Lamborghini Diablo GTR (2000)

Feruccio Lamborghini remained at the helm of his company for just nine years, selling a majority stake in 1972 and departing Sant’Agata Bolognese entirely in 1974. The company filed for bankruptcy in 1978, although in true Lamborghini fashion, production of their ageing Countach continued. Finally, in 1984, the company was purchased by two French brothers, Jean-Claude and Patrick Mimran.

The brothers immediately identified the need for a long-overdue Countach replacement and in mid 1985, work commenced on “Project 132”. Entering production in 1990, appropriately dubbed the Diablo, the new car featured a square-section spaceframe chassis, aluminium bodywork and a 5.7-litre V12. Now producing a little under 500 horsepower, its 202 mph capability momentarily rendered it the fastest production car in the world. However, the Diablo’s size and weight, initially 1,580 kilograms, made the original iteration somewhat unwieldly.

With “first generation” production spawning a variety of derivatives, such as the four-wheel-drive VT, high-performance SV and lightweight SE30, the Diablo received a substantial makeover in 1999; a power increase to 529 horsepower, revised dashboard layout and the introduction of fixed-lens headlights being the most significant changes. Notably, the introduction of the second-generation Diablo was accompanied by that of the Diablo GT; a track-focussed, road-legal model partly inspired by the GT2 racing iteration developed just the year before.

Nevertheless, the factory would go on to produce a number of competition variants; First, at the request of the Japanese Lamborghini Owners Club was the Jota. The initial foray into motorsport was limited, and only three were made, followed by two of the GT1 Stradale.

Reviving the ‘SV’ badge that had graced the Miura some 25 years early, 1996 saw the introduction of the Diablo SV-R at the Geneva Motorshow. 1996 also saw the introduction of the one-make, Philippe Charriol Supertrophy race series for which 28(+4) ‘SV-R’s were built. This series which would immediately captivate its audience at its opening round as the support race for the 1996 24h Le Mans. The European series would see the racing continue at the Nurburgring, Anderstorp and Spa Francorchamps to name but a few. The SV-Rs would compete for four years and would demonstrate the somewhat remarkable and unexpected durability of the V12; designed for road use, they had only been fettled to a minor degree for competition.

Please note, this vehicle is no longer for sale.

The inception of the Diablo GTR starts with the successful watchmaker and jeweller Philippe Charriol, who was well known both on and off the circuit.

Charriol's love for racing saw him befriend Stephane Ratel of the SRO, who had previously founded the Venturi Gentleman Drivers Trophy (Philippe Charriol Super Sport Trophy for the final year). At the end of 1995 when Venturi curtailed the Trophy, Ratel sought a new opportunity. After the retirement of Lamborghini’s Countach, the factory production was down to just over two cars a day and in need of some vigour. Ratel knew that Diablo would work well on the track, and empowered by his pioneering spirit and great friendship with Charriol, the Philippe Charriol Lamborghini Supertrophy was born.

Ratel partnered with French finance business LeasePlan to offer the Supertrophy competitors a simple package. Entrants were leased a Diablo SV-R, complete with everything needed to race and the costs were condensed into a monthly payment. Each of the SV-Rs were supplied with all the necessary parts to make the cars road legal should the client so desire at the end of the plan.

The Diablo GTR was introduced in 2000 and based on the run out, highly limited Diablo GT. Heavily upgraded, the GTR would replace the SV-R as the Supertrophy contender. Power was up from 540bhp to 590bhp (and 25bhp more than the GT), while weight was reduced by a further 65kg, from the GT'S 1460kg, to 1395kg.

A purposful, racing oriented car when compared to the GT; the GTR received a full roll cage as well as a large rear wing bolted directly to the chassis. The interior was sparse, with just the drivers seats and few creature comforts. This specific example (chassis 2 of 30) was the sole example to be built in a purple hue named Viola Cassis, which it wears to this day. Throughout its competition history, this specific Diablo was exclusively prepared by Charriol's own raceteam, Ecurie Riverside - for Charriol himself to race.

The extensive race history of chassis 2 is as follows:

• 2000 Lamborghini Supertrophy
• #2 – 28.05.2000 – Lamborghini Supertrophy - Hockenheim, Germany – Team Riverside
• #2 – 11.06.2000 – Lamborghini Supertrophy - Silverstone, UK – Team Riverside
• #2 – 09.07.2000 – Lamborghini Supertrophy - Le Mans, France – Team Riverside
• #2 – 06.08.2000 – Lamborghini Supertrophy - A1- Ring, Austria – Team Riverside
• #2 – 10.09.2000 – Lamborghini Supertrophy - Monza, Italy – Team Riverside
• #2 – 15.10.2000 – Lamborghini Supertrophy - Laguna Seca, USA – Team Riverside
• #2 – 05.11.2000 – Lamborghini Supertrophy - Barcelona-Catalunya, Spain – Team Riverside

• 2001 Lamborghini Supertrophy
• #2 – 20.04.2001 – Lamborghini Supertrophy Monza – Team Riverside – Charriol/Gounon – 7th
• #2 – 28.03.2001 – Lamborghini Supertrophy Valencia – Team Riverside – Charriol/Clerico – DNF

