Category: Cars/Transportation

Scuderia means stable (noun) in the Italian language. It has entered English usage mainly through professional auto racing, in which many Italian teams incorporate the term in their names.

"Scuderia" may refer to:

• Scuderia Ferrari, a current Italian Formula One team
• Any of a number of other racing teams:
  • Scuderia AlphaTauri
  • Scuderia Ambrosiana
  • Scuderia Bizzarrini
  • Scuderia Centro Sud
  • Scuderia Coloni
  • Scuderia Colonia
  • Scuderia Corsa
  • Scuderia Enrico Plate
  • Scuderia Famà
  • Scuderia Filipinetti
  • Scuderia Finotto
  • Scuderia Italia
  • Scuderia Lavaggi
  • Scuderia Milano
  • Scuderia Playteam
  • Scuderia Serenissima
  • Scuderia Toro Rosso
  • Scuderia Vittoria
  • Scuderia Volpini
• A version of the Ferrari F430
• Scuderia, a streamliner dragster
• Scuderia Cameron Glickenhaus SCG 003, an American sportscar

See also[edit]

Search for "scuderia" on Wikipedia.

• Ecurie (disambiguation), French equivalent word
• All pages with titles beginning with Scuderia
• All pages with titles containing Scuderia

This disambiguation page lists articles associated with the title Scuderia.
If an internal link led you here, you may wish to change the link to point directly to the intended article.

Dr. Ing. h.c. F. Porsche AG

Headquarters in Stuttgart
Company type	Public (AG)
Traded as	FWB: P911 DAX component
ISIN	DE000PAG9113
Industry	Automotive
Founded	1931; 93 years ago (1931) in Stuttgart, Germany
Founder	Ferdinand Porsche
Headquarters	Stuttgart, Germany
Area served	Worldwide
Key people	Wolfgang Porsche (chairman) Oliver Blume (CEO)[1]
Products	Automobiles
Production output	321,321 vehicles[2] (2022)
Services	Automotive financial services, engineering services, investment management
Revenue	€37.630 billion (2022)[2]
Operating income	€6.770 billion (2022)[2]
Net income	€4.957 billion (2022)[2]
Total assets	€47.673 billion (2022)[2]
Total equity	€17.027 billion (2022)[2]
Owners	Volkswagen AG (75%) Porsche SE (12.5%) QIA (2.5%)[3]
Number of employees	39,162 (2022)[2]
Subsidiaries	Mieschke Hofmann und Partner (81.8%) Porsche Consulting Bugatti Rimac (45%)
Website	www.porsche.com

Dr. Ing. h.c. F. Porsche AG, usually shortened to Porsche (German pronunciation: [ˈpɔʁʃə] ^ⓘ; see below), is a German automobile manufacturer specializing in luxury, high-performance sports cars, SUVs and sedans, headquartered in Stuttgart, Baden-Württemberg, Germany. The company is owned by Volkswagen AG, a controlling stake of which is owned by Porsche Automobil Holding SE. Porsche's current lineup includes the 718, 911, Panamera, Macan, Cayenne and Taycan.

The origins of the company date to the 1930s when Czech-German automotive engineer Ferdinand Porsche founded Porsche^[4] with Adolf Rosenberger, a keystone figure in the creation of German automotive manufacturer and Audi precursor Auto Union,^[5] and Austrian businessman Anton Piëch, who was, at the time, also Ferdinand Porsche's son in law. In its early days, it was contracted by the German government to create a vehicle for the masses, which later became the Volkswagen Beetle.^[6] After World War II, when Ferdinand would be arrested for war crimes, his son Ferry Porsche began building his own car, which would result in the Porsche 356.

In 2009, Porsche entered an agreement with Volkswagen to create an 'integrated working group' by merging the two companies' car manufacturing operations.^[7][8] By 2015, Porsche SE, the holding company spun off from the original Porsche firm, had a controlling interest in the Volkswagen Group, which included Audi and Lamborghini as subsidiaries.^[9]

History[edit]

Origin[edit]

Ferdinand Porsche (1875–1951) founded the company called "Dr. Ing. h. c. F. Porsche GmbH"^[4] with Adolf Rosenberger^[10] and Anton Piëch in 1931.^[11] The name is short for Ferdinand Porsche's full title in German, Doktor Ingenieur honoris causa lit. 'Doctor of Engineering, Honorary Degree' Ferdinand Porsche.^[12] The main offices was at Kronenstraße 24 in the centre of Stuttgart.^[13] Initially, the company offered motor vehicle development work and consulting,^[4] but did not build any cars under its own name. One of the first assignments the new company received was from the German government to design a car for the people; that is, a Volkswagen.^[4] This resulted in the Volkswagen Beetle, one of the most successful car designs of all time.^[6] Later, the Porsche 64 would be developed in 1939 using many components from the Beetle.^[4]

During World War II,^[14] Volkswagen production turned to the military version of the Volkswagen Beetle, the Kübelwagen,^[14] 52,000 produced, and Schwimmwagen,^[14] 15,584 produced.^[15] Porsche produced several designs for heavy tanks during the war, losing out to Henschel & Son in both contracts that ultimately led to the Tiger I and the Tiger II. However, not all this work was wasted, as the chassis Porsche designed for the Tiger I was used as the base for the Elefant tank destroyer. Porsche also developed the Maus super-heavy tank in the closing stages of the war, producing two prototypes.^[16] Ferdinand Porsche's biographer, Fabian Müller, wrote that Porsche had thousands of people forcibly brought to work at their factories during the war. The workers wore the letter "P" on their clothing at all times. It stood not for "Porsche", but for "Poland".^[17]

At the end of World War II in 1945, the Volkswagen factory at KdF-Stadt fell to the British. Ferdinand lost his position as chairman of the board of management of Volkswagen, and Ivan Hirst, a British Army major, was put in charge of the factory. (In Wolfsburg, the Volkswagen company magazine dubbed him "The British Major who saved Volkswagen".)^[18] On 15 December of that year, Ferdinand was arrested for war crimes, but not tried. During his 20-month imprisonment, Ferdinand Porsche's son, Ferry Porsche, decided to build his own car, because he could not find an existing one that he wanted to buy. He also had to steer the company through some of its most difficult days until his father's release in August 1947.^[19]

The first models of what was to become the 356 were built in a small sawmill in Gmünd, Austria.^[19] The prototype car was shown to German auto dealers, and when pre-orders reached a set threshold, production (with aluminum body) was begun by Porsche Konstruktionen GesmbH, founded by Ferry and Louise. Many regard the 356 as the first Porsche simply because it was the first model sold by the fledgling company. After production of the 356 was taken over by the father's Dr. Ing. h.c. F. Porsche GmbH in Stuttgart in 1950, Porsche commissioned a Zuffenhausen-based company, Reutter Karosserie, which had previously collaborated with the firm on Volkswagen Beetle prototypes, to produce the 356's steel body. In 1952, Porsche constructed an assembly plant (Werk 2) across the street from Reutter Karosserie; the main road in front of Werk 1, the oldest Porsche building, is now known as Porschestrasse.^[20] The 356 was road-certified in 1948.

Company logo[edit]

• 
  Coat of arms of Württemberg during the Weimar-era
• 
  Coat of arms of Stuttgart

Porsche's company logo stems from the coat of arms of the Free People's State of Württemberg of Weimar Germany of 1918–1933, which had Stuttgart as its capital. (The Bundesland of Württemberg-Hohenzollern used the same arms from 1945 to 1952, while Stuttgart during these years operated as the capital of adjacent Württemberg-Baden.) The arms of Stuttgart appear in the middle of the logo as an inescutcheon, for the company had its headquarters in Stuttgart. The heraldic symbols, combined with the texts "Porsche" and "Stuttgart", do not form a conventional coat of arms, since heraldic achievements never spell out the name of the armiger nor the armiger's home town in the shield.

Württemberg-Baden and Württemberg-Hohenzollern both in 1952 became part of the present Bundesland of Baden-Württemberg after the political consolidation of West Germany in 1949, but the old design of the arms of Württemberg lives on in the Porsche logo. On 30 January 1951, not long before the formation of Baden-Württemberg, Ferdinand Porsche died from complications following a stroke.

