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Lamborghini Breaks Sales Records For 2015.
With new product and an increased market awareness, Automobili Lamborghini has had its fifth successive year of sales growth, with the 2015 year also seeing the brand deliver, for the first time, over 3000 units (3245, to be precise).
2014 saw 2530 units delivered, making last year’s results an increase of 28% over 2014’s figures. With 135 dealers covering 50 countries, it’s also an increase of two and a half times the amount sold in 2010.
Stephan Winkelmann, President and CEO of Automobili Lamborghini S.p.A. said, “In 2015 Lamborghini delivered an exceptional sales performance and new records in all key business figures*, confirming the strength of our brand, product and commercial strategy. With the introduction of several new models in 2015 and a solid order bank, we are well prepared for the year 2016.”
The Huracán LP 610-4 model has been a large part of the sales increase, with 2242 units being shipped in its first full year of availability and the best in its history for V10 sales. Sales figures of the Huracán in the first 18 months after market introduction were up by 70% compared to its predecessor, the Gallardo, in the same period after market launch.
The V12 Aventador LP700-4, with hard and soft top versions, along with the Aventador LP750-4 Super Veloce, also had an increase, compared to its successor, the Murciélago, up by 124% compared to the same sales period of fifty two months. 1003 units were sent to new homes in that period.
There’s also a new model on the way. Expected to see first deliveries in 2018, the Lamborghini Urus SUV will become the third model in the current Lamborghini lineup.
Winkelmann also said: “We increased sales in all our major regions with new sales records in America and Asia Pacific. Our biggest markets are the USA and Greater China. They are followed by Japan, UK, the Middle East and Germany, each of them registering considerable growth in 2015.”
Lamborghini isn’t backing away from the motorsport commitment either, with the one-make Lamborghini Blancpain Super Trofeo series debuting in 2015. With over eighty cars in the series, it creates yet another record for the brand. 
The Huracán LP 620-2 Super Trofeo is the car of choice and has raced in Europe, North America and Asia. There’s also the Huracán GT3, which competed in the Blancpain Endurance Series and won at Monza, in Italy, in April of 2015.
Many collectors of classic cars have struggled to find suitable companies and materiel to restore their vehicles; Lamborghini has stepped up with Polo Storico, its in-house restoration centre. Home to the company’s archives, the vehicle restoration and certification centre makes sure that all available spare parts for historic Lamborghini models can be sourced from one location.
Automobili Lamborghini S.p.A.
Founded in 1963, Automobili Lamborghini is headquartered in Sant’Agata Bolognese, in Northeastern Italy. The Lamborghini Huracán LP 610-4, which made its international debut at the Geneva Motor Show in 2014, the Huracán Spyder and the rear-wheel-drive version Lp 580-2 of 2015 are the successors to the iconic Gallardo. With their innovative technology and exceptional performance, they redefine the driving experience for luxury super sports cars.
The Coupé and Roadster versions of the Aventador LP 700-4, along with the Aventador LP 750-4 Superveloce, represent a new benchmark in the world of V12 luxury super sports cars. With 135 dealerships throughout the world, in half a century Automobili Lamborghini has created a continuous series of dream cars, including the 350 GT, Miura, Espada, Countach, Diablo, Murciélago, as well as limited editions including the Reventón, Sesto Elemento and Aventador J. The Veneno Coupé, Egoista and Veneno Roadster were produced to celebrate the company’s 50th anniversary in 2013.
Private Fleet Car Review: 2016 Tesla Model S P90D
What a stupendous car. A Wheel Thing could almost leave the review at that, except there are a couple of things…
Earlier in 2015, A Wheel Thing had the opportunity to spend a few hours in the Model S Tesla. Late November, an email from Heath Walker initially offered a two night stay, which became a weekend.
Friday morning, a brief with Will at Tesla’s St Leonard’s, Sydney, HQ, before being set free with the dual motored P90D, complete with V7 software, which included Tesla’s much touted “Ludicrous” mode.
Suffice to say that the claimed zero to one hundred kmh time of three seconds is truly achievable, as are speeds that will leave many, many, many cars in its wake.
