Lamborghini: The Man & The Company

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Important Dates:


April 25, 1916: Ferruccio Lamborghini is born.
1949: His first factory (builds carioches).
1952: He switches from carioches to tractors.
1960: He starts a company which produces heating & cooling equipment.
1962: He decides to build a car of his own.
1962: Lamborghini is founded
1963: Car is finished.
1970: Lamborghini is one of the last independent car manufacturers.
February 20, 1993: Ferruccio Lamborghini dies at the age of 56.

Ferruccio Lamborghini was born on April 25, 1916 in Renazzo, Italy. His father was a farmer. As a child he was interested in all kinds of machines including fast cars. Because of hisinterest in machines his parents arranged for him to get his Industrial Design Degree in Bologna. When WWII started he decided to serve his country, so he enlisted. His job was to repair vehicles and keep them going. When the war ended he was out of work so he used spare military vehicle parts to repair tractors. This is how he started his tractor factory and became a success. Because of his love of cars he bought a few Ferraris but back then they were built poorly back then. So Ferruccio went to complain at the Maranello factory because of poor preformence and they told him he didn`t know anything about cars and should drive a tractor instead of a car. This got Ferruccio angry so he decided to build a better car than Ferrari.He contracted Giotto Bizzarrini (who designed Ferrari's 250 GTO engine) to design the engine. In 1963 the engine was finished. This engine was made in his tractor factory but his completely new car factory was built in Sant'Agata Bolognese, only a few kilometers from Ferrari's factory in Modena. This paved the road for the modern day company. Unfortunatly this great man died February 20, 1993.

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Ferruccio Lamborghini was born in Renazzo di Cento, near Ferrara on April 28, 1916. His passion for engines led him to study mechanical engineering in Bologna, after which, during WWII he served as a mechanic in the Italian army’s Central Vehicle Division in Rhodes. Upon his return to Italy after the end of the war, Ferruccio began to purchase surplus military vehicles which he then converted to agricultural machines. Just three years after the end of the war, the Lamborghini tractor factory was designing and building its own tractors. It is hard to say with certainty what made Ferruccio turn his attention from agricultural machinery to luxury sports cars. Perhaps he was simply attracted by the success of his neighbor, Enzo Ferrari. However, legend has it that the idea came to him after a discussion with Enzo Ferrari, when Ferruccio complained about the noisy gearbox in his new Ferrari. It seems that Ferrari’s reply was simply "You stick to tractors and let me build sports cars." Ferruccio Lamborghini extended his interests into various fields of engineering, such as heating and air conditioning systems and helicopter design. While the former were extremely successful, and are still produced today, his attempts to manufacture helicopters were hindered due to complex bureaucratic controls imposed by the government. The idea was finally abandoned. When it became clear that his son, Antonio, had no interest in the automobile business, Ferruccio began to contemplate retirement. In 1973, Ferruccio sold all his companies, retired to his vineyard in Italy's Umbria province and dedicated his efforts to the production of fine wines. At his estate, La Florita, a grand home surrounded by tennis courts, an Olympic size pool and a museum to house Lamborghini cars, Ferrucio produced a red wine called Colli del Trasimento, and known by everyone as "Blood of the Miura". It was here, at the age of 77, where Ferruccio died on February 20, 1993.

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http://www.landshut.org/bnla01/members/mrk/history.html

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Died 20 Feb 1993 (born 28 Apr 1916)
Italian industrialist who founded a luxury car company that produced some of the fastest, most expensive, and sought-after sports cars in the world. Lamborghini worked as a mechanic in the Italian army during World War II, and after the war he started a tractor company

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" Ferrucio Lamborghini was born 28 April 1916 in a small village in northern Italy. From childhood he had always had a big interest in motors. When he was old enough his parents arranged for him to go to an industrial collage in Bologna. After a couple of years he graduated with a degree in industrial engineering and started to work at a repair workshop.