• 2002 FFSA GT Championship
• #82 – 01.04.2002 – FFSA GT Nogaro – Team Riverside
• #82 – 28.04.2002 – FFSA GT Ledenon – Team Riverside
• #82 – 20.05.2002 – FFSA GT Pau – Team Riverside
• #82 – 30.06.2002 – FFSA GT Dijon – Team Riverside
• #82 – 08.09.2002 – FFSA GT Albi – Team Riverside – 13th/9th – Charriol/Lemee
• #82 – 06.10.2002 – FFSA GT Le Mans – Team Riverside
• #82 – 20.10.2002 – FFSA GT Magny-Cours – Team Riverside – 47th /16th – Charriol/Demigneux

• 2003 FFSA GT Championship
• #76 – 21.04.2003 – FFSA GT Nogaro – Team Riverside – 16th/19th – Charriol/Bertapelle
• #76 – 18.05.2003 – FFSA GT Dijon – Team Riverside – 29th/17th – Charriol/Bertapelle
• #76 – 09.06.2003 – FFSA GT Pau – Team Riverside – 7th – Charriol/Bertapelle
• #76 – 22.06.2003 – FFSA GT Val de Vienne – Team Riverside – 18th/7th – Charriol/Bertapelle
• #76 – 14.07.2003 – FFSA GT Le Mans – Team Riverside – 21st/22nd – Charriol/Bertapelle
• #76 – 28.09.2003 – FFSA GT Ledenon – Team Riverside – 19th/32nd – Charriol/Bertapelle
• #76 – 26.10.2003 – FFSA GT Magny Cours – Team Riverside – 32nd/19th – Charriol/Bertapelle

• 2004 FFSA GT Championship
• #80 – 12.04.2004 – FFSA GT Nogaro – Team Riverside – Philippe Charriol
• #80 – 02.05.2004 – FFSA GT Ledenon – Team Riverside – Charriol/Loger – 17th/35th
• #80 – 16.05.2004 – FFSA GT Val de Vienne – Team Riverside – Charriol/Loger – DNF/DNS
• #80 – 20.06.2004 – FFSA GT Dijon – Team Riverside – Charriol/Loger – 18th/35th
• #80 – 05.09.2004 – FFSA GT Albi – Team Riverside – Charriol/Loger – 12th/11th
• #80 – 26.09.2004 – FFSA GT Le Mans – Team Riverside – Charriol/Loger – 8th/36th
• #80 – 17.10.2004 – FFSA GT Magny Cours – Team Riverside – Charriol/Loger – 17th/12th
• #68 – 25.11.2004 – Bahrain Heat 1 – Team RSG – Bouchut/Charriol – 8th
• #68 – 26.11.2004 – Bahrain Heat 3 – Team RSG – Bouchut/Charriol – DNS
• #68 – 26.11.2004 – Bahrain GT Festival – Team RSG – Charriol/Bouchut – DNS
• #68 – 26.11.2004 – Bahrain GT Heat 2 – Team RSG – Charriol/Bouchut – 11th

• 2005 FFSA GT Championship
• #88 – 28.03.2005 – FFSA GT Nogaro – Team Riverside – Charriol/Beroujon – 26th/20th
• #88 – 17.04.2005 – FFSA GT Ledenon – Team Riverside – Charriol/Beroujon – 26th/18th
• #88 – 29.05.2005 – FFSA GT Dijon – Team Riverside – Charriol/Beroujon – DNF/DNF
• #88 – 26.06.2005 – FFSA GT Val de Vienne – Team Riverside – Charriol/Beroujon – 13th/22nd
• #88 – 04.09.2005 – FFSA GT Albi – Team Riverside – Charriol/Beroujon – DNF/DNF
• #88 – 25.09.2005 – FFSA GT Le Mans – Team Riverside – Charriol/Levy – 23rd/21st
• #88 – 16.10.2005 – FFSA GT Magny Cours – Team Riverside – Charriol/Levy – 22nd/20th

Following its competition career, chassis 2 was placed in storage, remaining in the care of Philippe Charriol until 2010. Subsequently, the car was purchased by its only other owner and exported to the UK, where it would again remain in long term storage. At the time, it was road registered and is therefore accompanied by a UK V5 registration document.

Purchased by DK Engineering in 2024, the car was extracted from storage and inspected in our workshops. The car had received a minor service in 2022 with Carrera Sport of Haywards Heath, but further work was needed to bring the car up to standard.

DK removed the engine from the car, partially dismantling it and replacing all perished rubbers. The fuel cells were renewed and the whole engine bay was detailed including extensive use of dry ice. During the reassembly process the sliding windows were replaced and two original Diablo GT seats were fitted to the interior. The wheels have been refurbished too, as well as recieving new tyres. The Diablo has been treated to a comprehensive detail and presents ready to go. A rare opportunity to use and enjoy the Diablo GTR of title-sponsor Philippe Charriol, this example is available to view at our showrooms outside London today.