Developments[edit]

In post-war Germany, parts were generally in short supply, so the 356 automobile used components from the Volkswagen Beetle, including the engine case from its internal combustion engine, transmission, and several parts used in the suspension. The 356, however, had several evolutionary stages, A, B, and C, while in production, and most Volkswagen-sourced parts were replaced by Porsche-made parts. Beginning in 1954 the 356s engines started utilizing engine cases designed specifically for the 356. The sleek bodywork was designed by Erwin Komenda, who also had designed the body of the Beetle. Porsche's signature designs have, from the beginning, featured air-cooled rear-engine configurations (like the Beetle), rare for other car manufacturers, but producing automobiles that are very well balanced.

In 1964, after a fair amount of success in motor-racing with various models including the 550 Spyder, and with the 356 needing a major re-design, the company launched the Porsche 911: another air-cooled, rear-engined sports car, this time with a six-cylinder "boxer" engine. The team to lay out the body shell design was led by Ferry Porsche's eldest son, Ferdinand Alexander Porsche (F. A.). The design phase for the 911 caused internal problems with Erwin Komenda, who led the body design department until then. F. A. Porsche complained Komenda made unauthorized changes to the design. Company leader Ferry Porsche took his son's drawings to neighbouring chassis manufacturer Reuter. Reuter's workshop was later acquired by Porsche (so-called Werk 2). Afterward, Reuter became a seat manufacturer, today known as Keiper-Recaro.

The design office gave sequential numbers to every project (See Porsche type numbers), but the designated 901 nomenclature contravened Peugeot's trademarks on all 'x0x' names, so it was adjusted to 911. Racing models adhered to the "correct" numbering sequence: 904, 906, 908. The 911 has become Porsche's most well-known model – successful on the race-track, in rallies, and in terms of road car sales. It remains in production; however, after several generations of revision, current-model 911s share only the basic mechanical configuration of a rear-engined, six-cylinder coupé, and basic styling cues with the original car. A cost-reduced model with the same body, but with a 356-derived four-cylinder engine, was sold as the 912.

In 1972, the company's legal form was changed from Kommanditgesellschaft (KG), or limited partnership, to Aktiengesellschaft (AG), or public limited company, because Ferry Porsche came to believe the scale of the company outgrew a "family operation", after learning about Soichiro Honda's "no family members in the company" policy at Honda. This led to the establishment of an executive board with members from outside the Porsche family, and a supervisory board consisting largely of family members. With this change, most family members in the operation of the company, including F. A. Porsche and Ferdinand Piëch, departed from the company.

F. A. Porsche founded his own design company, Porsche Design, which is renowned for exclusive sunglasses, watches, furniture, and many other luxury articles. Louise's son and Ferry's nephew Ferdinand Piëch, who was responsible for mechanical development of Porsche's production and racing cars (including the very successful 911, 908 and 917 models), formed his own engineering bureau, and developed a five-cylinder-inline diesel engine for Mercedes-Benz. A short time later he moved to Audi (used to be a division, then a subsidiary, of Volkswagen), and pursued his career through the entire company, ultimately becoming the chairman of Volkswagen Group.

The first chief executive officer (CEO) of Porsche AG was Ernst Fuhrmann, who had been working in the company's engine development division. Fuhrmann was responsible for the so-called Fuhrmann-engine, used in the 356 Carrera models as well as the 550 Spyder, having four overhead camshafts instead of a central camshaft with pushrods, as in the Volkswagen-derived serial engines. He planned to cease the 911 during the 1970s and replace it with the V8-front engined grand sportswagon 928. As we know today, the 911 outlived the 928 by far. Fuhrmann was replaced in the early 1980s by Peter W. Schutz, an American manager and self-proclaimed 911 aficionado. He was then replaced in 1988 by the former manager of German computer company Nixdorf Computer AG, Arno Bohn, who made some costly miscalculations that led to his dismissal soon after, along with that of the development director, Dr. Ulrich Bez, who was formerly responsible for BMW's Z1 model, and was CEO of Aston Martin from 2000 to 2013.^[21]

In 1990, Porsche drew up a memorandum of understanding with Toyota to learn and benefit from Japanese lean manufacturing methods. In 2004 it was reported that Toyota was assisting Porsche with hybrid technology.^[22]

Following the dismissal of Bohn, Heinz Branitzki, a longtime Porsche employee, was appointed as interim CEO. Branitzki served in that position until Wendelin Wiedeking became CEO in 1993. Wiedeking took over the chairmanship of the board at a time when Porsche appeared vulnerable to a takeover by a larger company. During his long tenure, Wiedeking transformed Porsche into a very efficient and profitable company.

Ferdinand Porsche's nephew, Ferdinand Piëch, was chairman and CEO of the Volkswagen Group from 1993 to 2002 and is chairman of the Volkswagen AG Supervisory Board since then. With 12.8 percent of the Porsche SE voting shares, he also remains the second-largest individual shareholder of Porsche SE after his cousin, F. A. Porsche, which had 13.6 percent.

Porsche's 2002 introduction of the Cayenne also marked the unveiling of a new production facility in Leipzig, Saxony, which once accounted for nearly half of Porsche's annual output. In 2004, production of the 456 kilowatts (620 PS; 612 bhp) Carrera GT commenced in Leipzig, and at EUR 450,000 ($440,000 in the United States) it was the most expensive production model Porsche ever built.

In mid-2006, after years of the Boxster (and later the Cayenne) as the best selling Porsche in North America, the 911 regained its position as Porsche's best-seller in the region. The Cayenne and 911 have cycled as the top-selling model since. In Germany, the 911 outsells the Boxster/Cayman and Cayenne.^[23]

In May 2011, Porsche Cars North America announced plans to spend $80–$100 million, but will receive about $15 million in economic incentives to move their North American headquarters from Sandy Springs, a suburb of Atlanta, to Aerotropolis, Atlanta, a new mixed-use development on the site of the old Ford Hapeville plant adjacent to Atlanta's airport.^[24] Designed by architectural firm HOK, the headquarters will include a new office building and test track.^[25][26][27] The facility will be known by its new address, One Porsche Drive.

In October 2017, Porsche Cars North America announced the launch of Porsche Passport,^[28] a new sports car and SUV subscription program. This new offering allows consumers to access Porsche vehicles through subscribing to the service, rather than owning or leasing a vehicle. The Porsche Passport service was available initially in Atlanta,^[29][30] and has become available in many major cities across the US.^[31]

During the COVID-19 pandemic, in March 2020, Porsche suspended its manufacturing in Europe for two weeks, "By taking this step, the sports car manufacturer is responding to the significant acceleration in the rate of infection caused by the coronavirus and the resultant measures implemented by the relevant authorities."^[32]

In August 2022, Bloomberg News reported that Porsche has lined up interest in subscription of its initial public offering for a valuation between US$60–85 billion. It is expected to be listed on Frankfurt Stock Exchange in September.^[33]

Relationship with Volkswagen[edit]

The company has always had a close relationship with, initially, the Volkswagen (VW) marque, and later, the Volkswagen Group (which also owns Audi AG), because the first Volkswagen Beetle was designed by Ferdinand Porsche.

The two companies collaborated in 1969 to make the VW-Porsche 914 and 914-6, whereby the 914-6 had a Porsche engine, and the 914 had a Volkswagen engine. Further collaboration in 1976 resulted in the Porsche 912E (US only) and the Porsche 924, which used many Audi components, and was built at Audi's Neckarsulm factory, which had been NSU's. Porsche 944s were also built there,^[34] although they used far fewer Volkswagen components. The Cayenne, introduced in 2002, shares its chassis with the Volkswagen Touareg and the Audi Q7, which is built at the Volkswagen Group factory in Bratislava, Slovakia.