Early in his twenties the World War 2 broke out and served his country by working at the an Italian air force at Rhodes repairing vehicles. At the end of World War 2 he where more or less forced to continue work on Allied vehicles until 1946. When he finally got home he began to repair broken tractors in Italy still using parts from military vehicles. This was how he started his tractor factory which soon made him a very successful businessman. He was a man who understood to enjoy life and because of his interest in auto-mobiles especially fast ones he bought several Ferrari's during the years.



Some of his early achievements.


But back in those days the Ferrari's for the road where not build in a proper way. Many Ferrari owners were unsatisfied with their cars but they did not dare to complain because they then might not be aloud to buy one. The reason for the poor service was that Enzo Ferrari spent all his energy with his racing program and that the road going cars where just made to get money for development of his racing cars.

In the early sixties Ferrucio Lamborghini owned a Ferrari 250 GT and though he had had it repaired several times they never seemed to repair it properly. And this is where the legend of Lamborghini began.

One time when Ferrucio Lamborghini had just got his Ferrari back from the factory where they should repair the clutch they still hadn't solved the problem so Ferrucio himself went to pay Enzo Ferrari a visit.

So he went to the factory and told Enzo a thing or two about what he thought of him and his miserable cars.

Enzo answered back that Ferrucio was just a simple peasant with no knowledge at all about full blood exotic sports cars.

After some arguing Ferrucio Lamborghini decided that he would beat Enzo where it hurt the most by building his own car. So he hired the best men he could find and began his adventure of building the perfect GT car. Not only would he make them better and faster but he also wanted to listen to his customers and help them with any trouble they might have with their cars.

He started by building up a new factory and the company "Lamborghini Automobili" only 15 km. from Ferrari's factory. He started on his knew car in a corner of his tractor factory before his car factory was ready spending almost every hour developing his car. He worked very close with his employees because he wanted to be a part of every aspect in the development and was often the last man to turn off the lights.

Late in October 1963 he first car was ready the Lamborghini 350 GTV.

This however was just a prototype and the first production car did not arrive until March 1964 with the 350 GT that showed the whole world that Ferrari could be beaten.

This was how it all began.

In my opinion the greatest Lamborghini created is the "Diablo".

http://www.lambo.dk/history/bob7frame.htm


The Ferrari holds the advantage in visibility for the driver, the better to see the Diablo's taillights in any performance contest!"

