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Private Fleet Car Review: 2016 Jaguar F-Type S Coupe Manual
Some car brands evoke emotional responses in people. That brand will say that’s exactly what they’re looking for as it’s a major consideration in the purchase of a car. There’s also a loyalty factor to consider and then there’s the sheer want or lust… Jaguar’s F-Type, released two years ago in Australia, in convertible and automatic gearbox form only, is one of those cars.
A Wheel Thing was fortunate enough to attend the launch in late 2013 and sample the three variants, being the two supercharged V6 engines and the brawny V8. Recently, Jaguar released the manual gearbox version for the V6 powerplants and Jaguar Australia lobbed the keys of a Stormtrooper white and black 280 kW rear wheel drive F-Type S coupe into the A Wheel Thing office.
Of immediate note is the size; the F-Type is battleship wide from the rear quarters yet somehow seems to look smaller from most other angles. That’s until you park near a mid 1980’s XJ6/Daimler that then allows you then get an appreciation for its true measurements. It looks longer than the spec sheet says, at 4470 mm and it’s not tall, standing just 1311mm above the tarmac. Did I mention it’s wide? Try 2042 mm or 1923 with/without mirrors.
Doors, wheels, even the overall length are either considerably larger or close to the venerable old lady but the glasshouse is noticeably smaller. Wheelbase is a not inconsiderable, given the overall length, 2622 mm, yet it’s a tight 10.7 metres for a turning circle. It’s reasonably trim,with a starting weight of 1567 kg for the manual, too…. There’s the familiar Jaguar bonnet power bulge and, for F-Type, a pair of engine vents in the lightweight bonnet, bisecting the LED driving lights in the feline snout. 
There’s a choice of two supercharged V6 engines, at 250 kW and 280 kW, a blown 5.0L V8 and either rear or all paw platforms. Peak power arrives at 6500 rpm for the V6 engines, however there’s just ten metres of Mr Newton’s best torques in difference between the two, on tap from 3500 to 5000 rpm. They’re hooked to a six speed manual, in this case, which is good for a sprint time of 5.7 seconds to 100 kilometres per hour.
Because it is what it is, only 98 RON unleaded is recommended and it’ll give the 70 litre tank a fair belting at 13.5 litres per 100 kilometres distance in the urban cycle. That drops by nearly half, to 7.6, for the freeway and 9.8L/100 km on a combined drive. Access to the engine, by the way, is via Jaguar’s traditional flip front engine cover. Not that you’d know there’s an engine underneath the hectare of plastic covering it…
Inside the F-Type, the cabin is strictly a two seater, with a cargo space behind your ears capable of a maximum 407 litres of space, if the parcel tray is removed. There’s a smattering of storage spaces, including one just behind the driver’s left ear and a small one just ahead of the gear selector. Although it’s wide, the seats abut the doors, with seat adjustment built into the door trim, including air powered, adjustable bolsters.
The overall intention of the cabin is of quality, as you’d expect, yet the steering wheel is the same as you’d find in the $100,000 less XE. There’s an odd and out of place air conditioning button, right next to the touchscreen, which coulda/shoulda been incorporated into the dials or the tabs underneath the dials. The sliding sunroof screen on the inside of the F-Type (it’s a solid glass roof) has a metal handle which picks up heat rather quickly, resulting in some singed fingertips.
There’s a four quarter layout to the touch screen’s home screen, usable but not exactly intuitive but that’s forgotton once the excellent Meridian audio system is fired up. There’s depth, clarity, separation, stage presence almost unheard of for a car’s sound system, with plenty of low end kick when needed, balanced by the clear and delicate highs.
On start up (via the red pulsating Start button in the lower console), there’s a quick whir of the starter motor, a burble from the exhaust as the engine settles into its rhythm and a rising of the uperr centre air vents. It’s all very majestic and theatrical but it gets better once a button is pressed. That button brings the active exhaust to life, providing a thoatier, deeper, more rorty note. Idle away, slotting the six speed into second, third, and it’ll give no hint of its nature. Find a good piece of road and the ears are belted by the glorious soundtrack.
There’s the whine, subtle yet purposeful, from the supercharger, the intoxicating snap crackle and pop from the exhaust as you lift off the accelerator. When pressed in anger, there’s a serious bark that changes into a growl, a snarl, that rises in pitch as the revs climb. There’s grip, oh there’s grip aplenty from the wide track and superglue sticky Pirelli tyres and a ride that isn’t spine shattering in its initial compliance. What the Jaguar F-Type does miss is a front end with adjustable height, as the plastic chin scrapes easily coming of some driveways.