But, in order to drive such a car, you need those batteries charged. Tesla supply buyers of their vehicles with a home supercharger unit, or there’s a charger that is household ten amp compatible.
A sidenote: driving a Tesla of this capacity (no pun intended), is akin to driving a V8 engined car. The harder it’s driven, the quicker the “tank” will empty. Tesla say their Model S cars can achieve something like 500 klicks from full charge. A Wheel Thing saw nothing that would raise any doubts about that figure, under normal driving circumstances. Punted enthusiastically, expect that range to drop quickly.
The car itself is quite secure: the driver needs the keyfob in order to access the P90D, as a presence sensor reads the fun and slides out four door handles, which are buried into the doors. Walk away from the car and they will slide back in shortly after.
On one occasion, the key was left inside the car and the doors had locked. This is where, for A Wheel Thing, that this became a security issue; one, for the fact the car locked up and, two, for the fact the car read my presence upon approach and unlocked. Sure, the car couldn’t tell who it was that had approached, however it left the car open to anybody approaching it and gaining access. Thankfully this was at home and in the driveway.
As you’d expect, the Tesla is packed full of technology, operated via a seventeen inch touchscreen, located centrally in the dash console. There’s an AM/FM/app audio system (no digital tuner in Aussie spec cars, oddly), access to web based applications via the built in 3G mobile sum, which begs the question of why not the latest 4G spec? The driver is greeted by a LCD screen, with push and hold buttons on the steering wheel spokes to customise the look they can see.
Navigation is via Google Maps, there’s suspension adjustment, a built in update information manual, describing the V7 update, charging and drive options including the aforementioned “Ludicrous” mode (which also flashes a warp starfield on the screen). This is a tongue in cheek nod, apparently, to the cult classic Mel Brooks film, Spaceballs.
V7 also brings parking assistance and, crucially, autonomous driving. Cameras and radar combine with the cruise control to track the car’s progress on the road, reading both the traffic ahead and roadside line markings. There’s also a form of AI on board, helping the car learn a route and lessening the time required for the car to drive itself. A grey steering wheel icon appears on the dash display and turns blue when the onboard system feels all is OK to go autonomous.
There’s no Start/Stop button; once you’ve entered the car, it’s on. There’s a lever on the right hand side of the steering column which is moved to access Reverse and Drive, with Park a button on the end.
Once Drive is selected, it’s simple, press the go pedal and enjoy the serenity.
There’s a hint of whine from the twin powerplants, wind noise at speed…otherwise, nothing.
It’s a truly unique experience, being able to harness the full might of the 90 kilowatt-hour engines, with that robotic whine and that never ending wave of acceleration, coupled with the surefooted handling and three mode steering. Massive 21 inch diameter wheels and licorice thin rubber grip and grip hard but don’t detract from the ride quality. The brakes are superb and add to the range with adjustable regeneration of kinetic energy back into the system.
The touchscreen also provides access to the charge port, sunroof (steplessly adjustable) and the front trunk or “frunk” as it’s called stateside. Integration is one thing but sometimes a simple button, such as that provided for the glove box, would be easier.
Although the Model S body is big, at five metres in length, a full two metres in width and providing enough room for a full five seated configuration, plus a huge boot thanks to the battery pack being the floor, it never feels heavy, unwieldy. Rather, it’s nimble, responsive, belying the two tonnes plus weight.
The Wrap
Although the purchase price might seem excessive to some, a buyer gets a large, roomy, car, with eye watering performance. It’s not perfect, perhaps being over technologied for some simple things, but what it promises and embodies is one of two potential options for the automotive industry, the other being fuel cell powered cars.
It’s also quick; insanely, devastatingly, pants wettingly quick. Overtaking is a blink, acceleration a thought, and hauling in the mass a sneeze. But, is there really a need for everything to be buried in sub menus? Is there something wrong with the plain and simple, the humble button?
