion roadmap includes Asia—particularly India and the UAE—before entering Europe, the US, and other regions. By the end of the decade, KGTL aims to be present in 30 countries and capture up to 80 per cent of the global golf cart market. It has set an annual revenue target of $300 million within five years. India's role in global strategy 'When we decided to enter the golf cart business years ago, we realised that it couldn't be done from Italy alone. We needed a strong partner with a global perspective—and we found that in Kinetic Green,' Lamborghini said. KGTL plans to manufacture 4,000 units annually in the initial phase at the Pune facility, scaling up based on demand. The company will leverage the Nhava Sheva port near Mumbai for export operations. Lamborghini also emphasised India's strengths in providing affordable and sustainable solutions that many other markets cannot. Distributors have already been appointed in India, the UAE (Dubai and Abu Dhabi), Saudi Arabia, and the Maldives. Discussions are underway for distribution in Sri Lanka, New Zealand, Thailand, Indonesia, and other key Asian markets.
Gulf Insider
17-07-2025
- Automotive
- Gulf Insider
A Visit To Lamborghini's Polo Storico: Living the Legend
Like so many kids in the 1980s, I had a poster of the Lamborghini Countach on the wall of my childhood bedroom. My brother and I would cut pictures of supercars from magazines and tape them inside our closet, imagining ourselves driving them along the sunlit, winding roads of the Italian countryside. Decades later, that dream came full circle. To celebrate the 10th anniversary of Automobili Lamborghini Polo Storico – the division dedicated to preserving the brand's legendary heritage – Gulf Insider took part in a special media event in Sant'Agata Bolognese. There, I experienced firsthand the incredible cars that inspired generations and saw how Lamborghini archives, certifies and restores these iconic machines. We stepped back into history as participants drove four incredible machines through the rolling hills: the elegant 400 GT, the bold LM002, the roaring Diablo SE and the ultimate head-turner – the Countach 25th Anniversary model. Back at the workshop, I got my hands dirty working on the Miura, arguably one of the most beautiful cars ever designed. These cars tell the incredible story of the brand: bold decisions, revolutionary design and innovative engineering – all wrapped in pure beauty. Nothing captures the Italian spirit quite like the raging bull of Lamborghini. Seeing these cars together is a reminder of how many 'firsts' Lamborghini achieved. The 400 GT – an evolution of the original 350 GT – was among the fastest, most refined grand tourers of its era, offering comfort and drivability that stood out from its peers. Ferruccio Lamborghini famously founded the company after a dispute with Enzo Ferrari, aiming to build a more reliable, road-friendly sports car than the Ferrari he owned. The Miura became the world's first true supercar, introducing innovations like the mid-engine layout, now a staple in modern performance cars. Its legend was sealed in pop culture with The Italian Job (1969), where a bright orange Miura glides through the Alps, setting the standard for automotive elegance. Next, the LM002 – the world's first luxury SUV. Nicknamed the 'Rambo Lambo,' it paved the way for today's Urus. The Countach, with its wild lines, became the poster car of the 1980s and a cinematic icon in films like The Cannonball Run and The Wolf of Wall Street. Then came the Diablo – a 1990s classic and among the first production cars to break the 200 mph barrier. Preserving this legacy hasn't been easy. Lamborghini's early decades saw financial troubles and shifting ownership. Today, its heritage is protected through three pillars: archiving, certification, and restoration. Today, that legacy is being safeguarded through three main pillars: the archive, where everything begins; certification and restoration. The Polo Storico team includes expert mechanics, historians, and veteran employees – some from as far back as the 1960s. We saw a remarkable archive of hand-drawn sketches, production sheets, old invoices, and even original customer names. Many of these documents were once thought lost, later found in forgotten storage rooms – or in the homes of retired staff who had quietly preserved pieces of Lamborghini's history. Alessandro Farmeschi, Lamborghini's After Sales Director, explained: 'For us, the archive means knowing the history of each and every vehicle. In the mass automotive market, there's something called the 'end of life' of a product. For Lamborghini, this doesn't exist. Every single car is a piece of art – a collectible. They're assets, and we see our job as adding value to those assets.' In addition to building the archive, the team offers a certification service for classic Lamborghini models. Each vehicle undergoes a detailed inspection and documentation process to verify its originality. We saw how each car is meticulously