But the talking point about this car is that’s not a self shifter, it needs the organic component to be involved and…..it’s not without faults. There’s no lock out for Reverse, which is left and up, nor does it genuinely liked to be hurried, with incorrect gears selected just that one too many times to dismiss it as an aberration. When used at a normal pace, it slots in nicely, but sports shifting is not its forte. The short throw is ideal, as is the feel of the material itself.
The pickup point for the clutch, on the other hand, is nigh on perfect, as is the pressure on the clutch’s travel itself. It’s an ideal mix of being light enough to be useable by almost everyone nor hard enough to stress a left knee. Mixed with the short throw (when it isn’t going to second instead of fourth from sixth), it’s a delight, allowing the driver to set the car up for a powerful run out of a corner.
Flex the right foot and the haunches squat down, the nose rises imperceptibly and it launches, hard, from low gears and smoothly without fuss from further up the cog choice range. The built in spoiler raises and lowers at speed (reducing lift by up to 120 kilograms of force) and can be moved at the touch of a button in the cabin. There’s Dynamic mode that changes the dash’s screen (with mechanical dials, not LCD screen based) to a lurid red, changes the engine’s mapping (and shift points for the Auto) and feels as if the suspension tightens up. 
But for all of that torque, it’ll still stutter, like any manual, if revs drop too low for the wrong gear. The solution is easy and always immensely enjoyable.
On road manners are impeccable; there’s a lightning fast steering rack, with under two and a half turns side to side, with plenty of communication between tarmac and driver. There’s minimal bump/thump and a ripple following ride, with each corner rolling over undulations with aplomb. Put that down to the aluminuiom body, with higher torsional strength,natch, than the convertible.
Brake feel is sensational, with bite at the top of the pedal and without any grabbing suddenly, with a beautifully progressive travel and stopping power. The accelerator is the same, with instant response from the moment it senses pressure.
It’s also a car that has the enviable record of having the most eyes on it during A Wheel Thing’s tenure; from courier drivers to the high school lad that rode past it three times, from the open admiration of one of the blue’s finest to a long term member of the Jaguar Driver’s Club being gobsmacked in awe, it garnerned more attention and acclaim in one week than all other cars combined.
The signature Jaguar hip line, the beautifully balanced proportions, the menacing look at the front in that classic monochrome pairing and the clear heritage from the C-X75 concept car, the simplicity of the powered hatchback and those wonderfully broad rear quarters, beautifully lit at night by the LED tail lights combine to deliver a truly worthy successor in the looks department to the fabled E-Type, the car that none other than Enzo Ferrari said was the most beautiful car in the world.
At around $168K driveaway in NSW, with something close to $35K in taxes and charges included, it’s up against Porsche, Mercedes-Benz, Audi. It’s up against something even more important: a buyer that needs to be tempted away from the continentals. If you’re a follower of the leaping cat brand, it’s a no brainer. That loyalty, the emotional connection to Jaguar , will see you inside the dealership poring over the options list and wondering which shade of paint Sir would like his new “cat” coated in. 
The F-Type provokes plenty of emotional responses; the gaping jaws and whistles from school kids is evidence enough. But the F-Type is so much more than simply a button pusher for emotions, it’s a damned good car and, as highlighted in an episode of a popular but now defunct English tv motoring show, a fantastic example of what a legendary car company and British knowhow can do when it all just comes together.
This link: Jaguar F-Type brochure will give you nearly all of the info you need. For pricing and more detailed enquiries, click here: Jaguar Australia 2016 range
Private Fleet Car Review: 2016 Volvo XC 90 Inscription versus 2016 Audi Q7 Quattro
A Wheel Thing was fortunate enough to have the stars align and be given the keys to two new range toppers: from Sweden comes the 2016 spec Volvo XC90 Inscription and from Germany the 2016 Audi Q7 Quattro. Similarly priced, similarly sized and similarly specced, it’ll come down to personal preference for a potential buyer and certainly the end decision as to which A Wheel Thing would keep is a personal choice.
What’s on offer are two very well kitted out SUV’s, ostensibly with off road ability, luxury trimmings and plenty of room. Yet, at their heart, two totally different approaches on how some basics are delivered…
Up front is how these two get their get up and go. The Volvo goes slimline with a turbocharged four cylinder petrol whilst the Audi squares its shoulders with a brawny V6 diesel. Capacities are different; two litres vs three and the end power/torque numbers tell the story. Volvo offers up 235 kilowatts at 5700 revs, with 400 torques on tap across a plateau flat 2200 to 5400 rpm.