Corporate restructuring[edit]

Jeep Grand Cherokee
Overview
Manufacturer	Jeep[a]
Production	1992–present
Model years	1993–present
Body and chassis
Class	Mid-size SUV (1993–2010) Mid-size crossover SUV (2011–present)
Body style	5-door SUV
Layout	Front-engine, rear-wheel-drive Front-engine, four-wheel-drive
Chassis	Unibody

The Jeep Grand Cherokee is a range of mid-size SUVs produced by the American manufacturer Jeep.^[1] At its introduction, while most SUVs were still manufactured with body-on-frame construction, the Grand Cherokee has used a unibody chassis from the start.^[2]

Development[edit]

The Grand Cherokee's origins date back to 1983 when American Motors Corporation (AMC) was designing a successor to the Jeep Cherokee.^[3] Three outside (non-AMC) designers—Larry Shinoda, Alain Clenet, and Giorgetto Giugiaro—were also under contract with AMC to create and build a clay model of the Cherokee XJ replacement, then known as the "XJC" project.^[4] However, the basic design for the Cherokee's replacement was well under way by AMC's in-house designers and the 1989 Jeep Concept 1 show car foretold the basic design.^[5]

As AMC began the development of the next Jeep in 1985, management created a business process that is now known as product lifecycle management (PLM).^[6] According to François Castaing, Vice President for Product Engineering and Development, the smallest U.S. automaker was looking for a way to speed up its product development process to compete better against its larger competitors.^[7] The XJC's development was aided by computer-aided design (CAD) software systems making the engineers more productive. Meanwhile, new communication systems allowed potential conflicts to be resolved faster, thus reducing costly engineering changes, because all drawings and documents were in a central database.^[7] The system was so effective that after Chrysler purchased AMC in 1987, it expanded the system throughout its enterprise, thus connecting everyone involved in designing and building products.^[7]

The Grand Cherokee thus became the first Chrysler-badged Jeep product. Development work for the new Jeep model continued and Chrysler's employees (after the 1987 buyout of AMC) were eager for a late-1980s release date; however, CEO Lee Iacocca was pushing for redesigned Chrysler minivans, thus delaying the Grand Cherokee's release until late 1992^[8] as an Explorer competitor. Unlike the Explorer, the Grand Cherokee utilized monocoque (unibody) construction, whereas the Explorer was a derivative of the Ranger pickup with a separate body-on-frame. A Dodge-branded version was designed as a precaution should Jeep dealers struggle to handle so many Grand Cherokee units.^[9]

The Grand Cherokee debuted in grand fashion at the 1992 North American International Auto Show in Detroit, Michigan. The vehicle that was driven was a Poppy Red Clear Coat 1993 Grand Cherokee ZJ Laredo with a quartz cloth interior and high-back bucket seats. Then Chrysler president Robert Lutz drove Detroit mayor, Coleman Young, from the Jefferson North Assembly Plant on North Jefferson Avenue via a police escort to Cobo Hall, up the steps of Cobo Hall and through a plate glass window to show off the new vehicle.^[10] Sales of the 1993 model year Grand Cherokee began in April 1992.^[11]

Production of the Grand Cherokee started shortly afterward in the purpose-built Jefferson North Assembly in Detroit, Michigan. European Grand Cherokees are manufactured in Austria by Magna Steyr.^[12] The Grand Cherokee "played a significant part in reviving Chrysler's fortunes by moving it into the then-nascent market for high-margin sports utility vehicles."^[13]

Upon its introduction, it was the first full-scale manufacture of an automobile in the US using HFC-134a refrigerant in place of HCFC-12 for the HVAC system.^[14]

First generation (ZJ; 1993)[edit]

The original Grand Cherokee was launched in 1992 as a 1993 model year vehicle in the luxury SUV segment. The "ZJ" models, manufactured from 1992 until 1998, originally came in three trim levels: base (also known as SE), Laredo, and Limited, subsequent trims were added, including Orvis (MY 95–98) and TSI (MY97–98). The base model included features such as full instrumentation, a cloth interior, and a standard five-speed manual transmission, while gaining the moniker "SE" name for the 1994 model year. Power windows and locks were not standard equipment on the base trim. The minimal price tag differential resulted in low consumer demand, and as a result, the low-line model was eventually discontinued. Additional standard features included a driver-side airbag and a four-wheel anti-lock braking system (ABS). The Laredo was the mid-scale model with standard features that included power windows, power door locks, cruise control, and a leather-wrapped steering wheel. Exterior features included medium-grey plastic paneling on the lower body and five-spoke alloy wheels. The Limited was the premium model, featuring body-color lower body paneling, and gold exterior accents. The Limited also boasted standard features such as leather seating, heated mirrors, front power seats, a keyless entry system, woodgrain interior appliqué, lace style alloy wheels, a driver information center with a compass, digitized climate control, an electrochromic rearview mirror, and Jensen brand stereo with multi-band equalizer. By 1996 the options list grew to include heated seats. Standard was the 4.0 L engine, with the 5.2 L V8 (and 5.9 L in 1998) being optional, as with other models. Package groups with various trim levels included: fog lamps, and skid plates, as well as convenience, lighting, luxury, power, security, and trailer towing packages.

When it was first introduced in April 1992 as an early 1993 model year vehicle, the Grand Cherokee only had one powertrain choice: the 4.0 L AMC-derived straight-six engine that made 190 horsepower (193 PS; 142 kW). This became the "volume" engine for the Grand Cherokee. Transmission choices included a four-speed automatic transmission (early production ZJs used the AW4—the A500SE (later 42RE) replaced the AW4 during the latter half of the 1993 model year) or an Aisin AX15 manual transmission. Low demand for the manual transmission resulted in its discontinuation after 1994, but European-market ZJs retained it when coupled to the diesel engine (which was unavailable in North America). The drive train choices included rear-wheel drive or four-wheel-drive. In 1995, the engine's rating was reduced by 5 horsepower (5 PS; 4 kW) to 185 horsepower (188 PS; 138 kW) due to new EPA regulations starting with the 1996 model year.

In 1997, for the 1998 model year, a variant of the top-level Grand Cherokee Limited, the "5.9 Limited" was introduced. Jeep ads claimed it to be the "world's fastest sport utility vehicle", verified by third-party testing. The primary improvements in the 5.9 Limited version included a 245-horsepower (248 PS; 183 kW) 5.9 L OHV V8 engine, heavy-duty 46RE automatic transmission, functional heat-extracting hood louvers, unique wide-slot body-colored grille with mesh inserts, special rocker moldings, low-restriction exhaust with three-inch chrome tip, a low-profile roof rack, and special 16" Ultra-Star wheels. The 5.9 Limited also received a 150 amp alternator and a 2-speed electric cooling fan. Other features include a standard 180-watt, 10-speaker Infinity Gold sound system with a rear roof-mounted soundbar, standard sunroof, and an interior swaddled with unique "calf's nap" soft leather and faux wood trim. The 5.9 Limited was awarded "4×4 of the Year" for 1998 by Petersen's 4-Wheel & Off-Road magazine. The production of this model was 14,286 units.

Export models produced at the plant in Graz, Austria, were given the vehicle designation of "ZG".

Engines[edit]

Production numbers[edit]

Second generation (WJ/WG; 1999)[edit]

Second generation (WJ) 1999–2004

Launched in September 1998, the redesigned WJ 1999 Grand Cherokee shared just 127 parts with its predecessor (mostly fasteners). The European model was coded WG. The spare tire was relocated from the side of the cargo compartment to under the floor. (Like the 1998MY ZJ, the rear tailgate glass opened separately.) The two heavy pushrod V8 engines were replaced by Chrysler's then-new PowerTech. The new V8 engine produced less torque than the old pushrods, but was lighter, offered better fuel economy, and provided similar on-road performance figures (the 23-US-gallon (87 L; 19 imp gal) fuel tank was replaced with one of a 20.5-US-gallon (78 L; 17.1 imp gal) capacity). The straight-six engine was also updated. A redesign of the intake manifold added 10 horsepower (10 PS; 7 kW). While other Jeep vehicles used the Mopar 5 × 4.5 bolt circle, this was the first Jeep following the 1987 Chrysler buyout to receive a wider bolt pattern—5 × 5.

A notable feature available in this generation was the automatic four-wheel drive option called Quadra-Drive, which employed the New Venture Gear NV247 transfer case. This two-speed chain-driven transfer case uses a gerotor, a clutch pack coupled to a hydraulic pump, to transfer torque between the front and rear axles. The transfer case contains three modes, 4-All Time, Neutral, and 4-Lo. In 4-All Time, 100% of torque is sent to the rear axle in normal conditions. If the rear axle starts spinning at a higher rate than the front axle, hydraulic pressure builds up in the gerotor and causes the clutch pack to progressively transfer torque to the front axle until both axles return to the same speed. A neutral mode is intended for towing the vehicle. In 4-Lo, the front and rear axles are locked together through a 2.72 reduction gear ratio. The NV247 transfer case is mated to front and rear axles containing Jeep's Vari-Lok differentials. Vari-Lok differentials also use a gerotor to transfer torque between the wheels on either side of the axle. The major advantage of Quadra-Drive was that the combined transfer case and progressive locking differentials in each axle could automatically control traction between all four wheels. However, only the center differential could be permanently locked, and only in 4Lo. The Quadra-Trac II system included the NV247 transfer case with the standard open front and rear differentials.