examined and cross-referenced with historical records. It's a labour-intensive job, but fascinatingly reveals each car's unique story, tracing back to its factory origins. Owners can also request full restorations. The dedicated mechanics who carry out this craftsmanship showed us the work being done on the Miura's V12 engine. Every component is fine-tuned with incredible precision, factoring in everything from driving style to climatic conditions to deliver the ultimate performance. To achieve this, the team uses a mix of modern and traditional tools, including one irreplaceable asset: the ears of Giancarlo Barbieri, who's been with the factory since the 1960s and, half-jokingly, claims his hearing is still more accurate than any modern diagnostic device. Sourcing spare parts is a challenge in itself. If not found in old stock, the team searches the market. If that fails, they reach out to original manufacturers or reverse-engineer the part themselves. To stay true to each car's original form, Lamborghini also partners with tyre manufacturer Pirelli to recreate vintage tyres long out of production. Mr Farmeschi further explained the philosophy behind their work: 'We have certified only 200 cars so far and completed restoration on just 40. Our objective is not volume – it's about doing things the right way.' I also spoke with him about the Middle East market specifically. 'We have many customers in the Middle East who own these collectible cars,' he said. 'They're part of some of the finest collections in the region. We have great relationships with them, and the Middle East is a key market for us.' Naturally, having official certification from Lamborghini adds significant value to these vehicles, and the company is keen to work closely with Middle Eastern collectors. 'The key word here is trust,' he added. 'A recent study confirms that trust is one of the most important factors for collectors – you need to trust the seller and the history of the car. Our certification is the statement that 'this is the car.' That brings real value.' As we left the event, Lamborghini's latest models – the Urus, new Temerario, and Revuelto – were parked outside. It was hard not to wonder if these high-tech machines would ever evoke the same raw emotion as the classics we'd just seen. Lamborghini is embracing electrification, but not just for lower emissions. For them, electric tech is a means to elevate performance. So far, it's proving true. Only time will tell if today's lineup will become tomorrow's icons, inspiring future generations like the Miura or Countach did.
Motor Trend
15-07-2025
- Automotive
- Motor Trend
Magnifico! The Lamborghini 3500 GTZ Is the Coolest Lambo You Never Heard Of
[This story first appeared in the Spring 2011 issue of MotorTrend Classic] Ferruccio Lamborghini's firm was barely two years old when the 3500 GTZ broke cover in 1965. That makes the rave reviews of his first model, the 350 GT—the car upon which the 3500 GTZ was based—all the more remarkable. The Lamborghini 3500 GTZ is a rare, custom coachwork car styled by Zagato in 1965, based on the 350 GT. With unique styling and impressive performance, it was nearly forgotten. Only two were made, showcasing bespoke coachwork and adding a unique chapter to Lamborghini's history. This summary was generated by AI using content from this MotorTrend article Read Next 'The [350 GT] was a delightful experience from beginning to end,' Jerry Titus observed in his Sports Car Graphic road test. 'Acceleration is impressive, [and] it seems like nothing flat is the time it takes to get to 150 mph. The overall stability is really excellent…Fabulous is the only word for the brakes. Enzo, Orsi, and David Brown better look to their laurels!' Since those impressions were typical—another tester proclaimed the 350 GT would 'give Ferrari a migraine'—why would anyone want to tinker with such success to make the 3500 GTZ? The multifaceted answer starts with the 350 GT's alluring mechanicals. In March 1964, when the model debuted, the car's 280-horsepower, 3.5-liter V-12 featured four overhead cams, whereas Ferrari's engines only had two. A five-speed transmission was standard; Ferraris and Astons typically used a four-speed with electronic overdrive. A rigid axle was located at the rear of those competitors; the Lamborghini boasted four-wheel independent suspension. And, as Titus observed, superb stopping power came compliments of four large disc brakes with servo assist. Probably the best argument for the 3500 GTZ was the 350 GT's controversial styling. Though the shape has aged quite well, Carrozzeria Touring had to use the Franco Scaglione-designed sharp-edged 350 GTV prototype as its starting point. 'Lamborghini had shown his car at the Turin Show in 1963,' comments Carlo Felice Bianchi Anderloni, Touring's former design head who oversaw the 350 GT's styling. 