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1963 350 GTV

1964 350 GT

1965 350 GT
3500 GTZ (Zagato), 350 GTS

1966 400 GT, P400 Miura
GT Flying Star II

1967 400 GT, P400 Miura
Marzal

1968 400 GT, P400 Miura, Espada, Islero
P400 Miura Roadster

1969 Islero S, P400 Miura, Espada

1970 P400 Miura S, Espada, Jarama
Jota, Urraco

1971 P400 Miura S, P400 Miura SV, Espada, Jarama
LP500 Countach

1972 P400 Miura SV, Espada, Jarama, P250 Urraco

1973 Espada, Jarama S, P250 Urraco, LP400 Countach

1974 Espada, Jarama S, P250 Urraco, LP400 Countach
Bravo

1975 Espada, Jarama S, P250 Urraco, LP400 Countach
Urraco Competizione

1976 Espada, Jarama S, P250/P200/P300 Urraco, Silhouette, LP400 Countach
Cheetah, Lamborghini/BMW E-26

1977 Espada, Jarama S, P300 Urraco, Silhouette, LP400 Countach

1978 Espada, Jarama S, LP400 Countach ( LP400 S)
Espada Frua

1979 LP400 S Countach

1980
LP400 S Countach
Athon

1981 LP400 S Countach
Jalpa , LM001

1982

ï LP400 S Countach ( LP500 S), Jalpa 350, LM002
LMA

1983 LP500 S Countach, Jalpa 350

1984 LP500 S Countach, Jalpa 350

1985 Countach 5000 QV, Jalpa 350, LM002

1986
Countach 5000 QV, Jalpa 350, LM002
LM004

1987 Countach 5000 QV, Jalpa 350, LM002

1988 Countach 5000 QV ( Anniversary - 25), Jalpa 350, LM002
Portofino (Chrysler USA)
Genesis (Bertone)

1989 Countach 25th Anniversary, LM002

1990 Countach 25th Anniversary ( Diablo), LM002

1991

Diablo, LM002
F1


1992 Diablo, LM002 American
Diablo Roadster Prototype

1993 Diablo, Diablo VT
Diablo SE30

1994 Diablo, Diablo VT, Diablo SE30

1995 Diablo, Diablo VT, Diablo SE3O Jota
ItalDesign Cala

1996

Diablo, Diablo VT, Diablo VT Roadster, Diablo SV
Diablo SVR

1997 Diablo, Diablo VT, Diablo VT Roadster, Diablo SV

1998

Diablo, Diablo VT, Diablo VT Roadster, DiabloSV
Raptor(Zagato)

1999 Diablo, Diablo VT, Diablo VT Roadster, Diablo SV, Diablo GT, Diablo SV Roadster

Modes #

350 GTV : 1
350 GT : 118
350 GTS : 2
400 GT : 23
3500 GTZ : 2
400 GT 2+2 : 250
400 GT Flying Star II : 1
400 GT Monza : 1
P400 Miura : 474
Marzal : 1
Islero : 125
Espada Prototype : 1
Espada Series I : 186
Espada Series II : 575
Espada Series III : 456
P400 Miura Roadster : 1
P400 Miura S : 140
Islero S : 100
400 GT Jarama : 177
Urraco Prototype : 2
Urraco Rallye : 1
400 GT Jarama 'BOB' : 1
P250 Urraco : 520
Jota 1
P400 Miura SV : 150
LP5000 Countach : 1
400 GTS Jarama : 150
LP400 Countach : 157
P200 Urraco : 66
P300 Urraco : 190
P114 Bravo : 1
Silhouette : 55
LP400 S Countach : 237
Faena : 1
Athon : 1
Jalpa P350 : 410
Jalpa Speedster : 1
LP500 S Countach : 321
LP500 Countach QuattroValvole : 610
Countach Evoluzione : 1
Countach "Alfieri" : 1
Countach 25th Anniversary : 657
Cheetah : 1
LM 001 : 1
LMA(002) : 1
LM 002 : 251
LM 004 : 1
Portofino 1
Genesis 1
F1 1
Diablo :#?
Diablo VT :#?
Diablo SE30 : 150
Diablo Roadster :#?
Diablo SVR: 40
Cala : 1
Diablo SV :#?
Diablo Roadster SV :#?
Raptor 50?
Diablo GT #?

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http://www.motorcities.com/polls/poll.html

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Cheaper, smaller Lamborghini planned
A smaller, more “affordable” Lamborghini?
Don’t laugh.
That’s what Volkswagen/Audi officials are contemplating, just a few years after VW purchased the Lamborghini brand and assigned it to the Audi division.

Lamborghini is the fabled Italian marque that Audi of America Vice-President Len Hunt describes as “complete testosterone on wheels.” Its logo is the raging bull and it’s among the priciest of auto exotica. A Lamborghini Diablo 6.0, with an aluminum body and a V-12 engine, has a base price of just under $300,000.

Hunt says Audi dealers will not sell Lamborghinis — ever. But Audi eventually may develop engines for smaller Lamborghinis. That’s how the Bavarian-based manufacturer may expand the coveted Lamborghini brand and capitalize on the growing market for exotic automobiles.

A more mundane analogy is the Audi TT. Had it not been for the economical Volkswagen Beetle/Skoda Octavia/Seat Toledo chassis, Hunt says, there may never have been such an exotic spinoff as an Audi TT.

“What’s the future of Lamborghini?” said Hunt. “Number one, you must keep it as a brand in its own right, so you don’t sell it through an Audi dealer. That would be wrong.

“Maybe we’ll look at Audi developing engines for smaller Lamborghinis. Maybe start bridging the gap. Because the envelope of Lamborghini can be very easily expanded.”

You can reach Anita Lienert by e-mail at [email protected] .

