Coachwork: Bertone
Chassis Num: 0706
The 350GT and its custom coachwork variations were very well received, but the model that put Lamborghini on the map was the Miura. It broke cover at the 1966 Geneva Auto Show, and the world had never seen anything like it - a race-inspired chassis, transverse 350 horsepower 3.9-liter V12 in unit with its 5-speed transaxle, a voluptuous body, and a quoted top speed of 186 mph. 'Every impatient, rich man wanted one,' says the car's father Giampaolo Dallara about all the checkbooks waved at him at the fateful show. This vehicle is the production prototype and is likely the earliest Miura extant, and is unique - every body panel is different - compared to the standard production cars that followed.

This Miura P-400 is the second prototype built and was featured in the 1966 Paris Salon art exhibit. The car was sold new in 1966, by the Autosalone Piemonte, Rome, Italy, to J.W. Marriott and has remained in the family ever since.
Coachwork: Bertone
Chassis Num: 3069
Sold for $110,000 at 2005 RM Sothebys.
Sold for $374,000 at 2010 RM Sothebys.
The Lamborghini Miura was named after Don Eduardo Miura, the legendary breeder of fierce Spanish fighting bulls. It was a car that re-defined the concept of the supercar, with its tremendous speed, technical innovation, high-price tag, and its eye-catching design.

The Miura had been first shown to the public in March 1966 at the Geneva Salon, where its body designed by Bertone designer Marcello Gandini (who was just 22 at the time) stunned the public. By 1967, the engine had been enlarged to four liters, thanks in part to two brilliant engineers - Gian Paulo Dallara and Paolo Stanzini. With guidance from New Zealander Bob Wallace, the Miura's chassis was carefully developed and tuned to deliver the handling levels necessary to contain the potent powerplant. There were double-wishbones at all four corners, a mid-mounted engine that was fitted transversely to allow for more compact overall layout, four-wheel disc brakes, and a five-speed manual gearbox.

The original designs called for a three-seat layout with the driver in the middle and each of the two passengers on either side. This idea did not make it into the production Miura, but it did re-emerge on future supercars, most notably the McLaren F1 of the 1990s.

The rear window louvers that appeared on the production models were an industry first.

This Miura, chassis number 3069, was delivered new to Zurich-based Lamborghini dealer Foitek in July 1967. It was sent to California in 1969 and remained there until being transported to Florida in 2005 for a complete nut and bolt rotisserie restoration. The work was completed in February of 2010. The car was stripped to bare metal and every part of the car received individual attention from the restoration experts. Even Lamborghini's retired Chief Test Driver and factory historian, Valentino Balboni, was involved in the process, inspecting it on several occasions throughout its restoration, and, on the first visit, remarked to the owner, ''this must be one of the first 20 cars we ever made.' The visible clues for this observation were that certain bracing points on the chassis were changed very early in the Miura's developed. This Mirua did not have those changes.

The engine in the car was originally in chassis 4494, a P400S unit. The 'S' variant of the Miura was introduced in 1968 with the 'S' representing spinto,' or 'tuned.'

In 2010, this car was offered for sale at the 'Automobiles of Amelia Island' event presented by RM Auctions. The car was estimated to sell for $300,000 - $350,000. As bidding came to a close, the car had been sold for the sum of $374,000, inclusive of buyer's premium.
By Daniel Vaughan | Aug 2011
Coachwork: Bertone
Chassis Num: 3066
Engine Num: 1205
Sold for $660,000 at 2012 RM Sothebys.
Between 1966-1973, just 760 Miruas were built. Many consider Lamborghini's stunning coupe to be considered the world's first supercar. The design was lithe, sensuous, and beautiful. The performance was equally impressive, with zero-to-sixty MPH taking just seconds with a top speed of over 70 mph. This particular example is chassis number 3066. It was released to the selling dealer on July 19th of 1967 and sold to its first owner, thought to be Robert Miles Runyan. It was delivered in #41 Lime Green with black leather interior, the original factory colors it sports today. The current owner, believed to be the third since new, has transformed this coupe into SV configuration. The engine has been fully-upgraded to SV specification and the work was performed by Lamborghini development engineer and test driver Bob Wallace, of Phoenix, Arizona. The engine received a split sump, dry sump, better oiling distribution for improved balance and NVH, proper seals to eliminate premature smoking, and lightened gears for optimum all-around performance.

The body was also converted to SV specification, and a comparison example was used, in the shop, for a side-by-side comparison while the work was being performed. Even the inner structure of the body was replicated to SV configuration. Receipts total in excess of $100,000 spent on the body fabrication and paint. Interior upgrades include full leather, modern power windows, and an overhead console per SV equipment. Further enhancements include a full SV suspension upgrade, fuel distribution modifications, SV wheels, and hood latches to SV specification.

In 2012, this car was offered for sale at RM Auction's Monterey, CA sale. It was estimated to sell for $600,000 - $750,000. As bidding came to a close, the car had been sold for the sum of $660,000, inclusive of buyer's premium.
By Daniel Vaughan | Nov 2012
Chassis Num: 3057
Engine Num: 1190
Sold for $1,039,500 at 2015 Bonhams.
In 1966, the mid-engined supercar, as the world knows it today, would be born. It would be hard to capture the scene, the spectacle, the excitement caused by the presence of the Miura at the Geneva Salon that year. It defined the age to come; it became the benchmark and remains just gorgeous today as it did when it made its audacious debut.

The Miura was, and still is in just about every way, the complete package. The car has the powerful mid-engine and the complexity that a supercar should have. But then, as a result of its design and the era in which it was born, there is the spectacular styling that certainly had to define what a supercar needed to look like as well.