Is it worth the money, for Australia? A Wheel Thing says yes. For info on this truly astonishing vehicle, click here: Tesla Cars Australia
BTCC Memorable Drives: Weather, the Great Leveller
Photo Credit: BTCC.net
Nothing makes motor sport more fascinating to watch than the driving force of unpredictability. Unlike traditional sports, racing is the combination of man and machine. Both must be working at optimum performance to achieve results – but sometimes mechanical malfunctions can strike when you least expect it. Above all of this, looming above like the very essence of chaos itself, is the weather. Within the BTCC, some of the greatest battles have taken place when the weather turns sour. From rain masters to the perfect plan, the weather is truly a great leveller. By delving into the glorious BTCC past, we can now see why.
If I was to name every occasion where rain played a part in an amazing race, I would be here for a lifetime. Therefore I have decided to condense these down into what I would like to call my ‘greatest hits’. The first of these comes in 1993 and the first appearance of Renault in the BTCC. Running the Renault 19, reigning champion Tim Harvey and a young Swiss gentleman by the name of Alain Menu. Most of the ’93 season was dominated by either BMW or Ford, until it started raining that is. Tim Harvey and Alain Menu took a blistering 1-2 at the first Donington meeting of the year. In dry conditions, the Renault team struggled to keep pace with even the privateer teams. But Renault’s secret weapon was their wet Michelin tyres, which was far superior to any other. Later on that year when the championship returned to Donington, history repeated itself as Menu and Harvey found themselves in the podium positions once again, although this time challenged more fiercely by the dominant Ford of Radisich.
Throughout the rest of his BTCC career, Harvey established himself as somewhat of a rain master. When he drove for the Peugeot team, some of their best results came when the rain began to fall. It takes a special kind of skill to control a car in wet conditions, let alone drive it quickly! Whenever you read any of the old pre-season reviews, the championship chances for Harvey were almost always the same. If it rained at every meeting then the title was guaranteed to be his! Considering this was the BRITISH Touring Car Championship, that was never going to be completely out the question. Alas, this never did happen so Harvey had to stick with his single championship title from 1992 in the BMW.
It may have been lacking in performance, but the ’93 Renault dominated in the rain. Photo taken from: Autocar.co.uk
Fast forward to 1995 and we come to one of my favourite moments in BTCC history. I am of course talking about ‘The Amazing Charlie Cox’. When a last minute rain storm struck Brands Hatch, the field was torn between intermediate and full wet tyres. Cox chose to put on full wets, subsequently scoring the best ever result for a privateer in the championship’s history. Driving around the struggling intermediate drivers, Cox ended the race in 5th. As championship contenders dropped like flies, the rain and clever thinking allowed Cox to battle with the big boys at the top end.
In 1998, we would once again see a manufacturer who’s performance would usually see them trailing boosted by the rain. Since their epic return to the championship in 1993, Ford has somewhat wilted. Enter a rainy Silverstone and the ever competitive Will Hoy however and suddenly everything came together. Clever tyre choices and strategic pit stops put Hoy into a lead that he would never lose. Who can also forget what I once dubbed as the Greatest Race Ever Captured On Film, when Nigel Mansell returned to the BTCC in a Ford, starting last and so very nearly winning the race outright. In the dry, there is no chance in the living memory of the earth itself that Mansell could have pulled that off; the Ford lacked the basic performance of the big names such as Nissan and Volvo.
Finally we must return to the legend that is Will Hoy. For a driver of his quality in the BTCC, it’s just not right to only mention him once. For his final foray into the BTCC, Hoy took over from Russell Spence in the independent Renault Laguna in 1999. During the final round of the year, a rather damp Silverstone saw Hoy having a truly epic battle with the likes of Neal, Cleland, Muller and Radermecker. It was clear that the Renault was severely down on power, but slippery conditions require more than just superior power. In 1999, for me Will Hoy was the Unsung Hero of the BTCC. If I knew nothing else that would be enough; the proof of a true driving great is to do exactly what Hoy did. He could drive the pants off a car in the dry, while also storming (see what I did there?) to victory in the wet in an inferior machine.