'It was important that our car not look completely different. You couldn't pass from the 350 GTV to the Miura, for example.' Further fanning the flames was the period's prosperity, which coupled beautifully with the auto industry's creative yeastiness. During World War II, numerous coachbuilders such as Anderloni's father and key personnel found refuge from the ravages of war by focusing on what they wanted to design after the conflict ended. Once it did, that pent-up creativity and Italy's highly skilled but inexpensive labor force let loose with an expressive explosion of custom coachwork that lasted well into the late 1960s.'It was like a giant, compressed spring,' says Filippo Sapino, former head of design at Ghia. 'When the war ended, that spring released.' Taking advantage of that fertile period were industrialists, heads of state, titled individuals, celebrities, and automotive manufacturers who flocked in droves to the numerous carrozzerie in Turin and Milan. One such custom coachwork patron was marquis Gerino Gerini, a well-connected Ferrari and Maserati Formula 1 and endurance racer of the 1950s. In the early 1960s, the nobleman was appointed commercial director of ASA, a Milan-based firm that built the diminutive four-cylinder 1000 GT under license from Ferrari. He was also a successful high-end car dealer—by the summer of 1965, his Lamborcar dealership had sold approximately 25 percent of the 350 GTs produced. Gerini knew his way around the exoticar circles, and he was a father of the 3500 GTZ. 'There was no strategy of collaboration between us and Zagato,' notes Paolo Stanzani, one of Lamborghini's top engineers at the time who would later gain fame as father of the Countach. Rather, 'it was Gerino Gerini. Using his own initiative, he bought from us two chassis complete with the mechanicals and the wheelbase, shortened to 2450 mm compared with 2550 of the 350 GT of Touring. He then had Zagato do the bodywork.' When Gerini came calling at Zagato, the carrozzeria was on a serious roll. Its Alfa SVZ, TZ1, and TZ2 endurance racers had dominated their classes for years, and limited-production models such as Alfa's 2600 SZ and Lancia's Flaminia 3C were highly regarded in the prestige marketplace. Running the firm at the time was founder Ugo Zagato's eldest son, Elio, with younger brother Gianni one of his key lieutenants. Making their design vision a reality was the company's young chief stylist, Ercole Spada. Only 27 years of age when the 3500 GTZ project landed on his drawing board, Spada had joined the carrozzeria five years prior, shortly after finishing his military tour of duty. So how did a former tank commander become an ace stylist in such a short period? 'Before the military, I was in a technical school for mechanical engineering,' Spada says. 'I have always sketched cars, and whenever there was some space on a piece of paper, I was sketching.' He recognized that passion early in his life, so following his military tour, he sent letters to Abarth, Zagato, and Alfa Romeo, 'asking if there was a job for me.' Only Zagato answered, and soon after Spada was hired he found himself on the fast track to stardom. 'At the time,' he says, 'to build a new car was very simple. I made a 1:1 section, and then they would make a wire frame. Today, you see that frame in the computer; back then, it was real. They would make the frame and then weld. After that, with aluminum, the men would make the car.' When Gerini's chassis arrived from Lamborghini, cars created by Spada under Elio's tutelage included Aston's DB4 GTZ and the aforementioned TZ1 and TZ2. Regarding the 3500 GTZ project, 'I was free to design how I wanted, with no restrictions or interferences,' Spada says. 'For a front-engine car with the Lamborghini's proportions, I felt it was necessary to relate it to other Zagato cars in the same period. 'I thus took inspiration from something I had already done in-house, the Alfa TZ2. The idea was to create a new, well-refined, and comfortable GT. Though I was starting from a race car, I wanted to keep similar volumes, design language, and styling cues.' Stanzani confirms the 3500 GTZ was, in his words, a 'Zagato project.' 'There was absolutely no Lamborghini participation for the development of the GTZ,' he says. 'The design and body construction was done entirely by them. We had a technician who remained there to mount certain parts, and I personally visited Zagato a few times to verify that the layout of the mechanical components was true to Lamborghini specifications.' For reasons neither Stanzani nor Spada recalls, the first 3500 GTZ (chassis number 0310) appeared at 1965's London motor show—rather than Turin several weeks later—where it was well received. 'The latest Lamborghini on the Zagato stand,' one commentator noted, 'is a lightweight version of the Lamborghini coupe and, if I may say so, is considerably better looking than the Touring version. It seems very purposeful with twin bulges in the bonnet and air extractor gills in the tail.' London would be the model's only show appearance. A second 3500 GTZ, chassis number 0322, was made shortly after 0310's London debut, and one of the cars served as Stanzani's personal mount for several months. 