The 45RFE and 545RFE automatic transmission in the WJ was notable. It included three planetary gear sets rather than the two normally used in a four-speed automatic. This gave it six theoretical speeds, and it would have been the first six-speed transmission ever produced in volume, but it was programmed to only use five of these ratios. Four were used for upshifts, with a different second gear for downshifts. Although five of the six ratios were used, Chrysler decided to call it a "4-speed automatic". For MY 2001, the programming was changed to make use of all six ratios. Rather than have six forward gears, the transmission was programmed to act as a five-speed with the alternate second gear for downshifts. The rpm at 70 miles per hour (110 km/h) on a 545RFE is 2,000 rpm, 200 rpm less than the 45RFE programming. 1999 and 2000 model-year WJ owners can have their 45RFE transmission's programming flashed to enable the extra gear as both transmissions are physically the same. (Must purchase new PCM and ABS module and program them with a fake VIN to make this work.) The 42RE 4-speed automatic remained the transmission for the inline 6 engine. It had slight changes from the previous model Grand Cherokee.

The interior was also completely redesigned. The redesign allowed for larger rear doors, and more space for rear passengers. Controls for various items like headlights, heated seats, and rear wiper were moved to more convenient locations. The electronic Vehicle Information center was moved from below the radio to above the windshield and was standard on 2000–2004 models. Limited models included automatic dual-zone climate control. A 10-CD changer was also available with the Infinity Audio package.

In addition to Jeep's UniFrame construction, Daimler Chrysler partnered with Porsche to further strengthen the frame.^{[citation needed]} This was done to reduce Noise Vibration Harshness (NVH). UniFrame is an unusual construction scheme, it incorporates all of the strength and durability of a body-on-frame construction into a unitized construction. By adding stiffness and rigidity to the structure, they enhanced the ride and strengthened the network of steel beams, rails and pillars (or "safety cage") that surround and protect occupants. More than 70 percent of the underbody is high-strength steel. All Jeep Grand Cherokees feature UniFrame construction.

The Grand Cherokee received a minor facelift for 2004 including round fog lamps, a lower front fascia, and a new body color-matched inset grille design.

Export models produced at the plant in Graz, Austria, were given the vehicle designation of "WG".

Engines[edit]

Third generation (WK; 2005)[edit]

The WK Grand Cherokee debuted in 2004 for the 2005 model year at the 2004 New York International Auto Show with available Quadra-Drive II four-wheel drive, rear-seat DVD player and optional 5.7 L Hemi V8. The 3.7 L V6 engine replaced the 4.0 L straight-6. A Mercedes-Benz-sourced 3.0 L V6 Common Rail Diesel (CRD) was available outside of North America from launch.

Jeep replaced the XJ-era leading-arms live-axle front suspension (found in the ZJ and WJ) with an independent double-wishbone setup like that which debuted in the 2002 Liberty. Classed as a truck-based SUV, the WH/WK Grand Cherokee offers "crossover" refinement, capability, and NVH.

The 2007 Jeep Grand Cherokee made its European debut at the Euro Camp Jeep in Ardèche, France. This Jeep has gained 4 stars in the Euro NCAP crash safety tests conducted in 2005.

The Grand Cherokee received a minor facelift for 2008 with revised headlights and available High-Intensity Discharge (HID) Headlamps with auto-leveling. The lower portion of the front bumper was still removable as it was from launch to increase the approach angle for off-road use. The 4.7 L was refined, now producing 305 hp (227 kW; 309 PS), and 334 lb⋅ft (453 N⋅m; 46 kg⋅m).

The 2009 Jeep Grand Cherokee is available with an improved 5.7 L Hemi engine rated at 357 hp (362 PS; 266 kW) and 389 lb⋅ft (527 N⋅m; 53.8 kg⋅m) of torque. The engine uses variable valve timing to increase fuel economy.^[16]

Engines[edit]

Fourth generation (WK2; 2011)[edit]

2012 Jeep Grand Cherokee Overland

The fourth-generation WK2 Grand Cherokee went on sale in summer 2010 as a 2011 model.^[17] It was unveiled at the 2009 New York Auto Show.^[18] In 2009, during its development, Chrysler management used it as an example of future products to convince United States, federal regulators of Chrysler's future viability, for the purpose of requesting a federal loan. This culminated in the Chrysler Chapter 11 reorganization that same year.

Like previous generations, the WK2 Grand Cherokee chassis is a steel unibody. Unlike previous generations, it features four-wheel independent suspension for better on-road handling. The WK2 and 2011 Durango use a Chrysler-designed and engineered platform/chassis that Mercedes-Benz later used for the Mercedes-Benz W166 series. The Chrysler-designed platform was part of the DaimlerChrysler engineering projects that were to launch the WK2 Grand Cherokee with the Mercedes-Benz ML to follow.

Engine choices include the all-new 3.6 L Pentastar V6 and 5.7 L Hemi V8. The Hemi V8 retains the Multiple Displacement System (MDS) that shuts down four cylinders in low-power driving situations. The V8 included a multi-speed automatic transmission featuring Electronic Range Selection (ERS) to manually limit the high gear operating range. Trailer towing is rated 7,400 pounds (3,357 kg) for Hemi models and 6,800 pounds (3,084 kg) for Pentastar models.^[19] A 3.0 L turbocharged diesel V6 developed and built by Fiat Powertrain Technologies and VM Motori (with Multijet II injection^[20]) rated at 177 kW (241 PS; 237 hp) and 550 N⋅m (406 lb⋅ft; 56 kg⋅m) of torque offered in export markets from mid-2011.^[21] The new 3.0 L CRD turbodiesel engine is available in European markets as 140 kW (190 PS; 188 hp) low-power version.^[22]

The new Grand Cherokee SRT8, which started production on July 16, 2011,^[23] is equipped with a 470-horsepower (350 kW; 477 PS) 6.4 L Hemi V8 engine. Jeep claims the new SRT8 gets 13 percent better fuel economy than its predecessor.^{[citation needed]}

For the 2022 model year, Jeep marketed the outgoing Grand Cherokee WK2 alongside the all-new Grand Cherokee WL model as the Grand Cherokee WK (not to be confused with the Grand Cherokee (WK), which was produced from 2005 until 2010). The lineup is condensed to base Laredo "E", mid-level Laredo "X", and range-topping Limited trims, with the only engine option being the base 3.6 L Pentastar V6 gasoline engine.^[24]

Engines[edit]

Fifth generation (WL; 2021)[edit]