A true legend, come rain or shine! Photo credit: Tony Harrison
What I love about the weather is that it cannot really be controlled, unlike most other aspects of the race. Furthermore, you could very easily have the best car, but if you do not have that confidence and skill in the rain, all that power and performance will be for nothing. In many ways, a change in weather really does level the playing field. It is why I always look forward to the final round of the year at Brands Hatch; it always rains. And you can guarantee nothing but spectacular racing.
Until next time, keep those rain clouds forming!
Keep Driving People!
Don’t forget to follow me on Twitter @lewisglynn69
Peace and Love!
Enter the Oracle: Demise of Driving Standards in the BTCC
Image taken from: btcccrazy.co.uk
Since the start of the 2015 BTCC season, there has been a significant increase in talks regarding driving standards. Not a weekend goes by without multiple drivers making reference to questionable incidents and the quality of driving within the field. Many may think that comments like these exist as nothing more than excuses to explain away a disappointing race. As true as this may be on occasion, on the whole these comments do present an important question. Talk of ‘push to pass’ tactics may have escalated in the last few years, but many years ago an oracle spoke unto us all. His words, laced in brutal Brodie flavoured honesty, spoke of what may well have been the dawning of a new era: the demise of driving standards in British saloon car racing.
After the recent Snetterton round of the championship it has been reported that the drivers were far from happy at the level of professionalism displayed. The second race saw what seemed to be a record number of cars either taking to the pits or being forced to retire as a result of contact. Even racer Rob Collard can be seen turning Hunter Abbott around at a corner just so he could get past – you may be faster than him but make a fair pass! Aron Smith made his views clear, describing the racing as diabolical with too many drivers being able to get away with knocking a driver until they’re in a wall. Having been hit nearly 10 times, Smith suffered a broken suspension which forced retirement. For him, the difference between racing with former champions compared to others in the field is staggering:
“We run side-by-side every where we go and not an inch of paint is exchanged between us. Then you drive alongside someone down the straights that isn’t a former champion or at the front all the time and they turn in on you. That’s not racing at all!”
Little did Smith know that his thoughts echoed those of an oracle from long ago. An oracle who for many may have been forgotten in the deep chasm of time. But his words from the past ring out now more than ever. At the time it may have come across like nothing more than an angry outburst, but this was something bigger. His passionate speech may have predicted what was to come.
Throughout the 2000s, the BTCC may have inadvertantly given itself a bad name, considering the rise of the ‘push to pass’ technique of racing. After the drama of Snetterton, Jordan admitted that a team can do a great deal to make a car competitive, but it really is rather difficult to engineer a car to be hit from behind. Well, unless of course you take a leaf out of Volvo’s book from 1994 when they ran their infamous Estate; a true Titanic of the touring car field! Mention of the BTCC should not immediately jump to criticisms about driving standards and crashing.
The BTCC evolved from what was the British Saloon Car Championship which was born out of the true roots of motor sport. The series used find its value on great clean racing and gentleman drivers. None of the celebrity culture from the modern era, just a group of people who wanted to do what they loved – race cars. Say what you like, but back in the day cars could be driven home after the race, not something that would be possible given the post-race state of many cars today!
As the multi-class era was giving way to what would become the BTCC we know and love, the once low-budget cars were being replaced with highly tuned, manufacturer backed machines from ever more prosperous teams. In the 1989 season, Dave Brodie entered his privately entered Ford Sierra and was able to beat many of the big names, and was subsequently accused by many teams of running with illegal fuel. Perhaps it was around this time that the rise of ‘blame-culture’ began to take shape; no need to congratulate those who were better than you when you can accuse them of cheating! What happened next was nothing short of a honest and brutal televised outburst that made his feelings perfectly clear:
“These turkeys are going to have to get up early in the morning if they want to take me and my team on. They turn up in their big transporters and their good looking motor homes and prance around the paddock all day long in their overalls. But when it comes to get the business done they’re a bunch of wallies apart from Andy [Rouse]. 26 years of driving saloon cars and there’s only one person in this paddock who’s ever been in front of me and that’s Andy Rouse. The rest of them are a bunch of Group N drivers and why should they be in front of me? They couldn’t do it before why would they do it now? Guy (Edwards) has had more spins than rock around the clock; Frank Sytner has had more rolls than a café; what sort of example is that to set to the public? I think it’s diabolical. In 26 years I’ve never seen such pitiful and ridiculous driving like it in all my life. It’s no good to us doing anything other than winning. I am on a close second or a close third but we came here to win – that’s our business!”