Being a one litre bigger, naturally torquey V6, Audi says you can have 200 kW from 3250 to 4250 revs but if you insist on out twisting a tornado, Sir says thank you for 600 Nm from 1500 to 3000 revs. Both get self shifters with eight ratios; Audi’s gear selector is a super easy to use rocker lever style with Park selected by pressing a button embedded in the back of the lever.
Consumption from the oiler? Audi says around six litres per one hundred klicks on a combined cycle. The big Swede drinks a little more heavily, at 8.5L/100 km. Even the dirty stuff has the Audi cleaner, with 163 grams of CO2 per kilometre versus the petrol’s 199.
Stood side by side, there’s bugger all between them. Volvo: 4950 mm in length whilst the the German heavyweight goes 5052. Width? Sir can choose 2140 mm (including mirrors) for the blue and yellow flagged entrant or 2212 mm for the Audi. Height wise it’s 1776 mm for the Volvo vs 1740 mm. Interior room, as a result, is within cooee; Volvo says 1465 mm for front shoulder room, Audi 1512 mm. Wheelbase comes into play as well, with the Q7 just under 3 metres at 2994 mm whilst the XC90 is almost lineball at 2984 mm.
In profile they’re almost identical, with the Volvo having a slightly larger area for the rearmost window and a touch more upright in the nose. It’s at the front that the XC90’s dramatic makeover gets shown off. Think two pick axe shaped LED inserts, laid T outwards in the headlights. Sun bright when looked at head on, they provide a high level of safety during the day by providing oncoming drivers a clear signal the Volvo is on its way. Hidden away at the bottom corners of the front bar are normal globe lit lights, almost redundant they are.
Audi have LED lit headlights and a similar but less intense design philosophy for the driving lights. The massive hexagonal grille dominates the front and both, leaving the Volvo’s grille feeling diminutive in comparison. Both cars come with forward collision alert and cameras hidden within the front ends, with rear reverse parking and sensors an/or cameras for lane avoidance, blind spot alert and cross traffic.
There’s power tail gates, folding third row seats and LED lighting for both at the rear, with both exhibiting an evolution of the previous design in regards to looks and lights, with the Volvo’s looking more streamline and lithe than before. Inside, mid and rear seat passengers get aircon controls, with Audi allowing four zones of climate control, controlled from the front.
Staying inside, there’s two noticeable things: both have classy looking trim, featuring wood, carpet, slide and folding mid row seats, easy to flip & fold rears and high end audio with Bose for Audi and B&W (Bowers and Wilkins) for the Volvo. For the front seat passengers, here’s the divergence: Volvo’s gone with a large, almost laptop sized touch screen for the control system, whilst Audi has eschewed that tech, staying with touch sensitive flip buttons for the aircon and their proprietary push button/jog dial system for car/audio/drive settings.
The Volvo system immediately presented a conundrum: at the top of the screen was a warning note about one of the parking system options. This note covered a little touch tab which allows the driver to access the Settings tab….but without clearing that warning and not knowing it hid the tab, access to items such as changing the driver’s display screen was blocked. By staying with their system, Audi’s was straight up easier to use. A simple thing, yes, but for people that may not be of a technological bent, it’s a speed hump.
The multi-function display or MFD isn’t as intuitive as other Volvos but info on how to use it can be found here: Volvo XC90 user manual
The issue A Wheel Thing found wasn’t huge, in the greater scheme of things, but hints at the needless complication of what’s intended to be simple. The centre console screen is now the main home for things such as changing the look of the driver’s dash screen.
So a whole wealth of information hidden by an ultimately unneccessary warning message which could have been fixed by simply including the Settings and manual on the Applications section of the appropriate screen….Simplicity, overlooked. The Audi’s system, although not perfect, is simpler to use in its “click, twirl, push to select”.
Also, in the Volvo, the electrically assisted steering does feel too light and the lane keeping assistance is perhaps a little too violent in its helping for the more dour driver in one setting. It tugs, not gently, to tell you you’re off line. Audi’s system had the driver feeling almost as if autonomous steering was on board; there’s four external cameras on the side of the car, tracking the white lines and was mostly bang on, with the occasional exception of when the cameras lost sight of the lines of the lines faded. Couple that with the forward collision avoidance system (which both have and sometimes set off false positives) when cruise control is engaged, and it’s almost drive by itself ready.