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http://www.landofthelamborghini.50megs.com/history.htm

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Copyright 2001 - Joe Martz

Disclaimer: The information contained in this article is true and correct to the best knowledge of the author. Changing or tampering with any emissions-control device on a road-legal U.S. automobile is a violation of federal regulations. The author and Lamborghini Web disclaim all liability incurred in connection with the use of this information.

Many of the early, carbureted Lamborghini's, especially the V12's, have a pronounced hesitation when the throttle is quickly applied. In extreme cases, it's possible to stall the engine by a quick and sudden stab on the accelerator. The cause of this hesitation - and the solution - lies in the accelerator pump circuit on the side-draft Weber carburetor.

The Weber carburetor is a master of engineering. Its function is deceptively simple to describe and maddeningly complex to implement: simply put, a carburetor must attempt to maintain the proper ratio of fuel to air under a variety of operating conditions. The complexity arises from the widely differing operating conditions that an engine will encounter. (For a good description of these conditions and the elegant solutions that Weber has engineering to accommodate them, I recommend the books listed at the conclusion of this article.)

For the purposes of understanding and curing throttle hesitation, a description of the accelerator pump is useful. Under normal, steady conditions, the engine draws fuel through the carburetor using vacuum supplied by the pumping action of the pistons and valves. This vacuum draws fuel through the idle and main circuits of the carburetor. In addition, the main circuit of the carburetor relies on the "venturi effect" to draw fuel. The magnitude of this effect is proportional to the quantity of air which flows through the carburetor. When the accelerator is applied, the throttle plate in the carburetor opens, allowing more air to enter the engine. Immediately, the engine sees this increase in air. However, the increased fuel flow necessary to balance the increased air isn't immediately available (because the venturi has yet to be established). Thus, a lag exists between air and fuel flow during acceleration. If left uncorrected, this momentary lag would cause a drastic leaning of the mixture and in certain conditions, enough leaning to stall the engine.

Fear not, since the trusty Weber engineers anticipated this problem and designed a special circuit and features to compensate. A small, independent pump is present in the carburetor. It holds a reserve of fuel which is injected through an auxiliary jet directly into the carburetor throat when the throttle is opened. The quantity of fuel injected varies depending upon the amount and rate at which the throttle opens. One feature of Weber carburetors is there immense adjustability. The accelerator pump is no exception: nearly all aspects of accelerator pump operation are adjustable.

Most carbureted Lamborghini V12s use a two-barrel, side-draft Weber, the legendary DCOE. My 1985 Countach 5000s has 6 of the 45 DCOE versions of these marvels. The accompanying figure shows the accelerator pump circuit within this carburetor. When the throttle is opened, a control rod is moved which allows a spring-loaded piston to act upon a small, fuel-filled chamber. The piston pumps fuel from this chamber into two separate locations: through the auxiliary jet (which feeds the engine) and through a check valve back into the main float bowl (which doesn't directly feed the engine).

The split-flow of this circuit is the source of the throttle hesitation problem. The two-way split of fuel from the pump allows very careful tuning of the quantity of fuel which is injected into the engine. A precise hole in the check valve (labeled #23 in the figure) bleeds excess fuel from the pump back into the float bowl. The size of this hole is critical: the larger the hole, the more fuel is bleed back into the float bowl, and the less fuel is injected into the engine. For some reason, cars delivered from Lamborghini specified a rather large hole for this check valve. As a result, when the accelerator pump operates on the Lamborghini, most of the fuel is simply reinjected back into the float bowl and very little is injected into the engine; hence, the stalling and hesitation problem on carbureted cars.

The solution for this problem is simple: reduce the size of this bypass hole, or close it completely. I should interject a personal note at this point: there's lots of things to adjust on the accelerator pump circuit, and I haven't optimized any of them. The "quick and dirty" solution I first tried showed such a dramatic improvement, that I didn't bother with any further tuning. This quick and dirty solution is as simple as it gets: solder shut the bypass hole on the check valve. I don't proclaim that this is optimum tuning for this circuit, and it certainly doesn't help the fuel consumption. But it brought a dramatic improvement in throttle response from my Countach, and several other Lamborghini V12s showed similar improvements including an Espada and another Countach 5000s.

