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Ferruccio Lamborghini entered the automobile business in 1963. His previous efforts were in the tractor manufacturing business, modifying military surplus equipment for civilian use.
Lamborghini felt that he had to build a supercar that would top anything Ferrari or Maserati had to offer. He hired two young engineers, Gianpaolo Dallara and Paulo Stanzani to build the Miura. It was named for the famed Spanish fighting bulls. The Miura's appearance is stunning, with clam shell style bonnets and a four litre V12 engine. The Miura is also the first to use Campagnola wheels with a central locking nut, just like a racecar.
Introduced in 1965, and capable of 180 mph, it is a success. This car was restored by Lamborghini expert Gary Bobilef, in 2000. It was unveiled at the Miura reunion at Concourso Italiano that same year. It won the Peoples' Choice. It also won 'Best Lamborghini' at Pocono, a 'Celebration of Speed & Design' in 2004.
Lamborghini felt that he had to build a supercar that would top anything Ferrari or Maserati had to offer. He hired two young engineers, Gianpaolo Dallara and Paulo Stanzani to build the Miura. It was named for the famed Spanish fighting bulls. The Miura's appearance is stunning, with clam shell style bonnets and a four litre V12 engine. The Miura is also the first to use Campagnola wheels with a central locking nut, just like a racecar.
Introduced in 1965, and capable of 180 mph, it is a success. This car was restored by Lamborghini expert Gary Bobilef, in 2000. It was unveiled at the Miura reunion at Concourso Italiano that same year. It won the Peoples' Choice. It also won 'Best Lamborghini' at Pocono, a 'Celebration of Speed & Design' in 2004.
 |  | View more photos Coupe Designer: Bertone Chassis Num: 4027 Engine Num: 30355 |
There were 140 Lamborghini Miura P400 S models created with less than 100 still in existence (estimated). This example has been the product of a recent and comprehensive professional restoration that took three years. It has only been shown at the 2005 Concorso Italiano where it was awarded the Pebble's Choice Award.
At the Gooding & Company Auction, the car was left unsold.
| | View more photos Coupe Designer: Bertone Chassis Num: 4428 |
The world was given their first glimpse of the Miura at the 1966 Geneva Motor Show which began on March 10th. The name was derived from a famous Spanish breeder of bulls and its lightweight frame, impressive list of specifications, all independent suspension, and mid-engine layout truly impressed.
In 1968 the 'S', for 'Spinto' or tuned, was introduced, featuring a 370 horsepower engine, upgraded brakes and numerous other enhancements. It was a faster car, sporting better performance and more luxurious amenities throughout.
This example is an 'S' model that was delivered new to Rainer Haas in August of 1970 and registered as HH XS 701. In 1974 ownership passed to Peter Eckel of Hamberg, Germany. By the 1980s it was in the possession of a London, England resident and property developer named Tom Forrest. The car remained in his care until 1992, when it was sold to a Germany resident, Mr. Denner. While in Mr. Denner's care, the car was sent to Lamborghini specialists Hoecker where it was treated a comprehensive overhaul. The car was later sold to a UK resident where it has remained until being brought to the 2007 Monterey Sports & Classic Car Auction presented by RM Auctions, where it had an estimated value of $350,000 - $450,000. Bidding surpassed the estimated value, selling for $473,000 including buyer's premium.
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.
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.
1970 Lamborghini Miura P400S |
|
| Year | 1970 |
| Make | Lamborghini |
| Model | Miura P400S |
| Body Style | Coupe |
| Engine Location | Mid |
| Drive Type | Rear Wheel |
| Production Years for Series | 1969 - 1971 |
| Body Designer | Bertone |
| Price | $19,750.00 |
| Weight | 2906 lbs | 1318.2 kg |
| Introduced At | 1968 Brussels Motorshow |
| Chassis / Engine Numbers Shown | |
| Chassis Number | 4027 |
| Engine Number | 30355 |
| Chassis Number | 4428 |
| Performance | |
| 0-60 mph | 5.5 seconds. |
| 1/4 Mile | 13.9 seconds. |
| Top Speed | 177 mph | 284.8 km/h Similar top speeds |
| Engine | |
| Engine Configuration | V |
| 60-degree | |
| Vee-Type | |
| Cylinders | 12 |
| Solid valve lifters | |
| Aspiration/Induction | Normal |
| Displacement | 3929.00 cc | 239.8 cu in. | 3.9 L. |
| Valvetrain | DOHC |
| Horsepower | 370.00 BHP (272.3 KW) @ 7700.00 RPM |
| Torque | 286.00 Ft-Lbs (387.8 NM) @ 5750.00 RPM |
| HP to Weight Ratio | 7.9 LB / HP (Vehicles with similar ratio) |
| HP / Liter | 94.9 BHP / Liter |
| Compression Ratio | 10.7:1 |
| Main Bearings | 7 |
| Fuel Feed | Carburetor |
| 4 Weber 3-barrel carburetors | |
| Block | Light Alloy |
| Head | Light Alloy |
| Vehicles with similar horsepower and weight | |
| Transmission Information | |
| Gears | 5 |
| Transmission | Manual |
| Final Drive | 4.09:1 |
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Replies: 11 Monday, January 01, 2001 |
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