Speaking of driving; there’s a substantial difference in how they get under way, with the diesel’s low end thump matched nicely by the turbo four once under way. Getting under way is the difference, with the turbo suddenly coming on song versus the diesel’s more linear delivery. Although the Volvo offers less torque, it’s across a more useable, in real terms, rev range. Acceleration, once the throttle has been feathered to avoid the lightswitch, is decently rapid as to be almost frightening in its pace. On road manners, regardless, were impeccable for both.
The Audi, with more torque but a slightly lesser range, does feel as if it runs out of serious urge whilst the Volvo is still ready to strap on the gloves. When the torque rolls off from the Volvo, it runs straight into the peak power and lends the Volvo a feeling of near unstoppability. The diesel’s rev range simply doesn’t allow it to continue the wave to the extent the Volvo does. Having said that, the Volvo feels almost dainty in its presence, ladylike, compared to the Audi’s broad shouldered, axe swinging assertiveness.
Both cars were taken onto some flat, compacted, gravel roads to test their off road traction, acceleration and braking. The Q7 had Pirelli Scorpion rubber, at a relatively low 255/55/19 size. Volvo went bigger at 20 inch wheels, with massive 275/45 Michelin rubber. For both, on road grip was stupendous, as expected and offroad, in the situation used, held on nicely, with the Volvo perhaps a touch, a touch, skatier. Braking pulled both of the cars up in similar distances, with the ABS and traction systems audible as they did so.
The Audi’s variable drive system also involves airbag suspension, so to select the off road mode you can feel and see the car rising and lowering itself. Volvo also offers variable drive modes such as Comfort and Eco. Air suspension is available as an option. One thing the Volvo had and, in A Wheel Thing’s opinion, should be more widespread, is a HUD, a Head Up Display.
Volvo YouTube interior of XC90
Looking through and ahead from the driver’s position, the display is intuitive but, more importantly, utterly non distracting. It’s adjustable for info, height and brightness, via the central touchscreen. It’s surprising just how unobtrusive a HUD is yet how useful it becomes without realising.
Soundwise, there’s little between the B&W system versus the Bose, with perhaps the Volvo’s system displaying a touch more separation in the notes, a sense of airiness and clarity to the ears.
The Wrap.
Buying a car has, largely, been a matter of preference, allegiance too, such as a dedicated Holden or Ford supporter. This pair comes down, in this case, to personal preference and the Audi takes the chequered flag.
In A Wheel Thing’s opinion, touchscreen technology has its place in cars. Some minor layout tweaks and refinement for the Volvo’s would make it more user friendly and, with the presumption that the majority of buyers will have a measure of tech savvy that won’t reach the Volvo’s level of sophistication, may broaden the appeal somewhat.
The Audi’s tried and proven interface isn’t perfect, but for A Wheel Thing, it’s better.
The Audi drive modes, the feeling it’s a more capable soft roader and that torque, which in a real world driving scenario felt easier to live with, and offered to A Wheel Thing a more blokey handshake, wins the election on preference votes.
For info on the Audi Q7, click here: 2016 Audi Q7 Quattro
And for the Volvo: 2016 Volvo XC90 range
For A Wheel Thing TV:
Private Fleet Car Review: 2016 Toyota Land Cruiser GXL diesel V8.
Every now and then, a legend comes along. That legend may be a film, a person, a car. In this case, A Wheel Thing went one on one with the four wheel drive legend, the 2016 Toyota Land Cruiser LC 200. It really is the kind of car that will, in normal off road situations, be able to do more than what most normal drivers are able to do. This particular press car came fitted with the Kinetic Dynamic Suspension System, KDSS, of which more information can be found here:Kinetic Dynamic Suspension System
There’s certainly no lack of oomph, with a 200kW diesel V8, thanks to revised injectors and engine mapping, compared to the previous iteration, with torque still a Superman twisting 650Nm. No, it’s not quick off the line, not is it indecently slow. It’s more a load lugger, a crawler, especially with the four wheel drive system engaged in low range. There’s no two wheel drive setting either, stamping the GXL V8 as a dedicated 4WD.
On road it’s not as blunt edged as expected; it’s certainly no ballet dancer but there’s more finesse than one would think in the ride and handling departments. The steering is lighter than anticipated on tarmac, yet shows signs of old school toughness in some off road sections.