Another disclaimer: any use of third-person or other descriptions in the following does not imply or endorse the use of this information by anyone. Use this information at your own risk. The author disclaims all liability associated with use of this information.

Here's how I closed the bypass hole on the check valve:

I performed this procedure only on a stone-cold engine. I disconnected the battery so I wouldn't risk any sparks or other ignition sources. I'm working on parts containing raw fuel, so I'm very careful. My fire extinguisher is close-by in my well-ventilated garage.

Remove the "mickey mouse" hat from the top of the carburetor.
CAREFULLY remove the fuel connection (banjo-type fitting), and be prepared to catch any excess fuel which runs out.
Remove the five bolts which secure the top of the carburetor.
CAREFULLY lift the top of the carburetor off the main body. The float and other hardware will dangle below the top plate, and you don't want to bend or alter any of these settings.
The accelerator pump check valve is located in the bottom of the carburetor bowl (underneath the fuel). It has a flat-bladed screwdriver slot, and can be found in the center of the bowl, in the narrow part between the two reservoirs. There is only one check valve in each carburetor. Feel around in the bowl with your fingers, and you'll locate the valve.
Unscrew this valve with a flat-bladed screwdriver. Notice the small ball in the middle (the check valve) and the hole in the side. My Countach 5000s had a valve stamped "70" meaning the hole was calibrated to flow fuel equivalent to a 0.70 mm perfect hole. This is the bypass hole I wanted to close off.
Solder this hole shut. I did this by first applying a liberal amount of solder flux to the hole, and then heating the valve with a soldering iron. Once the flux boils, quickly apply solder to the brass valve body. The solder should flow smoothly on the brass, and the hole will quickly fill. There's a hard, plastic ball in the middle of the valve, and if you hold the iron to the valve for too long, you could risk melting this ball. To be safe, I held the valve in a vice to help conduct heat from the end and to prevent melting the ball.
I liberally sprayed WD40 through the valve to remove any excess flux. Shake the valve to ensure the ball is still moving freely.
Installation of the check-valve back into the carburetor is trickier than removal. The problem is getting the valve rethreaded. Here's a hint: use a 6" piece of rubber tubing slipped over the valve as a thread starter. Once you get the valve rethreaded, pull the tubing off and hand-tighten the remainder with a screwdriver.
Reinstall the top of the carburetor and the fuel line. It's best to use new gaskets so nothing will leak. CAREFULLY check all retightened fittings to ensure against fuel leaks. I ran the fuel pump for a few minutes and observed all the gaskets and connections until I was convinced nothing was leaking.
You're done!
Replacement check valves are available from Pierce Manifold (address and phone number at the end of this article), as are check valves with various calibrated holes. If I ever get the time, I'd be tempted to try several sizes to optimize both the throttle response and the fuel economy. The previous procedure is easily reversible by re-drilling through the solder with a set of calibrated carburetor reams. One time-consuming experiment would involve re-reaming the holes to progressively larger sizes, and noting the response and fuel consumption after each increase. Such information would be extremely useful to the owner of any carbureted Lamborghini.

So, that's it! I found my throttle response dramatically improved. Instead of the dull lag when you hit the throttle, I now get a deep throaty roar and an immediate pull.

Weber parts:
Pierce Manifolds, 8910 Murrary Ave, Gilroy, CA 95020, (408) 842-6667
Accelerator pump check valves for the Weber DCOE have basic part number 79701. Specify the size of the bypass hole as 000 (closed), or 0.35 to 0.90 in 0.05 mm increments.

Recommended Reading:
"Weber Carburetors", Pat Braden, HP Books #774, ISBN 0-89586-377-4, Los Angeles (1988)

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http://faculty.washington.edu/stevens/lam.html

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"Excalibur Deutschland / Lamborghini Stuttgart is a company that was founded by enthusiasts for enthusiasts.