This particular example would be an early one. Produced in the summer of 1967, chassis 3057 would be just the 37th Miura to be completed by Lamborghini. Wearing its stunning Bertone coachwork, it was destined to turn heads no matter where it went. It was a part of a small family of supercars that had no equal at the time.

The Miura was such an achievement that it was almost like another wonder of the world, just to see one would be considered a bucket list item. Ben Johnson would seemingly have that experience. Johnson was an American travelling through Italy when he decided to buy a Miura. He would take delivery of 3057 while still in Italy and would immediately set out to tour Europe with the incredible car. He would drive all over Europe and then would have the car exported to the United States.

Unfortunately, the love affair between Johnson and the Miura would be short-lived. Soon after returning to the United States Johnson would become ill and would pass away leaving the Miura without a home. As a result, the automotive piece of art would end up in a museum.

It was now 1968 and the Miura had only just arrived in the United States when it would end up being shipped off to a museum. Here it would stay for not the next couple of years, but every bit of a decade. It would not be until the late 1970s the Lamborghini would make its way to another owner.

In 1978, the current owner would determine to own the Miura. Having less than 2,500 miles on the car, this was one Miura that was a collector's piece before it had even had the chance to become a collector's piece.

The new owner would determine the car had sat in a museum too long too early in its life. Immediately after buying the car the owner could be seen driving the Miura just about everywhere. Weekly the owner would take his car out and enjoy the revolution taking place all around him.

The enjoyment of the Miura is best exhibited by the 35,000 miles now accrued. Still, the car retains a very high degree of originality never having been restored at any point, especially given the first decade of its life was spent sitting in a museum.

The only damage the car has ever experienced actually came during a servicing when a mechanic left the rear latches of the car undone. The rear hatch would fall off scratching the rear quarter panels. The lid itself would not suffer any damage and would only need to be re-sprayed as well. As far as anyone knows, this is the only refinishing the car has undergone since its having left the Lamborghini factory in 1967.

Originality has been the key word with this car. Over the course of its lifetime the only modification that would ever be performed to the car would be an updating to the SV-spec dry-sump lubrication system. This would take place in 1995 while the engine was being rebuilt. In 2014 a new clutch disc would be installed and the fuel lines would be upgraded to stainless steel. That is it.

Still wearing its original orange livery, 3057 remains a veritable time machine making it highly desirable. Some awards would further the interest. A class award, the car's first, would be achieved in 1992 at the Santa Barbara Concours. Though not an award, the cover of the July 2000 issue of Classic Cars only add to celebrity status of this Lamborghini.

Having a history of just two owners, this highly original Lamborghini Miura was certainly a highlight of the 2015 Bonhams Quail Lodge auction. Not surprisingly, the bidding would exceed the seven figure mark. The final sale price, inclusive of buyer's premium, would be $1,039,500.

By Jeremy McMullen
The Miura was first show to the public at the November 1965 Turin Auto Show. At the time, it did not have a body. It was just a rolling-chassis. The design was mid-engined, very revolutionary at the time. Bertone was chosen to body the vehicle. Nuccio Bertone gave the project to Marcello Gandini. In early 1966 the Bertone body and the chassis designed by Giampaolo Dallara were assembled into one unit. In completed form, it was show to the public at the 1966 Geneva Auto Show and dubbed the Miura. The name coming from a breed of Spanish fighting bulls.
The vehicle was instantly popular with demand overshadowing the supply. Ferrucio Lamborghini had originally planned the Miura to be a low production, flagship vehicle with production set to around 30 models. The demand for the vehicle eventually changed the plan for the vehicle and throughout its lifespan, three series of the Miura were produced, the P400, S, and the SV. Each series brought with it mechanical and aesthetical changes through either fixed problems from the prior series or brought about new developmental improvements.

The P400 was the first series, the 'P' stood for Posteriore, the location of the engine. The 400 represented the engine size, or 4.0 liters. The four-liter engine was capable of producing 350 horsepower to the rear wheels. The spot-welded chassis was made from steel and the steering was a rack-and-pinion unit built and designed by Lamborghini. The front and rear hoods were both 'clamshell' design. There were two small compartments in the rear allowing a small amount of luggage or storage space.

Since the vehicle had been initially intended to be a temporary vehicle, it was poorly assembled and lacked quality. Another major problem was the lack of materials available. The builders of the vehicle rarely had the parts and resources they needed to keep up with demand. As time progressed, so did the quality.

Production began in March of 1967 and offered at a price of nearly $20,000 US dollars with 108 units being constructed. The Miura S series appeared in December of 1968. It was debuted to the public at the 1968 Turin Auto Show. The 'S' stood for 'Spinto' meaning 'Pushed' or 'Tuned'. Horsepower had been increased to 370, thanks in part through the use of a new combustion chamber and larger intakes. The later 'S' series models were given ventilated disc brakes and a modified rear suspension. Air conditioning was available for an extra cost.

In March of 1971, the final version of the Miura, the SV, was displayed at the Geneva Auto Show. The SV was the pinnacle of performance in regards to the Miura series. The rear suspension received modifications including a wider track. Wider tires were placed increasing the performance and handling. The headlights, turn signals, bumper and tail lights received changes. A carburetor change and larger intakes brought the horsepower rating to 385. During its production lifespan only 142 examples of the Miura SV were created. The acronym 'SV' represented 'Sprint Veloce'.

750 examples of the Miuras were built, the last being constructed on October 12, 1973. Production would have continued but Lamborghini was preparing to introduce its successor, the Countach. Since Lamborghini was a small shop, it could only handle the production of one model.
By Daniel Vaughan | Jun 2006

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