As expected, under brakes, the big boofa takes a bit of distance to haul up, but is sure-footed and confident in doing so, with a measurable amount of dive when stamped hard. Off road braking is nicely calibrated, with the drive system working smartly to pull down the near three tonne (2740 kg dry!) mass.
There’s a muted but familiar V8 burble from the exhaust, a subdued chatter from the front under a light foot, a deep inhalation and an impression of implacable confidence when pressed hard. There’s certainly no doubt that this is a driver’s car, as in it might be a smooth shifting six speed auto, but a driver needs to be in control and aware 110% of the time.
Economy for a large engine and a large car (4990 x 1980 x 1945 mm ) with a weight of three tonnes (with passenger) was surprisingly frugal, at around 10.9L of the good stuff consumed per 100 kilometres.
On A Wheel Thing’s test track in Faulconbridge, in the lower Blue Mountains, the choice of fitting the KDSS was an inspired one, with both the varying surfaces (mud, gravel, granite outcrops) providing an ideal mix to test. Throw in some rocky and sandy slopes, some judicious throttle usage (and knowing there’s more electrical backup in the form of Hill Descent Control, for example), the Land Cruiser easily exhibited more ability than most drivers would require.
On one particular slope, the view from the cabin, and eyeballed by a walk, gave the impression that it would be a tricky one to try for a comparitively inexperienced off roader. But, simultaneously, ideal for the kinetic suspension. Low range and centre diff lock were engaged, a gentle prod of the go pedal and a minute later all aboard were wondering what the fuss was about. Yes, there was body roll and some moments where a dry cleaner may have been needed but the ‘Cruiser is more than adept in this kind of country.
It’s clear, when you step up and inside, that Toyota feels the GXL will be driven and used by people that don’t need certain fripperies. There’s no steering wheel mounted controls for audio, a basically trimmed interior, sensible rubber floor mats, a functional infotainment touchscreen, typically good ergonomic but no hint of luxury. The only apparent concession was the addition of a Reverse Parking camera. The dash itself is clean and simple, plus has extra information such as battery charge level whilst aircon controls are oldschool “Press Me, I’m a button” with clearly readable markings.
As you’d expect from a behemoth like a Land Cruiser, there’s plenty of room inside for five adults, complete with rear passenger air vents and two extra folding seats. They’re comfortable enough and supportive enough on and off road to not leave a passenger wanting for more. 
Plastics are are good quality but it’s a functional interior, intended to be hosed out every now and then, one suspects.
The exterior of the LC200 has been given a mild freshen up. The tail light covers have been subtly redone, but it’s the front that’s raised an eyebrow. The design team have extended, horizontally, the chrome from the grille, through the headlights, with the front now looking uncannily like Ford’s new Ranger and Everest. LED driving lights add to the resemblance. The front bumper, guards and bonnet (noticeable for the twin ridges now) have also been updated.
The Wrap.
The Land Cruiser LC200 GXL V8 diesel has more brawn than a chain gang, more subtle on road menace than an angry bull, enough off road ability to make a mountain goat weep and enough lack of luxury to satisfy any cocky that just wants a car to do the job. At around 90K, it’s not cheap and compared to something like a Q7, XC90 and suchlike, lacks the perceived value those cars offer.
But they’re HIGHLY unlikely to come close to being used for what the ‘Cruiser can deliver and that’s the crucial difference to the bloke in the bush or the company in the Outback that needs a solidly built, mud mauling, no bullshit off roader. The Land Cruiser’s heritage has it standing tall for its legions of followers.
Although there’s been price rises across the range, in the order of a couple to a few thousand, this model comes in at around $89600 driveaway. Given that this particular specification level isn’t aimed at the finger lifting, latte sipping, dahling set, but good, solid, dependable farmers and such like, it’s a performance bargain, especially with that suspension system. No, not performance as in how quick down a quarter mile but how it’ll clamber up hill and down dale with more ability than a normal driver needs. Naturally you’ll get Toyota’s three year/one hundred thousand kilometre warranty as well, check with your local dealer in regards to servicing costs.
Toyota Land Cruiser GXL. Big diesel V8. Big car. Big winner.
For A Wheel Thing TV’s video review, click here: 2016 Toyota Land Cruiser GXL V8 diesel
For details on the Land Cruiser: 2016 Land Cruiser range
Huracán LP 580-2 Unveiled By Lamborghini Automobili.
Lamborghini Automobili has unveiled the new, two wheel drive, facelifted and reengineered Huracán LP 580-2. It;s been specifically designed and engineered for rear wheel drive, providing a new look packaged with sporty driving dynamics.