Fifth generation
2022 Jeep Grand Cherokee (WL)
Overview
Model code	WL74 WL75 (Grand Cherokee L)[28]
Production	2021–present
Model years	2021–present (Grand Cherokee L) 2022–present (Grand Cherokee)[29]
Assembly	United States: Detroit, Michigan (< Posted on February 10, 2008 Viper Viper theme by S4LBULLET Download: Viper.p3t (1 background) Family of snakes For other uses, see Viper (disambiguation). This article needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. Find sources: "Viper" – news · newspapers · books · scholar · JSTOR (August 2023) (Learn how and when to remove this message) Viper Viperidae Scientific classification Domain: Eukaryota Kingdom: Animalia Phylum: Chordata Class: Reptilia Order: Squamata Suborder: Serpentes Clade: Colubroides Family: Viperidae Oppel, 1811 Synonyms Viperae Laurenti, 1768 Viperini Oppel, 1811 Viperidae Gray, 1825 [1] The Viperidae (vipers) are a family of snakes found in most parts of the world, except for Antarctica, Australia,[2] Hawaii, Madagascar, New Zealand, Ireland, and various other isolated islands. They are venomous and have long (relative to non-vipers), hinged fangs that permit deep penetration and injection of their venom.[3] Three subfamilies are currently recognized.[4] They are also known as viperids. The name "viper" is derived from the Latin word vipera, -ae, also meaning viper, possibly from vivus ("living") and parere ("to beget"), referring to the trait viviparity (giving live birth) common in vipers like most of the species of Boidae.[5] Description[edit] All viperids have a pair of relatively long solenoglyphous (hollow) fangs that are used to inject venom from glands located towards the rear of the upper jaws, just behind the eyes. Each of the two fangs is at the front of the mouth on a short maxillary bone that can rotate back and forth. When not in use, the fangs fold back against the roof of the mouth and are enclosed in a membranous sheath. This rotating mechanism allows for very long fangs to be contained in a relatively small mouth. The left and right fangs can be rotated together or independently. During a strike, the mouth can open nearly 180° and the maxilla rotates forward, erecting the fangs as late as possible so that the fangs do not become damaged, as they are brittle. The jaws close upon impact and the muscular sheaths encapsulating the venom glands contract, injecting the venom as the fangs penetrate the target. This action is very fast; in defensive strikes, it will be more a stab than a bite. Viperids use this mechanism primarily for immobilization and digestion of prey. Pre-digestion occurs as the venom contains proteases, which degrade tissues. Secondarily, it is used for self defense, though in cases with nonprey, such as humans, they may give a dry bite (not inject any venom). A dry bite allows the snake to conserve its precious reserve of venom, because once it has been depleted, time is needed to replenish it, leaving the snake vulnerable. In addition to being able to deliver dry bites, vipers can inject larger quantities of venom into larger prey targets, and smaller amounts into small prey. This causes the ideal amount of predigestion for the lowest amount of venom. Almost all vipers have keeled scales, a stocky build with a short tail, and a triangle-shaped head distinct from the neck, owing to the location of the venom glands. The great majority have vertically elliptical, or slit-shaped, pupils that can open wide to cover most of the eye or close almost completely, which helps them to see in a wide range of light levels. Typically, vipers are nocturnal and ambush their prey. Compared to many other snakes, vipers often appear rather sluggish. Most are ovoviviparous: the eggs are retained inside the mother's body, and the young emerge living. However, a few lay eggs in nests. Typically, the number of young in a clutch remains constant, but as the weight of the mother increases, larger eggs are produced, yielding larger young. Geographic range[edit] Viperid snakes are found in the Americas, Africa, Eurasia, and South Asia. In the Americas, they are native from south of 48°N. In the Old World, viperids are located everywhere except Siberia, Ireland, and north of the Arctic Circle in Norway and Sweden.[1] Wild viperids are not found in Australia. The common adder, a viperid, is the only venomous snake found in Great Britain. Venom[edit] Viperid venoms typically contain an abundance of protein-degrading enzymes, called proteases, that produce symptoms such as pain, strong local swelling and necrosis, blood loss from cardiovascular damage complicated by coagulopathy, and disruption of the blood-clotting system. Also being vasculotoxic in nature, viperine venom causes vascular endothelial damage and hemolysis. Death is usually caused by collapse in blood pressure. This is in contrast to elapid venoms, which generally contain neurotoxins that disable muscle contraction and cause paralysis. Death from elapid bites usually results from asphyxiation because the diaphragm can no longer contract, but this rule does not always apply; some elapid bites include proteolytic symptoms typical of viperid bites, while some viperid bites produce neurotoxic symptoms.[3] Proteolytic venom is also dual-purpose: first, it is used for defense and to immobilize prey, as with neurotoxic venoms; second, many of the venom's enzymes have a digestive function, breaking down molecules such as lipids, nucleic acids, and proteins.[6] This is an important adaptation, as many vipers have inefficient digestive systems.[7] Due to the nature of proteolytic venom, a viperid bite is often a very painful experience and should always be taken seriously, though it may not necessarily prove fatal. Even with prompt and proper treatment, a bite can still result in a permanent scar, and in the worst cases, the affected limb may even have to be amputated. A victim's fate is impossible to predict, as this depends on many factors, including the species and size of the snake involved, how much venom was injected (if any), and the size and condition of the patient before being bitten. Viper bite victims may also be allergic to the venom or the antivenom. Behavior[edit] These snakes can decide how much venom to inject depending on the circumstances. The most important determinant of venom expenditure is generally the size of the snake; larger specimens can deliver much more venom. The species is also important, since some are likely to inject more venom than others, may have more venom available, strike more accurately, or deliver a number of bites in a short time. In predatory bites, factors that influence the amount of venom injected include the size of the prey, the species of prey, and whether the prey item is held or released. The need to label prey for chemosensory relocation after a bite and release may also play a role. In defensive bites, the amount of venom injected may be determined by the size or species of the predator (or antagonist), as well as the assessed level of threat, although larger assailants and higher threat levels may not necessarily lead to larger amounts of venom being injected.[8] Prey tracking[edit] Hemotoxic venom takes more time than neurotoxic venom to immobilize prey, so viperid snakes need to track down prey animals after they have been bitten,[8] in a process known as "prey relocalization". Vipers are able to do this via certain proteins contained in their venom. This important adaptation allowed rattlesnakes to evolve the strike-and-release bite mechanism, which provided a huge benefit to snakes by minimizing contact with potentially dangerous prey animals.[9] This adaptation, then, requires the snake to track down the bitten animal to eat it, in an environment full of other animals of the same species. Western diamondback rattlesnakes respond more actively to mouse carcasses that have been injected with crude rattlesnake venom. When the various components of the venom were separated out, the snakes responded to mice injected with two kinds of disintegrins, which are responsible for allowing the snakes to track down their prey.[9] Subfamilies[edit] Subfamily[4] Taxon author[4] Genera[4] Common name Geographic range[1] Azemiopinae Liem, Marx & Rabb, 1971 1 Fea's vipers Myanmar, southeastern Tibet across South China (Fujian, Guangxi, Jiangxi, Guizhou, Sichuan, Yunnan, Zhejiang) to Northern Vietnam Crotalinae Oppel, 1811 22 Pit vipers In the Old World from Eastern Europe eastward through Asia to Japan, Taiwan, Indonesia, Peninsular India and Sri Lanka; in the New World from southern Canada southward through Mexico and Central America to southern South America Viperinae Oppel, 1811 13 True or pitless vipers Europe, Asia, and Africa Type genus = Vipera Laurenti, 1768[1] Sensory organs[edit] Heat-sensing pits[edit] Pit vipers have specialized sensory organs near the nostrils called heat-sensing pits.