The Oracle lies on the left. Image taken from: BTCC.net
This speech by Brodie touches on multiple points that highlights just how much the championship has changed from its early days. In the pursuit for glory, development through spending was always an inevitability. Even in the late 1980s, the Ford manufacturer support helped propel Soper to so much success in the Eggenberger Sierra. By 1989, Brodie was one of the few Class A competitors who was still a private entry. Fast forward 10 years and the spiralling costs of the sport force many teams to leave the championship. By 2000, Renault, Nissan and Volvo had all left, leaving only Ford, Honda and Vauxhall. This was the year when Ford reportedly spent £17 million on their championship effort.
And then of course we get on to the drivers themselves, many of whom by the 90s were all paid drivers from the F1 scene (Tarquini, Warwick and Jean-Christophe Boullion to name but a few). The focus on racing had shifted to sponsorship deals and the size of your motor home (take that one how you will). The increasing popularity of the sport culminated in the evolution of ‘the celebrity’ within the series; thousands of fans cheering you on and queuing for hours to get your autograph. Driver status seemed to be dominated by money and popularity. On the talk of popularity, many people only remember those who drive dirty, which in many ways promoted the decline of decent driving standards.
Even now the costs of entering the sport are capped, the remnants of the past still remain. I have always said that the Giovanardi era of the BTCC was painful to watch as a fan; no pass could be completed without someone ending up in the gravel. For me to describe any race driver as great, one must be able to complete an overtake cleanly, however close it may be. Contact will sometimes be inevitable, but not all the time. Rubbing may be racing, but when rubbing becomes thumping, something is wrong.
Brodie had it right, as did Smith – its truly pitiful and diabolical. Most importantly, what kind of impression is that having on the public? As fans, we look up to these drivers as our heroes. Should they really be promoting such behaviour on the road, racing or otherwise? Of course there are drivers who are not as I am describing – just in the same way as Brodie gave Andy Rouse an exception. As long as the majority are proper race drivers, then hope remains. Its when the bad habits catch on that trouble starts.
BTCC in 1963: How times change… Image taken from: BTCC.net
The best proof I can muster in my brain is a comparative study of famous BTCC rivalries over the year; there are none bigger than Rouse and Soper in the late 80s and then Neal and Plato of the modern day:
– When one thinks of Rouse vs Soper, we all think of their famous battle of the ’88 season, most of all at the Brands Hatch. Fiercely close racing, even a rain shower, yet no contact at all. Either driver could have punted the other off, but they did not. Relive it here: Rouse vs Soper at Brands Hatch 1988
– If we now move to Plato vs Neal, clean friendly racing is not what comes to mind. Their rivalry has ammased infamous status down the paddock, with such highlights coming in 2006 at Snetterton where the final lap was spent with both cars seemingly trying to push each other off. And then the equally infamous Rockingham qualifying where Neal thought Plato had held him up; he stormed up to him in the pits and claimed he would ‘rip his f****** face off’. Relive their rivalry here: Plato vs Neal: The Infamous Rivalry
…need I say more?
It seems strange that so many drivers now complain about driving standards, yet nothing seems to be changing. The issue may be that they can be used as an excuse so easily, as well as the fact that people can get away with it so easily!
With such a focus on these bad driving standards, we can hope that things start to improve without having to impose harsh penalty systems into races. The past is always in the present; if these drivers look back to their heritage they may learn something now. The last thing we want is to give BTCC a bad name.
What Brodie said in 1989 was right – the focus should be racing, not the celebrity status or the money. And we are moving in the right direction, but more needs to be done. We need to set a good impression for the thousands of fans out there!
All hail the oracle!
Until next time, keep driving people!
Follow me on Twitter @lewisglynn69
Peace and Love!
Level 2, 9 Help Street