'It was 100 kilos lighter than the standard 350 GT,' the engineer recalls, 'so it handled very well and had good acceleration. It had good visibility and interior space, but it was not very comfortable!' Lamborghini's documentation shows that 0322 was delivered to Gerini's Lamborcar in late November 1965, while 0310 was sold off in September 1966. After that September entry in Lamborghini's record books, the 3500 GTZ model slipped off Lamborghini's radar into exoticar obscurity, known and recognized only by die-hard Zagato and Lamborghini enthusiasts. My first personal contact with 0310 came some 20 years ago during one of my early stints as a chief class judge at Pebble Beach. One of my classes that year was Italian Custom Coachwork, and the GTZ fit the bill perfectly. I talked the Australian owner into sending it to the States, so after the show, it resided in Northern California for a period before being sold off to Europe. It ended up in Germany, where it stayed until it was sold at auction in 2003 to an American Zagato enthusiast. Following a total restoration that returned it to its original bianco Zagato color, 3500 GTZ 0310 went back to Pebble in 2006, where it placed third in its class. Last November, I judged the Lamborghini from a different perspective, being the first journalist to test the car. On initial approach, it's easy to see Spada's TZ2 inspiration—especially from the rear. The 3500 GTZ has the same square-edged Kamm tail and overall proportions, though it looks as if a bit of Maserati Mistral greenhouse was injected into the design. The most intriguing (and subtle) external element is the exhaust—it's not out back where you expect it. Instead, it resides just below the back edge of the door, same as on the (you guessed it) TZ2. The lightweight door opens easily with a traditional chromed handle, and once in the driver's seat, the first thing I notice is that shortened wheelbase and low roofline. A standard 350 GT fits my 6-foot-3 frame nicely; here I feel like a pretzel. Even with the seat all the way back and the backrest sloping rearward, I need to slouch and position my neck and shoulders at a strange angle. My knees wrap up around the glossy wood steering-wheel rim, and so tight is the fit that my left kneecap bumps against the window crank. I have to put the crank straight up or down to get my foot on the clutch! It makes for an intriguing first drive. My overnight destination is Sedona, two to three hours and around 150 miles away. Fortunately, the fall weather in Arizona is fabulous, sunny and in the mid-70s, so the crank remains in a vertical position with the window all the way down. And that's a good thing, for this Lambo makes a banshee wail that's well worth the price of admission, and then some. After giving the key a turn to activate the fuel pumps, I push it in to activate the starter. Its motor whirrs for a couple seconds, and the engine awakens like a prima donna who loves good drama. Initially the V-12 is fairly quiet, as if stirring from a deep slumber. Then everything instantly comes alive—six dual-throat carbs gulping air, 24 valves, four cams and two chains turning, the sound of a symphony of sewing machines working in perfect concert. At low rpm ranges just above idle, the car is a pussycat. The medium-weighted clutch releases smoothly, and the Lambo glides without a hiccup, happily puttering along at 2500 rpm or less. The accelerator pedal has very long travel, so you need to stick your foot into it to feel what she'll really do. Once near and especially when the throttle is on the floor, this Lambo is a serious sprinter, surging ahead like Usain Bolt turning on the afterburners. There is one serious long pull to the 7000-rpm redline. The linear engine never seeming to hit cam like its Ferrari competition, as the acceleration simply gains more force the higher the tach spins. As she rips through 4000 rpm up to redline, the noise bellowing from the engine and especially the open exhaust some 3 to 4 feet away from my shoulder is utterly delicious, perhaps the best sound this side of a 250 TR. Back in the day, the term 'ripping canvas' was often used to describe a Ferrari under hard acceleration. Well, this Lambo's canvas has at least a thousand-thread count, so smooth is the sound, so perfect the pitch. The engine works beautifully with the five-speed transmission. The gearbox has a nice, tight feel, but the throw is a bit longer than I like; think of the old Borg Warner T-10 and add 75 to 100 percent to the travel to get an idea. Yet the precise way it slots into gear is just as exact as that fabled four-speed, and its lighter touch means you need only 50 percent of the effort. Lamborghinis were well known for their suspensions, and the GTZ is no exception. It feels comfy and compliant around town, and only gets better on the open road. On this drive, it settles into a relaxed 80-90-mph gate, the engine humming ahead, the exhaust mellifluous, the