[10] The location of this organ is unique to pit vipers. These pits have the ability to detect thermal radiation emitted by warm-blooded animals, helping them better understand their environment.[11] Internally the organ forms a small pit lined with membranes, external and internal, attached to the trigeminal nerve.[10][12] Infrared light signals the internal membranes, which in turn signal the trigeminal nerve and send the infrared signals to the brain, where they are overlaid onto the visual image created by the eyes.[13] Taxonomy[edit] Whether family Viperidae is attributed to Oppel (1811), as opposed to Laurenti (1768) or Gray (1825), is subject to some interpretation. The consensus among leading experts, though, is that Laurenti used viperae as the plural of vipera (Latin for "viper", "adder", or "snake") and did not intend for it to indicate a family group taxon. Rather, it is attributed to Oppel, based on his Viperini as a distinct family group name, despite the fact that Gray was the first to use the form Viperinae.[1] See also[edit] List of snakes, overview of all snake families and genera Snakebite References[edit] ^ a b c d e McDiarmid RW, Campbell JA, Touré T. 1999. Snake Species of the World: A Taxonomic and Geographic Reference, vol. 1. Herpetologists' League. ISBN 1-893777-00-6 (series). ISBN 1-893777-01-4 (volume). ^ Fender-Barnett, Arli (27 May 2019). "Are Australian snakes really the most dangerous in the world?". CSIRO. Archived from the original on 9 December 2023. Yes, we have some scary snakes in Australia but none are close to what's happening in tropical parts of Asia, Africa and South America – they have a group of snakes called Vipers (which we don't have, phew!). ^ a b "Viperids". Snakesuntamed.webr.ly. Archived from the original on 8 January 2015. Retrieved 8 January 2015. ^ a b c d "Viperidae". Integrated Taxonomic Information System. Retrieved 10 August 2006. ^ Gotch AF. 1986. Reptiles – Their Latin Names Explained. Poole, UK: Blandford Press. 176 pp. ISBN 0-7137-1704-1. ^ Slowinski, Joe (2000). "Striking Beauties: Venomous Snakes". California Wild. 53 (2). Archived from the original on 13 October 2004. ^ Smith, SA (2004). "Did Someone Say... SSSSnakes?". Maryland Dept. of Natural Resources. Archived from the original on 21 July 2006. Retrieved 2 December 2006. ^ a b Hayes WK, Herbert SS, Rehling GC, Gennaro JF. 2002. Factors that influence venom expenditure in viperids and other snake species during predatory and defensive contexts. In Schuett GW, Höggren M, Douglas ME, Greene HW. 2002. Biology of the Vipers. Eagle Mountain Publishing, LC. 580 pp. 16 plates. ISBN 0-9720154-0-X. ^ a b Saviola, A.J.; Chiszar, D.; Busch, C.; Mackessy, S.P. (2013). "Molecular basis for prey relocation in viperid snakes". BMC Biology. 11: 20. doi:10.1186/1741-7007-11-20. PMC 3635877. PMID 23452837. ^ a b Bullock, T.H.; Diecke, F.P.J. (1956). "Properties of an Infrared Receptor". Journal of Physiology. 134 (1): 47–87. doi:10.1113/jphysiol.1956.sp005624. PMC 1359182. PMID 13377311. ^ Lynn, W. Gardner (1931). "The Structure and Function of the Facial Pits of Pit Vipers". American Journal of Anatomy. 49: 97–139. doi:10.1002/aja.1000490105. ^ Newman, Eric A. (1982). "The Infrared "Vision" of Snakes". Scientific American. 243 (3): 116–127. Bibcode:1982SciAm.246c.116N. doi:10.1038/scientificamerican0382-116. ^ Gracheva, Elena O.; Ingolia, Nicolas T.; Kelly, Yvonne M.; Cordero-Morales, Julio F.; Hollopeter, Gunther; Chesler, Alexander T.; Sanchez, Elda E.; Perez, John C.; Weissman, Johnathan S. (2010). "Molecular Basis of Infrared Detection by Snakes". Nature. 464 (7291): 1006–1011. Bibcode:2010Natur.464.1006G. doi:10.1038/nature08943. PMC 2855400. PMID 20228791. Further reading[edit] Gray JE. 1825. A synopsis of the genera of reptiles and Amphibia, with a description of some new species. Annals of Philosophy, new ser., 10: 193–217. Laurenti JN. 1768. Specimen Medicum, Exhibens Synopsin Reptilium Emendatam cum Experimentis circa Venena et antidota reptilium Austriacorum. J.T. de Trattnern, Wien. Oppel M. 1811. Mémoire sur la classification des reptiles. Ordre II. Reptiles à écailles. Section II. Ophidiens. Annales du Musée National d'Histoire Naturelle, Paris 16: 254–295, 376–393. External links[edit] Wikimedia Commons has media related to Viperidae. Viperidae at the Reptarium.cz Reptile Database. Accessed 3 November 2008. Ripley, George; Dana, Charles A., eds. (1879). "Viper" . The American Cyclopædia. "Viper" . The New Student's Reference Work . 1914. Pit vipers For other people named Jeffrey Gordon, see Jeffrey Gordon (disambiguation). NASCAR driver Jeff Gordon Gordon at Indianapolis Motor Speedway in 2024 Born Jeffery Michael Gordon (1971-08-04) August 4, 1971 (age 52) Vallejo, California, US Height 5 ft 8 in (1.73 m) Weight 150 lb (68 kg) Achievements 1995, 1997, 1998, 2001 Winston Cup Series Champion 2017 Rolex 24 at Daytona Overall Winner 1991 USAC Silver Crown Series Champion 1990 USAC National Midget Series Champion 1997, 1999, 2005 Daytona 500 Winner 1994, 1998, 2001, 2004, 2014 Brickyard 400 Winner 1995, 1996, 1997, 1998, 2002, 2007 Southern 500 Winner 1994, 1997, 1998 Coca-Cola 600 Winner 1995, 1997, 2001 Sprint All-Star Race Winner 1994, 1997 Advance Auto Parts Clash Winner Awards 1991 Busch Series Rookie of the Year 1993 Winston Cup Series Rookie of the Year Named one of NASCAR's 50 Greatest Drivers (1998) National Midget Auto Racing Hall of Fame (2009) Silver Buffalo Award (2009) Heisman Humanitarian Award (2012) Motorsports Hall of Fame of America (2018)[1] NASCAR Hall of Fame (2019) West Coast Stock Car Hall of Fame (2019) Named one of NASCAR's 75 Greatest Drivers (2023) See other awards and honors below NASCAR Cup Series career 805 races run over 25 years Best finish 1st (1995, 1997, 1998, 2001) First race 1992 Hooters 500 (Atlanta) Last race 2016 Goody's Fast Relief 500 (Martinsville) First win 1994 Coca-Cola 600 (Charlotte) Last win 2015 Goody's Headache Relief Shot 500 (Martinsville) Wins Top tens Poles 93 477 81 NASCAR Xfinity Series career 73 races run over 5 years Best finish 4th (1992) First race 1990 AC-Delco 200 (Rockingham) Last race 2000 Miami 300 (Homestead) First win 1992 Atlanta 300 (Atlanta) Last win 2000 Miami 300 (Homestead) Wins Top tens Poles 5 32 12 Statistics current as of October 30, 2016. This article is part of a series about Jeff Gordon Four-time NASCAR Cup Series champion 1995, 1997, 1998, 2001 NASCAR Cup Series career race wins NASCAR's 50 Greatest Drivers NASCAR Hall of Fame Class of 2019 Business and motorsport Early life and career Hendrick Motorsports Car No. 24 driver PepsiCo (spokesperson) JG Motorsports (owner-driver) Axalta Coating Systems (advisor) Fox NASCAR (broadcaster) In popular culture Jeff Gordon XS Racing 24 x 24: Wide Open with Jeff Gordon Pepsi Max & Jeff Gordon Present: Test Drive Unrivaled: Earnhardt vs. Gordon v t e Jeffery Michael Gordon[2] (born August 4, 1971) is an American stock car racing executive and former professional stock car racing driver who currently serves as the vice chairman of Hendrick Motorsports. He raced full-time from 1993 to 2015, driving the No. 24 Chevrolet for Hendrick Motorsports in the former NASCAR Winston Cup Series and Sprint Cup Series (now called NASCAR Cup Series), and also served as a substitute driver for Dale Earnhardt Jr. in the No. 88 Chevrolet for Hendrick Motorsports in select races during the 2016 season.[3] He is regarded as one of the best and most influential drivers in NASCAR history, helping the sport reach mainstream popularity. Gordon started his professional racing career in the Busch Series with Hugh Connerty Racing, followed by Bill Davis Racing, winning three races, and began racing full-time in the NASCAR Winston Cup Series for Hendrick Motorsports in 1993. He is a four-time Cup Series champion, having won the title in 1995, 1997, 1998, and 2001. He also won the Daytona 500 three times in 1997, 1999, and 2005. Gordon has completed three career Grand Slams and has won a total of sixteen Crown Jewel races (three Daytona 500s, four Talladega 500s, three Coca-Cola 600s, and six Southern 500s), both of which are all-time records. He is third on the all-time Cup wins list with 93 career wins, while having the record for the most wins in NASCAR's modern era (1972–present) and the most wins in one modern era season, with 13 during the 1998 NASCAR Winston Cup Series. Gordon's 81 pole positions led all active drivers and is third all-time, and also a modern era record; Gordon won at least one pole in 23 consecutive seasons, making this a NASCAR record. Other records include the most restrictor plate track wins with 12 and the most road course wins with 9,[4] and he was the active "iron man" leader for consecutive races participated in with 797 through the 2015 season.