Since the early days of childhood, the foreign currencies banker and prospective lawyer Robert L. Forstner had a place for automobiles in his heart. Already in 1980 he founded the Forstner Automobile company that - over the years - became a synonym for American cars way beyond the borders of Stuttgart. Soon it became an official service point for US army members in Germany.

After becoming one of the first Chrysler/Jeep-dealers, his company grew to one of the largest manufacturers’ representatives in Germany. It were always special cars like the Prawler, the Ram Pick-Up and the Viper that interested him the most. Since its emergence, the Viper played a key role. Robert L. Forstner was so much fascinated by that car that he founded the German Viper Club. After the Daimler-Chrysler-fusion, the representation was sold to the concern in November 2000.

Excalibur Deutschland - originally the official importer for Excalibur cars from the USA - was founded as a GmbH (Ltd.) in 1990. Later, the love for Lamborghini grew out of passion.

By coincidence, Forstner had an encounter with a yellow Lamborghini Countach 25th Anniversary in 1992. That was the beginning of a great love affair. A passion for the car, several visits of the Italian manufacturer Automobili Lamborghini SpA (at that time part of the Chrysler concern) and conversations with personalities like Robert A. Lutz, Mr. Adams and Mr. Kimberley were the starting signal for a new era in 1993.

The official marriage between Lamborghini and Excalibur Deutschland was set. Confident of the products it still took some years to enter the position that Excalibur fills today.

Lamborghini became more and more part of our lives. In 1998, even a distribution all over Europe was debated. Influenced by the motor sports (Lamborghini SVR-Racing within the scope of the Philippe Charriol Super Sport Trophy) as well as the very positive effects of Audi being the new owner of Lamborghini, Excalibur will enthusiastically continue to keep the Lamborghini-banner high.

Every model that Lamborghini ever built is a myth and every Lamborghini is a part of history on its own."

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http://www.comune.cento.fe.it/renazz...batt-lambo.jpg

http://www.comune.cento.fe.it/renazz...s/lap-lamb.jpg

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"Ferruccio Lamborghini was born in Renazzo di Cento, near Ferrara, on 28th of April 1916. His passion for engines led him to study mechanical engineering in Bologna, after which, during the second World War, he served as a mechanic in the Italian Army's Central Vehicle Division in Rhodes. When he finally got back home, he begin to repair tractors, and then he started his own tractor factory.

Automobili Lamborghini S.p.A. was founded in 1963 in Sant'Agata Bolognese, a small village between Bologna and Modena, Italy, by Ferruccio Lamborghini.

The company's first car, the 350 GTV was introduced at the Turin Motor Show in the fall of 1963 and the production started, with the model 350 GT the year after, and this was followed in the sixties and the early seventies by the legendary Miura, Islero, Espada, Jarama and Countach.

In 1973, following the first oil crisis, the company got into financial difficulties and Ferruccio Lamborghini sold 51 % of his shares to a Swiss investor, Georges-Henri Rossetti. One year later, he sold the remainder to a second Swiss investor, René Leimer.
Due to continued financial difficulties, the company was forced to enter into receivership in 1978. However, it was able to maintain the operational side of the business till 1980 when it was declared bankrupt and went into liquidation. In July 1980, it was sold by the official receiver to the Mimran brothers, well known French tycoons in the food industry. It was during this period that the company produced the various Urraco models and the all-terrain vehicle study, the Cheetah.

Owing to the rapid growth of Automobili Lamborghini S.p.A. in the early eighties and the resultant necessity for capital investment, the company had to look for an investor from the automotive industry. In April 1987, the U.S. car manufacturer Chrysler bought 100% of the company's shares.

Owing to the rapid growth of Automobili Lamborghini S.p.A. in the early eighties and the resultant necessity for capital investment, the company had to look for an investor from the automotive industry. In April 1987, the U.S. car manufacturer Chrysler bought 100% of the company's shares. In May 1990, the most successful Lamborghini model up to that time, the Countach, was replaced by the Diablo. By then, 2,000 of this model had left the factory in the Italian region of Emilia-Romagna.