suspension connecting to the road and easily absorbing most every bump, letting me know of any surface imperfection but never jarring. Through mid-range sweepers I feel the rear end plant as the suspension does the work, an interesting sensation in these days of super-grippy modern tires and computerized suspension wizardry. What's it worth? Anyone's guess, as it's such a rare duck. $750,000 seems like an easy get; perhaps a million on the right day at the right auction to the right buyer. Four days and several hundred miles later, I am more than glad that Gerini commissioned the 3500 GTZ four-plus decades ago. Within three to four years, the custom coachwork era would draw to a close, and those two unique 350 GTs serve as a reminder of the time, all while adding a nice bit of overlooked spice to the Lamborghini mythos. Magnifico! Ask the Man Who Owns One One of 0310's owners is a serious Zagato enthusiast. 'I became enamored with Zagato in college when I saw my first picture of a Zagato-bodied car, a Maserati A6G 2000. That was the start. Today, our collection has approximately 25 cars with Zagato coachwork.' Why I Like It: The rarity, the way it drives makes it a super comfortable event car. And it is a Zagato. Why It's Collectible: Custom coachwork is hot, and Zagato is one of the best names. And only one other exists. Restoring/Maintaining: Look for subtle lines other restorers might cover up. For instance the crease line on the top of the rear fender. Mechanically it has been incredibly sound, but tuning the carbs is a bit like tuning a piano. Beware: It is a seller's market! Expect To Pay: This car is not for sale. Join The Club: Lamborghini Club of America ( Lamborghini Owners Club ( Lamborghini Club of Los Angeles ( Our Take Then: 'It's a limited production Grand Touring machine that's built to give unlimited driving pleasure!' —Jerry Titus on the production 350 GT, Sports Car Graphic, March 1966 Now: Lamborghini's first custom coachwork car based on a production model adds some forgotten spice to the company's history. Had Lamborghini desired to make a front-engine sports car beyond the original 350 and 400, the 3500 GTZ was a great place to start.
The Irish Sun
02-07-2025
- Automotive
- The Irish Sun
Iconic car firm reveals ‘most powerful supercar EVER' as it hints at ‘new future' with limited edition model
AN iconic Italian car firm has teased the release of a new supercar that is expected to be the brands "most powerful ever." The news comes after a potential name for the new model was revealed with the company filing for a trademark on " Advertisement 2 The new motor will reportedly be revealed in August Credit: Lamborghini 2 Select customers have been allowed to see the new supercar early Credit: Lamborghini Lamborghini is said to have entered a new era with the recently revealed Temerario and Reveulto. The two already released models are reportedly set to become the foundation for a range of one-off and Filing with the European Union Intellectual Property Office in April this year the firm hinted at a potential name for a new limited-production project in the works. Advertisement Read more in Motors It could be some time before the name is given to a product but A new limited-edition supercar has been confirmed to be in the works with Lamborghini set to reveal the motor at Monterey Car Week in August. The brand says its new limited-edition model will "map out the future of Lamborghini Select clients have reportedly already seen the model with it expected to be Advertisement Most read in Motors Exclusive Latest The new model is set to use The Lambo owned by British pop star up for auction at huge price Graphic representation submitted alongside the trademark filing shows the wordmark with styling similar to the brand's other Horns appear on the F and O and the word is written in a slanted font. Advertisement Recently revealed supercars offered to consumers by the brand feature some pretty The Revuelto features a 6.5-litre hybrid V-12 offering up a staggering 1,001 horsepower. The To call a new model a phenomenon in comparison to 1,000 horsepower beasts like the Reveulto suggests the brand is cooking up something really special. Advertisement The teased new To achieve this the new supercar would need to beat out the Reveulto's staggering 1,001 The history of Lamborghini 1948 - Lamborghini Ferruccio founds Lamborghini Trattori. 1963 - Ferruccio Lamborghini founds the Automobili Lamborghini S.p.A. 1973 - Worldwide financial downturn and the oil crisis. Lambo sales plunge rapidly. Lamborghini Trattori becomes a separate entity. 1978 - Lamborghini goes bankrupt. 1987 - Chrysler Corporation take over. 1994 - Lamborghini is sold to the Malaysian investment group Mycom Setdco and Indonesian group V'Power Corporation. 1998 - The Volkswagen Group buy Lamborghini. Post 1998 - New products and model lines boost sales. Late 2000s - Sales drop by nearly 50 per cent. 2021 - The CEO of Lamborghini pledged that all of its models will be hybrid by 2024.