[5] In 1998, NASCAR named Gordon to its 50 Greatest Drivers list. Ten years later in a 2008 article, ESPN's Terry Blount ranked him 10th in the 25 Greatest Drivers of All-Time.[6] Foxsports.com named him as the fifth best NASCAR driver of all time.[7] He was inducted into the NASCAR Hall of Fame in 2019. As of 2016, Gordon was considered the highest-paid NASCAR driver ever and the 18th highest-paid athlete of all-time with $515 million in career earnings, per Forbes.[8] Gordon, along with Rick Hendrick, co-owns the No. 48 Chevrolet previously driven by Jimmie Johnson, who won seven Cup championships from 2006 to 2010, 2013, and in 2016. Gordon also has an equity stake in the No. 24 team.[9] Gordon also owned a Busch Series team between 1999 and 2000, Gordon/Evernham Motorsports (co-owned with Ray Evernham; later solely owned as JG Motorsports), winning twice. Early life and career[edit] Main article: Early life and career of Jeff Gordon Gordon is of Scotch-Irish descent,[10] and was born in Vallejo, California to parents Carol Ann Bickford (née Houston) and William Grinnell Gordon of Vacaville, California. Gordon's mother and biological father divorced when he was six months old.[11] His stepfather, John Bickford, married his mother in the 1970s.[12] He has a sister, Kim, who is older by four years.[13] His younger cousin, James Bickford, competed in the K&N Pro Series West.[14] Gordon attended Tri-West Hendricks High School in Lizton, Indiana and was on the school's cross country team;[15] he graduated in 1989.[16] When he was four years old,[17] Gordon rode a BMX bike that his stepfather bought for him[16] and began racing quarter midgets at the age of five. The Roy Hayer Memorial Race Track (previously the Cracker Jack Track) in Rio Linda, California is noted as the first track Gordon ever competed on. By the age of six, Gordon had won 35 main events and set five track records.[18] In 1979 Gordon won 51 quarter midget races. When he was 11, Gordon won all 25 of the karting races he entered.[15] At age 12, Gordon became bored with cars and decided to start a career in waterskiing before switching back to driving one year later.[19] In 1986, Gordon began racing sprint cars, winning three races. The next year, Gordon was awarded a USAC license at age 16, the youngest driver to do so.[15] During the 1980s,[15] Gordon and his family had to overcome an insurance hurdle. The minimum age for driving the sprint cars was 16, and his persistence paid off with an all Florida speed weeks. Supporting his career choice, Gordon's family moved from Vallejo to Pittsboro, Indiana, where there were more opportunities for younger racers. In the late 80's, he drove in the World of Outlaws series and picked up some feature wins. He became the youngest driver in the World of Outlaws at the time.[20] He also won races at Bloomington and Eldora Speedways.[21] After graduating from high school in 1989, he quickly changed and went to Bloomington to race that night.[22][16] Before the age of 18, Gordon had already won three short-track races and was awarded USAC Midget Car Racing Rookie of the Year in 1989. That season was highlighted by winning Night Before the 500 midget car race on the day before the Indianapolis 500.[23] During the decade, Gordon also ran sprint cars in Australia and New Zealand.[15] In 1990, Gordon won his second consecutive Night Before the 500, the Hut Hundred, and the Belleville Midget Nationals on his way to winning the USAC national Midget title.[23] In 1991, Gordon captured the USAC Silver Crown, and at the age of 20 became the youngest driver to win the season championship.[23] He also won the 4 Crown Nationals midget car race that season.[23] In his midget car career between 1989 and 1992, he finished in the Top 3 in 22 of 40 USAC midget car events.[23] In 1992, Gordon competed in the Slim Jim All Pro Series' Winchester 400, but finished 24th after crashing on lap 172.[24] The following year, he ran a Featherlite Southwest Tour race at Sears Point Raceway, finishing 29th after suffering an engine failure.[25] In the early 1990s, Gordon expressed interest in IndyCar racing, but was not able to find a ride due to low funding.[19] However, former Formula One driver Jackie Stewart offered Gordon a test drive in Europe, in what Gordon assumed was Formula Three or Formula 3000; Gordon did not perform the test due to being in contact with NASCAR.[26] NASCAR[edit] Busch Series[edit] Main articles: Early NASCAR Busch Series career of Jeff Gordon and JG Motorsports In 1990, Gordon met Hugh Connerty, who owned some Hooters restaurants and was also a partner in Outback Steakhouse. Connerty secured some sponsorship for a car through Outback, and they tested for the last few Busch Grand National races left in 1990. Ray Evernham was called in to work with Gordon in his stock car debut. His first Busch race came on October 20, 1990 at North Carolina Motor Speedway in the AC-Delco 200. Gordon drove the No. 67 Outback Steakhouse Pontiac for Connerty. Gordon ran the second fastest lap during qualifying and started on the outside of the front row of the field. Gordon would, however, get involved in a wreck on lap 33. He ended up with a 39th-place finish.[27] In 1991 and 1992, Gordon began racing in the Busch Series full-time, driving Ford Thunderbirds for Bill Davis Racing. In his first year as a Busch driver he won Rookie of the Year. In 1992, Gordon set a NASCAR record by capturing 11 poles in one season.[16] He was sponsored by Carolina Ford Dealers in 1991 and Baby Ruth in 1992.[28] In 1999, Gordon along with Cup crew chief Evernham formed Gordon/Evernham Motorsports (GEM) in the Busch Series with Gordon and Rick Hendrick's son Ricky Hendrick as drivers, the Rainbow Warriors as pit crew and Patrick Donahue as crew chief.[29] The co-owned team received a full sponsorship from Pepsi and ran six races with Gordon as driver and Evernham as crew chief. GEM only survived one year as Evernham left Hendrick Motorsports, citing tension between him and the team,[30] ending one of the most dominant driver/crew-chief combinations in NASCAR history. Gordon extended his Busch experiment one more year, through 2000 as co-owner, with Rick Hendrick buying Evernham's half, and GEM becoming JG Motorsports. In two seasons, Gordon won twice, in 1999 at the Outback Steakhouse 200, the inaugural race[31] at Phoenix,[32] and 2000 at Homestead.[33] Cup Series[edit] Main article: NASCAR Cup Series career of Jeff Gordon Early career (1992–1994)[edit] In 1992, Roush Racing owner Jack Roush planned to sign Gordon, but Gordon's stepfather John Bickford had insisted that Roush hire Ray Evernham; due to Roush's policy of hiring his own crew chiefs, Bickford declined.[34] Later in the year, Rick Hendrick watched Gordon race in a Busch Series event at Atlanta Motor Speedway, and Gordon joined Hendrick Motorsports two days later.[35] Gordon made his Winston Cup debut in the season-ending race, the Hooters 500 at Atlanta, finishing 31st after a crash.[36] The following year, Gordon began competing full-time in the Winston Cup Series, driving the No. 24 car for Hendrick. He was originally supposed to race the No. 46, but complications with licensing related to Days of Thunder forced Gordon to the 24.[37] He opened the season with a win in the Gatorade Twin 125's race,[38] while also recording his first-career pole position at the fall Charlotte race,[39] and concluded 1993 with a 14th-place points finish and the Rookie of the Year Award.[16] Gordon's early success in the sport reshaped the paradigm and eventually gave younger drivers an opportunity to compete in NASCAR. However, during the season, many doubted Gordon's ability to compete at such a level at such a young age because of his tendency to push the cars too hard and crash. His last-place finish at the 1993 First Union 400 was a firm example of this theory.[40] Additionally, driver Darrell Waltrip wrote he told Hendrick during the season that Gordon had "hit everything but the pace car that year."[41] In 1994, Gordon won the Busch Clash exhibition race at Daytona.[42] In May, Gordon won the pole for the Coca-Cola 600, and eventually the race after electing to take two tires on a green flag pit stop.[43] Three months later, he scored a hometown victory at the inaugural Brickyard 400, capitalizing on Ernie Irvan's tire going down late in the race.