Italian manufacturing magnate Ferruccio Lamborghini founded the company in 1963 with the objective of producing a refined grand touring car to compete with offerings from established marques such as Ferrari.

Under his management, Lamborghini's model line was expanded from the Countach to include the Jalpa entry-level sports car and the LM002 high performance off-road vehicle.

[1] The engine Bizzarrini designed, known today as the Lamborghini V12, had a displacement of 3.5 litres, a 9.5:1 compression ratio, and a maximum output of 365 PS (268 kW; 360 hp) at 9,800 rpm.

[3][4] The body was styled by the then-relatively unknown designer Franco Scaglione, who was selected by Ferruccio Lamborghini after passing over highly regarded names including Vignale, Ghia, Bertone, and Pininfarina.

[7][8] Ferruccio Lamborghini purchased a 46,000 square metres (500,000 sq ft) property at Via Modena, 12, in the township of Sant'Agata Bolognese, less than 30 kilometres (19 mi) from Cento.

[9] Despite the favorable press reviews of the 350GTV, Ferruccio Lamborghini decided to rework the car for production as the design did not receive a much greater response from the general public.

[11] In 1965, Giampaolo Dallara made improvements to the Bizzarrini V12, increasing its displacement to 3.9 litres, and its power output to 324 PS (238 kW; 320 hp) at 6,500 rpm.

Gandini, by now effectively the head of design at Bertone, had paid great attention to the details, particularly the problems of wind buffeting and noise insulation inherent to a roadster.

[20] For all of Gandini's hard work, sales manager Ubaldo Sgarzi was forced to turn potential buyers away, as Lamborghini and Bertone were unable to reach a consensus on the size of a theoretical roadster production run.

[20] In August 1968, Giampaolo Dallara, frustrated with Ferruccio Lamborghini's refusal to participate in motorsport, was recruited away from Sant'Agata to head the Formula One programme at rival automaker De Tomaso in Modena.

With profits on the rise, a racing programme would have been a possibility, but Lamborghini remained against even the construction of prototypes, stating his mission as: "I wish to build GT cars without defects – quite normal, conventional but perfect – not a technical bomb.

[18] In 1969, Automobili Lamborghini encountered problems with its fully unionised work force, among which the machinists and fabricators had begun to take one-hour token stoppages as part of a national campaign due to strained relations between the metal workers' union and the Italian industry.

[23] By the time the Jarama was unveiled at the 1970 Geneva Motor Show, Paolo Stanzani was at work on a new clean-sheet design, which would use no parts from previous Lamborghini cars.

Changes in tax laws and a desire to make full use of the factory's manufacturing capacity meant that the Italian automaker would follow the direction taken by Ferrari, with its Dino 246 and Porsche, with its 911, and produce a smaller, V8-powered 2+2 car, the Urraco.

After staging a successful coup d'état, the new military government of Bolivia cancelled a large order of tractors that was partially ready to ship from Genoa.

The political unrest in late-seventies Italy was also a contributing factor, with the domestic market collapsing as well-heeled customers chose less ostentatious cars after a number of high-profile kidnappings and assassinations.

[31] Having severed all connections with the cars and tractors that bore his name, Lamborghini retired to an estate on the shores of Lake Trasimeno, in the province of Perugia in central Italy, where he would remain until his death.

[35] In 1980, the Swiss brothers Jean-Claude and Patrick Mimran,[35] famed food entrepreneurs[36] with a passion for sports cars, were appointed to administer the company during its receivership.

The Countach LP 5000 Quattrovalvole, whose engine generated a power output of 455 PS (335 kW; 449 hp), was introduced in 1984; further work on the failed Cheetah project resulted in the introduction of the LM002 sport utility vehicle in 1986.

The company, looking towards the foreseeable future, displayed the Countach Evoluzione, a prototype sports car almost completely made of carbon fibre, to the international press in 1987.

[39] Iacocca, who had previously orchestrated a near-miraculous turnaround of Chrysler after the company nearly fell into bankruptcy, carried out his decision to purchase Lamborghini with no challenges from the board of directors.

[43][44] The Diablo had been intended for introduction in time for September 1988, when Lamborghini would celebrate its 25th anniversary; once it was clear that mark would be missed, a final version of the Countach was rushed into production instead.

Much to the chagrin of the Fighting Bull, Chrysler exhibited a four-door concept car at the Frankfurt Auto Show, badged as a 'Chrysler powered by Lamborghini'.

The Diablo was the fastest car in production in the world at the time,[citation needed] and sales were so brisk that Lamborghini began to turn a profit.

The company's U.S. presence had previously consisted of a loosely affiliated and disorganized private dealer network; Chrysler established an efficient franchise with full service and spare parts support.

[31] Never leaving the red despite its increase in sales, in November 1996 Lamborghini hired Vittorio di Capua as president and CEO, hoping that the veteran of more than 40 years at auto giant Fiat S.p.A. could finally make the sports car maker profitable again.

The Diablo's final evolution, the GT, was introduced in 1999 but not exported to the U.S. due to its low-volume production thus making it uneconomical to go through the process of gaining emissions and crashworthiness approval.

Lamborghini introduced the Reventón, a limited-edition derivative of the Murciélago featuring a newly designed body with more angular styling, and a roadster the following year.

The Urus is based on a Volkswagen platform and shares its engine with the Porsche Cayenne but uses its own distinctive technologies such as using the biggest carbon ceramic brakes to ever be fitted on a vehicle.

While the role of electric motor would be limited to only aid in parking the car and to counter the effects of deceleration, the Sián FKP 37 would be the brand's first entry in the more mainstream hybrid market and would proclaim itself to be the most powerful Lamborghini automobile.