Car and Driver
29-06-2025
- Automotive
- Car and Driver
2004 Lamborghini Murcielago Pairs a V-12 with a Six-Speed Stick
The Murciélago was the last Lamborghini to have a V-12 with the original Bizzarini-designed architecture. It was also the last V-12 Lambo available with a manual transmission, and this example is so-equipped. The unusual dark green over pale beige leather only adds to the appeal here. In 1961, Giotto Bizzarrini walked out of Ferrari along with other engineers and became one of eight employees personally terminated by Enzo Ferrari in a famous rift that became known as the palace revolt, or the night of the long knives. As Bizzarrini was the fellow behind the 250 GTO, this probably wasn't the smartest move by Enzo, and it certainly didn't help when rival Italian industrialist Ferruccio Lamborghini came looking for an engine for his new sporting GT car. Bizzarrini built him a sonorous V-12, and for nearly 50 years, you could find that twelve-cylinder jewel at the heart of Lamborghini's flagship supercar. Courtesy: Bring a Trailer That long lineage is part of the appeal of this 2004 Lamborghini Murciélago up for auction on Bring a Trailer (which, like Car and Driver, is part of Hearst Autos). Finished in dark green over beige leather with contrast stitching, it's an incredibly classy spec for a brand that specializes in some loud and eye-catching combos. The best bit is between the seats, where you find the exposed gate and shifter of a genuine six-speed manual transmission. Courtesy: Bring a Trailer This car's 6.2-liter V-12 features many modern features, with four valves per cylinder, electronic fuel injection, four throttle bodies—two per cylinder bank—and dry sump oil lubrication. It can, however, trace its lineage right back to Bizzarrini's original genius, as found in the 350GT and the Miura. In this application, it makes 572 horsepower, 479 pound-feet of torque, and 1.3 Pavarottis in operatic decibels. Courtesy: Bring a Trailer With all-wheel drive as standard, a Murciélago is not a lightweight vehicle. Then again, this is a supercar with a rampaging bull on its nose, rather than a prancing horse. It's meant to gore you in the kidneys with explosive acceleration, and then go charging at the horizon with a twelve-cylinder roar. Here, the fact that you get to swap cogs yourself just adds to the excellence of the experience. This example has just 35K miles on the odometer and has had the paint refreshed to deal with some clearcoat issues. The 18-inch Speedline wheels wear Pirelli P-Zeros and look fantastic against the green. Remember when supercars had reasonably sized rims? There's also a front-lift system for getting around parking ramps and whatnot. Courtesy: Bring a Trailer Under Audi's parentage, the replacement for the Murciélago got a clean-sheet V-12 that it would eventually share with the R8. That's no knock against the Aventador, as it was equally unhinged as its ancestors, but the Murciélago was sort of a last-of-breed moment. Especially so here, as the Murciélago was the last V-12–powered Lamborghini you could get with a manual. Courtesy: Bring a Trailer Lift the door, slide behind the wheel, slot that shifter into first gear with an authoritative clack, then set off and sink your foot into the carpet. Some say if you listen closely enough to that V-12 at full roar, you can hear Enzo shaking his fist in anger. Related Story Tested: 2003 Lambo Murciélago Tames a Raging Bull The auction ends on July 7. Brendan McAleer Contributing Editor Brendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki's half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. Read full bio