In January 1994, Chrysler sold Lamborghini to Megatech, part of the Indonesian Sedtco Group. In 1995, it changed hands again, with 60% of the shares being taken by V'Power, a company controlled by "Tommy" Suharto. The other 40 were bought by Mycom, a Malaysian investment company.

At the beginning of 1998, AUDI AG entered into negotiations on the possibility of technical cooperation. With effect from July 24, 1998, AUDI AG executed an agreement to take over Lamborghini's entire share capital."

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Famous Italian car manufacturer utilizes PTC's flexible engineering solutions


WALTHAM, Mass., April 13, 2000 - PTC (NASDAQ: PMTC), a leading provider of collaborative product commerce (CPC) solutions, today announced it has received an order for more than $1 million for software and service from Lamborghini, located in Bologna, Italy. The software was shipped to Lamborghini during PTC's second fiscal quarter (ended April 1, 2000).

Lamborghini, producer of legendary car models including Countach and Diablo, the fastest car in the world, first adopted PTC flexible engineering solutions two years ago with purchases of Pro/ENGINEER and ICEM Surf for its car design and development. Since this initial installation, PTC flexible engineering technologies have enabled Lamborghini to increase productivity levels, reduce time-to-market, and facilitate the exchange of documentation, projects, and information throughout all the divisions of the organization.

"Lamborghini's continued commitment to PTC's flexible engineering solutions is a clear sign of their trust in PTC and its ability to provide leading edge technology and services," said C. Richard Harrison, president and CEO of PTC. "We look forward to supporting Lamborghini and providing the tools they need to meet complex engineering challenges and create competitive advantage."

About PTC's Flexible Engineering Solutions
The PTC i-Series of flexible engineering solutions, based on PTC's award winning Pro/ENGINEER software and the practices of PTC Global Services, is a group of design and engineering solutions focused at addressing collaborative product commerce engineering initiatives. These solutions are relied on daily by more than 250,000 users to drive their worldwide product development and engineering functions. The solutions use unique approaches with many patent-pending and award winning technologies such as Pro/ENGINEER behavioral modeling that captures engineering knowledge and allows designers to innovate new products more rapidly and effectively. The PTC i-Series of flexible engineering solutions, underpinned by PTC's Windchill software, also features Pro/MECHANICA, DIVISION, Pro/DESKTOP, ICEM, CDRS, InPart, CADDS 5i, and MEDUSA.

About PTC
PTC (Parametric Technology Corporation), founded in 1985 and headquartered in Waltham, Mass., USA, develops, markets, and supports collaborative product commerce (CPC) solutions that help manufacturing companies shape innovation and achieve sustainable competitive advantage in the Internet age. These B2B e-commerce solutions employ powerful Web-based collaboration and flexible engineering technologies to streamline product development and delivery processes. PTC's software solutions are complemented by the strength and experience of PTC Global Services, which provides training, consulting, support, and e-commerce services to customers worldwide. With PTC's CPC solutions, manufacturers can take advantage of the Internet to improve product quality, reduce costs, and shorten time-to-market cycles. In its fiscal year ended September 30, 1999, the company achieved more than $1 billion in revenue. PTC can be reached at 781-398-5000, or via the Web at http://www.ptc.com.

Except for the historical information contained herein, matters discussed in this news release may constitute forward-looking statements that involve risks and uncertainties that could cause actual results to differ materially from those projected. These risks and uncertainties include PTC's ability to anticipate and adequately respond to evolving customer requirements and to deliver products and services that meet those requirements together with such other risks and uncertainties as are detailed from time to time in reports filed by PTC with the Securities and Exchange Commission, including PTC's most recent reports on Form 10-K and 10-Q. The announcement of any particular sales order is not necessarily indicative of the timing of recognition of revenue from such order or the level of revenue for any particular period.

Parametric Technology Corporation, Pro/ENGINEER, Pro/MECHANICA, CADDS, InPart, and Windchill are registered trademarks and all names in the PTC product family as well as the PTC logo are trademarks of Parametric Technology Corporation or its subsidiaries in the United States and in other countries. All other companies and products referenced herein have trademarks or registered trademarks of their respective holders.