Stephan Winkelmann, President and CEO of Automobili Lamborghini, says: “The Lamborghini Huracán LP 580-2 continues the Lamborghini tradition of pure, visionary and technology-driven models.” It’s powered by a 5.2L V10 engine, with 426 kW (580 hp and achieving just 2.4 kilos per horsepower) available,seeing the ton in 3.4 seconds whilst on the way to a top speed of 320 kmh.
Weight has been reduced to a svelte 1389 kilograms, making it 33 kilos lighter than the all wheel drive version. Peak torque is 540 Nm, with an astonishing 75% of that available at just 1000 rpm. Huracán being Huracán, there’s engine cylinder deactivation, helping the V10 achieve fuel economy of under 12L per 100 kilometres on a combined cycle.
Weight distribution is 40% at the front, 60% to the rear with Winkelmann saying: “The rear-wheel drive model fits perfectly into our Huracán family, appealing to those wanting an even more intense driving experience, or who currently drive other rear-wheel-drive marques and aspire to driving a Lamborghini. This is the purest expression of a Lamborghini to date, with class-leading technological refinements. It is a serious car for serious drivers: it is maximum driving fun.”
With the lesser weight force on the nose, a new power management system, stiffer suspension, new steering set up and recalibrated traction & stability systems reconnect the driver to the car and the road even more. Being rear wheeled biased, the sports modes of STRADA, SPORTS and CORSA are tuned to provide an oversteering characteristic, reinvigorating the brand’s history in rear wheel drive behaviour.
Design wise, the front and rear of the 580-2 define the car: it’s fresh, young, and gives the Huracán a distinctively assertive look. Newly formed air intakes at the front direct both headwind and cooling air in an effort to increase downforce on the front end whilst the spoiler lip at the rear combines with the underbody diffuser to improve rear airflow, with the Huracán LP 580-2 not needing a movable spoiler as a result.
Although the new Kari rims are the same size in diameter at 19 inches, in true Lamborghini fashion there wider at the rear than at the front and are shod in Pirelli P Zero tyres developed specifically for the LP 580-2. A redeveloped spring setup and anti-roll bars on the double wishbone suspension give an incredible 50% higher torsional stiffness than the Gallardo LP 550-2.
The seven speed dual clutch system, Lamborghini Doppia Frizione or LDF, is tailored to provide the fastest possible gear changes and includes launch control, whilst the optional Lamborghini Dynamic Steering (LDS) gives the driver the feeling of improved agility and control. The Huracán includes the Lamborghini Piattaforma Inerziale (LPI) centre of gravity sensor system, providing info in real time to the optional Magneto Rheological Suspension and steering & stability control systems.
Computers provide the soul of the Huracán LP580-2; known as ANIMA or Adaptive Network Intelligent Management, it offers up the three driving modes mentioned previously. STRADA is for daily use and with a touch of understeer, SPORT which is intended to forge the emotional connectional between car and driver by allowing some oversteer and CORSA, the track mode with neutral balance.
A new owner can involve Ad Personam, Lamborghini’s personal tailoring service, and can choose from an amazing range of options and colours, inside and out. There’s also the latest Lamborghini Infotainment System II, with a 12.3” high resolution TFT instrument panel.
Prices for Australia are yet to be confirmed but if you’re in Europe, it’ll start at 150,000 euros plus tax.
Automobili Lamborghini S.p.A.
Founded in 1963, Automobili Lamborghini is headquartered in Sant’Agata Bolognese, in North-eastern Italy. The Lamborghini Huracán LP 610-4, which made its world debut at Geneva Motor Show in 2014 and the Spyder version presented at the 2015 Frankfurt Motor Show, are the successors to the iconic Gallardo and with their innovative technology and superior performance have redefined the luxury super sports cars driving experience. The Lamborghini Aventador LP 700-4 in coupé and Roadster versions, and the Aventador LP 750-4 Superveloce and Superveloce Roadster, stand as a point of reference in the world of V12 luxury super sports cars. With 135 dealerships throughout the world, Automobili Lamborghini in over half a century has created an uninterrupted series of dream cars, including the 350 GT, Miura, Espada, Countach, Diablo, Murciélago, and limited series including Reventón, Sesto Elemento and Aventador J. The Veneno Coupé, Egoista and Veneno Roadster were designed to celebrate the company’s 50th anniversary in 2013.
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