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1978 Lamborghini Silhouette news, pictures, and information | ||
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 |  |  | Coupe Chassis Num: 40066 |
| Sold for $60,500 at 2010 RM Auctions. | |||
The Urraco was powered by a mid-mounted V8, had 2+2 seating, and a shape designed by Marcello Gandini. Gandini had designed by the Miura and the Espada. Bob Wallace, a Lamborghini test driver, had a hand in tweaking the four-wheel independent MacPherson strut suspension. Over its production lifespan, the Urraco was continuously developed, with later versions fitted with four-wheel disc brakes, leather upholstery, air conditioning and other amenities.
At the Geneva Motorshow in 1976, Lamborghini introduced their first open model, the Silhouette. The targa-styled vehicle had an integral roll bar, and unit-body construction. The mid-mounted V8 had a 7,500 RPM redline and the car rode on 15-inch magnesium wheels first shown on the Bravo show car of 1974.
It is believed that just 54 examples of the Silhouette were produced between 1976 and 1979. This example has just over 61,600 actual kilometers. It is a late production model that was acquired by the current owner in 1991.
In 2010, this car was offered for sale at the Sports & Classics of Monterey presented by RM Auctions. This car was estimated to sell for $70,000 - $90,000 and offered without reserve. As bidding came to a close, the car had been sold for the sum of $60,500, inclusive of buyer's premium.
By Daniel Vaughan | Dec 2010
The Silhouette was introduced to the public at the 1976 Geneva Auto Show. The Silhouette was chosen in honor of the FIA Group 5 regulations. Internally, the Silhouette was codenamed the P118. The vehicle was a replacement for the disappointing Urraco super-car. The Urraco had been intended to be a high volume, mass produced, and economically prosperous vehicle. Unfortunately, due to development and reputation problems, among other problems, the vehicle had actually move the Lamborghini marque to the brink of financial disaster.
The Silhouette used many of the Urraco components, a move that was intended to minimize development costs and production problems. Sitting atop of the identical chassis used in the P300 Urraco, the P118 was given modified MacPherson struts and Pirelli P7 tires. The same Paolo Stanzani's eight-cylinder engine could be found mounted mid-ship, however displacement was increased to 2995 cc and compression set at 10:1.1. The result was a 250 horsepower that could propel the vehicle from zero-to-sixty in just 5.9 seconds and top out at 154 mph.
The bodywork was handled by the famous coach-building company, Bertone. The result was a targa body with a room being able to remove and placed being the seats. The design was both elegant and mechanically perfect, with a balanced 50/50 weight distribution.
The interior was redesigned slightly from its predecessor. Gone were the rear seats in favor of extra storage room for the removable room. The vehicle could be ordered in either leather or cloth upholstery.
When debuted to the public at the Geneva Auto Show, it was an instant success. Problems began to arrise due to homologation issues. Lamborghini was unable to take advantage of the US market. Troubles continued to compound for the company and it slowly slipped into financial unrest and a few years later were liquidating its assets. This meant that only 52 examples were ever produced with the final example ending in February of 1979.
It is unfortunate that the Silhouette was introduced at a time of uncertainty for the company. It was positioned to be prosperous, but unfortunately its demise was due to finances. The company had learned much about production through the earlier Urraco model; it had worked out the kinks and the bugs. The Silhouette was to be the result of lessons-learned. The junior supercar had a potent engine, low weight, excellent weight distribution, stylish design, and performance mechanics. Its low production figures guarantees the vehicles exclusivity in modern times.
By Daniel Vaughan | Nov 2007
The Silhouette used many of the Urraco components, a move that was intended to minimize development costs and production problems. Sitting atop of the identical chassis used in the P300 Urraco, the P118 was given modified MacPherson struts and Pirelli P7 tires. The same Paolo Stanzani's eight-cylinder engine could be found mounted mid-ship, however displacement was increased to 2995 cc and compression set at 10:1.1. The result was a 250 horsepower that could propel the vehicle from zero-to-sixty in just 5.9 seconds and top out at 154 mph.
The bodywork was handled by the famous coach-building company, Bertone. The result was a targa body with a room being able to remove and placed being the seats. The design was both elegant and mechanically perfect, with a balanced 50/50 weight distribution.
The interior was redesigned slightly from its predecessor. Gone were the rear seats in favor of extra storage room for the removable room. The vehicle could be ordered in either leather or cloth upholstery.
When debuted to the public at the Geneva Auto Show, it was an instant success. Problems began to arrise due to homologation issues. Lamborghini was unable to take advantage of the US market. Troubles continued to compound for the company and it slowly slipped into financial unrest and a few years later were liquidating its assets. This meant that only 52 examples were ever produced with the final example ending in February of 1979.
It is unfortunate that the Silhouette was introduced at a time of uncertainty for the company. It was positioned to be prosperous, but unfortunately its demise was due to finances. The company had learned much about production through the earlier Urraco model; it had worked out the kinks and the bugs. The Silhouette was to be the result of lessons-learned. The junior supercar had a potent engine, low weight, excellent weight distribution, stylish design, and performance mechanics. Its low production figures guarantees the vehicles exclusivity in modern times.
By Daniel Vaughan | Nov 2007
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 1978
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