[44] Posted on February 8, 2008 Lamborghini #2 Lamborghini theme by Paja Download: Lamborghini_2.p3t (3 backgrounds) Italian automobile manufacturer For other uses, see Lamborghini (disambiguation). Automobili Lamborghini S.p.A. Headquarters in Sant'Agata Bolognese, Italy Company type Subsidiary Industry Automotive Founded 1963; 61 years ago (1963) Founder Ferruccio Lamborghini Headquarters Sant'Agata Bolognese, Emilia-Romagna , Italy Number of locations 135 dealerships Area served Worldwide Key people Stephan Winkelmann (CEO)[1] Production output 9,233 vehicles (2022)[2] Revenue €2.38 billion (2022)[3] Operating income €614 million Net income €10.1 million (2014)[3] Total equity €1.832 billion (2014)[3] Number of employees 1,779 (December 2020)[4] Parent Audi AG Subsidiaries Ducati Motor Holding S.p.A. Italdesign Giugiaro Website lamborghini.com Automobili Lamborghini S.p.A. (Italian: [autoˈmɔːbili lamborˈɡiːni]) is an Italian manufacturer of luxury sports cars and SUVs based in Sant'Agata Bolognese. The company is owned by the Volkswagen Group through its subsidiary Audi. Ferruccio Lamborghini (1916–1993), an Italian manufacturing magnate, founded Automobili Ferruccio Lamborghini S.p.A. in 1963 to compete with Ferrari. The company was noted for using a rear mid-engine, rear-wheel drive layout. Lamborghini grew rapidly during its first decade, but sales plunged in the wake of the 1973 worldwide financial downturn and the oil crisis. The firm's ownership changed three times after 1973, including a bankruptcy in 1978. American Chrysler Corporation took control of Lamborghini in 1987 and sold it to Malaysian investment group Mycom Setdco and Indonesian group V'Power Corporation in 1994. In 1998, Mycom Setdco and V'Power sold Lamborghini to the Volkswagen Group where it was placed under the control of the group's Audi division. New products and model lines were introduced to the brand's portfolio and brought to the market and saw an increased productivity for the brand. In the late 2000s, during the worldwide financial crisis and the subsequent economic crisis, Lamborghini's sales saw a drop of nearly 50 per cent. Lamborghini currently produces the V10-powered Huracán, Urus SUV powered by a twin-turbo V8 engine, and will produce the Revuelto, a V12/electric hybrid, as of 2024. In addition, the company produces V12 engines for offshore powerboat racing. Lamborghini Trattori, founded in 1948 by Ferruccio Lamborghini, is headquartered in Pieve di Cento, Italy, and continues to produce tractors. Since 1973, Lamborghini Trattori has been a separate entity from the automobile manufacturer. History[edit] Main article: History of Lamborghini Manufacturing magnate Italian 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. The company's first models, such as the 350 GT, were released in the mid-1960s. Lamborghini was noted for the 1966 Miura sports coupé, which used a rear mid-engine, rear-wheel drive layout. Lamborghini grew rapidly during its first ten years, but sales fell in the wake of the 1973 worldwide financial downturn and the oil crisis. Ferruccio Lamborghini sold the company to Georges-Henri Rossetti and René Leimer and retired in 1974. The company went bankrupt in 1978, and was placed in the receivership of brothers Jean-Claude and Patrick Mimran in 1980. The Mimrans purchased the company out of receivership by 1984 and invested heavily in its expansion. Under the Mimrans' management, Lamborghini's model line was expanded from the Countach to include the Jalpa sports car and the LM002 high-performance off-road vehicle. The Mimrans sold Lamborghini to the Chrysler Corporation in 1987. After replacing the Countach with the Diablo and discontinuing the Jalpa and the LM002, Chrysler sold Lamborghini to Malaysian investment group Mycom Setdco and Indonesian group V'Power Corporation in 1994. In 1998, Mycom Setdco and V'Power sold Lamborghini to the Volkswagen Group where it was placed under the control of the group's Audi division. New products and model lines were introduced to the brand's portfolio and brought to the market and saw an increased productivity for the brand Lamborghini. In the late 2000s, during the worldwide financial crisis and the subsequent economic crisis, Lamborghini's sales saw a drop of nearly 50 per cent. In 2021, the CEO of Lamborghini said that by 2024 all its models will be hybrid.[5] Lamborghini ownership Years Owner 1963–1972 Ferruccio Lamborghini 1972–1977 Georges-Henri Rossetti and René Leimer 1977–1984 Receivership 1984–1987 Patrick Mimran 1987–1994 Chrysler Corporation 1994–1995 MegaTech 1995–1998 V'Power and Mycom Sedtco 1998–present Audi AG Products[edit] Automobiles[edit] Main article: List of Lamborghini automobiles As of the 2018 model year, Lamborghini's automobile product range consists of three model lines, two of which are mid-engine two-seat sports cars while the third one is a front engined, all-wheel drive SUV.[6] Models in production[edit] Revuelto Main article: Lamborghini Revuelto Production of the new Revuelto began in mid-2023 and it will be delivered in late 2023 as a 2024 model. The car will be powered by a 6.5L naturally aspirated V12 and three magnetic motors for a combined power output of 1,001 hp (1,015 PS).[7][8] Huracán Main article: Lamborghini Huracán The V10-powered Huracán line currently includes the all-wheel-drive LP 610-4, the low cost rear-wheel-drive LP 580-2 and the powerful track oriented LP 640-4 Performante, each in coupé and Spyder (convertible) versions.[9] Urus Main article: Lamborghini Urus With the intention of doubling its sales volume by 2019, Lamborghini also added an SUV named Urus in its line-up which is powered by a twin-turbo V8 engine and utilises a front engine, all-wheel drive layout.[10][11] Marine engines[edit] Motori Marini Lamborghini produces a large V12 marine engine block for use in World Offshore Series Class 1 powerboats. A Lamborghini branded marine engine displaces approximately 8,171 cc (8.2 L) and outputs approximately 940 hp (700 kW).[12] Lamborghini motorcycle[edit] In the mid-1980s, Lamborghini produced a limited-production run of a 1,000 cc (61.0 cu in) sports motorcycle. UK weekly newspaper Motor Cycle News reported in 1994—when featuring an example available through an Essex motorcycle retailer—that 24 examples were produced with a Lamborghini alloy frame having adjustable steering head angle, Kawasaki GPz1000RX engine/transmission unit, Ceriani front forks and Marvic wheels. The bodywork was plastic and fully integrated with front fairing merged into fuel tank and seat cover ending in a rear tail-fairing. The motorcycles were designed by Lamborghini stylists and produced by French business Boxer Bikes.[13] Branded merchandise[edit] Lamborghini licenses its brand to manufacturers that produce a variety of Lamborghini-branded consumer goods including scale models, clothing, accessories, bags, electronics[14] and laptop computers.[15] Motorsport[edit] Lamborghini Motorsport Division, Squadra Corse Trade name Squadra Corse Company type Subsidiary Industry Automobile Motorsports Headquarters Sant'Agata Bolognese , Italy Area served Worldwide Key people Stephan Winkelmann (CEO of Automobili Lamborghini) Owner Automobili Lamborghini Parent Audi AG Website lamborghini.com/en-en/motorsport Automobiles produced[edit] Lamborghini Motorsport Division Squadra Corse produces GT3 cars and cars for their Super Trofeo events based on the Gallardo and Huracán. Apart from them, the Squadra Corse builds cars upon customer request. GT3 and Super Trofeo Cars[edit] Gallardo LP 570-4 Super Trofeo Gallardo LP 560-4 Super Trofeo Huracán LP 620-2 Super Trofeo EVO Huracán LP 620-2 Super Trofeo EVO2 Huracán Super Trofeo GT2 Huracán GT3 Huracán GT3 Evo Huracán GT3 Evo 2 Special cars[edit] These cars were built by Squadra Corse upon customer request. Essenza SCV12 SC18 Alston SC20 Events held[edit] Lamborghini Super Trofeo[edit] Main article: Lamborghini Super Trofeo The Super Trofeo is a series of Motorsport events held by Squadra corse using their Super Trofeo model vehicles (currently the Huracán Super Trofeo EVO) which are racing versions of the road-approved models (Huracán and Gallardo models). The Super Trofeo events are held in three different series, in three continents: America, Asia and Europe. Many private race team participate each of these events. Every series consists of six rounds, each of which feature free practice sessions, qualifying and two races lasting 50 minutes each. There are four categories of drivers: Pro, Pro-Am, Am and Lamborghini Cup. The season ends in the Lamborghini Super Trofeo World Final.[16] Lamborghini GT3[edit] The Lamborghini GT3 is a series of Motorsport events held by The Squadra Corse using Huracán GT3 cars that comply with the FIA GT3 regulations. The racing event is open to any Huracán GT3 customer. Lamborghini currently uses Huracán GT3 Evo cars for these events and more than 60 private race teams participate these events.[17] Current factory drivers[edit] Factory drivers[18][edit] Mirko Bortolotti Matteo Cairoli Andrea Caldarelli Christian Engelhart Romain Grosjean Daniil Kvyat Marco Mapelli Sandy Mitchell Edoardo Mortara Jordan Pepper Franck Perera Leonardo Pulcini Loris Spinelli GT3 junior drivers[19][edit] Jack Bartholomew Glenn van Berlo Riccardo Cazzaniga Pierre-Louis Chovet Jaden Conwright Alessio Deledda Posts navigation Previous page Page 1 … Page 12 Page 13 Page 14 … Page 20 Next page