Which Lamborghinis should go to a specialist?
Since it was founded in 1963 at Sant’Agata Bolognese, Lamborghini has built cars of very different architectures. A serious Lamborghini specialist therefore starts by placing the car in its family, then in its generation: a front-engined Espada, a Miura with its transverse V12 and an Urus have almost nothing in common beneath the bodywork. The workshop looks after all these families, from collectible grand tourers to current models.
- Front-engined V12, the early grand tourers: 350 GT and 400 GT, Islero, Espada, Jarama
- Mid-mounted transverse V12: Miura, from 1966 to 1973
- Mid-mounted longitudinal V12, gearbox ahead of the engine: Countach, Diablo, Murciélago
- Recent V12 generations: Aventador, then the plug-in hybrid Revuelto
- Mid-mounted V10: Gallardo, from 2003 to 2013, then Huracán
- Twin-turbo V8 and four-wheel drive: Urus
From Weber carburettors to plug-in hybrid
Lamborghini engineering has passed through several eras, and each calls for its own skills. The V12s of the Miura, the Espada and most Countaches breathe through banks of Weber carburettors: synchronisation, ignition timing and mixture are set with tools and by ear. The Diablo moves to electronic injection, and its VT version introduces four-wheel drive, which would later become widespread.
The Audi era, from 1998, brings the Murciélago and the Gallardo, with the automated e-gear gearbox offered alongside the manual. The Aventador receives the single-clutch ISR gearbox, the Huracán a dual-clutch gearbox, and the Urus a torque-converter automatic. With the Revuelto, the V12 is paired with electric motors. The clutch of an e-gear, ISR or dual-clutch Lamborghini has its own page, which explains what is measured before anything is replaced.
Steel, aluminium, carbon: the structure shapes the work
Beneath the bodywork, Lamborghinis are no more alike. The Countach and the Diablo are built on a tubular steel chassis; the Murciélago keeps a tubular chassis, clad largely in carbon-fibre panels. The Gallardo adopts an aluminium structure, the Huracán a hybrid aluminium and carbon structure, and the Aventador a carbon-fibre monocoque.
This diversity matters as soon as a repair is needed. A corroded tube on a classic, a dented aluminium panel or a cracked composite part are not treated with the same methods or the same products. Bodywork and paint are therefore defined material by material, after inspection, and estimated line by line.
Servicing, clutch, restoration: where to find the detail
For a modern Lamborghini, servicing and its particular points — oil in dry-sump engines, automated gearboxes, four-wheel drive, carbon-ceramic brakes — are described under Lamborghini servicing, V10, V12 and Urus. For a classic, a full restoration follows the workshop’s method: inspection, itemised estimate, photographs of each stage, and a choice between faithfulness to the original and a personal interpretation.
The Lamborghini Countach, from the LP400 to the 25th Anniversary, has its own page. Upholstery, in leather or Alcantara, is made entirely in the workshop, and a first estimate can be prepared remotely, from photographs and videos.