1968 Lamborghini 400 GT 2+2

There were plenty of Grand Touring automobiles produced in Europe and North America during the 1950s and 1960s that offered exclusively, performance, style, and luxury. Lincoln had created the Continental division and Chrysler the Imperial division near the mid-1950s specifically for these purposes. Around this time, Maserati retired from factory racing participation to focus on building road-going grand tourers. Their 3500 GT of 1957 was the company's first model built from the ground-up as a grand tourer and their first series-produced car. Facel introduced its Vega in 1954, quickly gaining a reputation for its sleek and modern lines, elegance, exceptional performance, and exclusivity. Dual-Ghia followed a similar formula, employing Chrysler components and pricing them well beyond the reach of most consumers. Equally impressive and sophisticated machines were being built by Aston Martin, Mercedes-Benz, Rolls-Royce, Bentley, and Jaguar (to name a few).

Ferruccio Lamborghini of Italy was a successful tractor and air conditioning manufacturer who purchased several Ferrari automobiles. As a loyal customer, he approached Enzo Ferrari with suggestions for improvement, stating that the cars were too noisy, had poorly built interiors, and their operation was 'rough' for road-going purposes. When Mr. Ferrari challenged Mr. Lamborghini to build a better car, a dynasty was birthed. But Mr. Lamborghini could have simply walked away and supported many of the other 'proper' road-going ventures of the era. Just like the Ford Motor Company would do with his GT40 program, Mr. Lamborghini responded when Enzo dropped the gauntlet.

Enzo Ferrari inspired (err...upset/challenged/provoked) many people which ultimately led to greatness in their own respect. Among them was the 'Great Walkout' at Ferrari in 1961, when Carlo Chiti, Giotto Bizzarrini, Tavoni, and five others left the company following a dispute that began with the unwelcome presence of Enzo's wife, Laura. The growing aggravation among these top engineers resulted in an ultimatum to Il Commendatore, resulting in a response of 'if you are unhappy with how things are being run at Ferrari, you may take your services elsewhere.' Basically, the same message sent to Ferruccio Lamborghini and the Ford Motor Company. The response was the same from each - all excepting the challenge.

Automobili Lamborghini S.p.A. was formed in 1963, employing the talented engineers who had recently left Ferrari. The engineering firm Società Autostar led by Giotto Bizzarrini was tasked with designing the V12 engine for the new car, with a displacement size similar to Ferrari's 3-liter V12. The chassis was penned by Italian Gian Paolo Dallara of Ferrari and Maserati fame, aided by a team that included Paolo Stanzani and Bob Wallace. The body styling, however, was created by a then-relatively unknown designer named Franco Scaglione.

In a mere four months, the talented designers and engineers created the 350GTV, unveiled in October 1963 at the Turin Motor Show (albeit sans engine). The production model was called the 350GT and bestowed with restyling by Carrozzeria Touring of Milan, and a new chassis was constructed in-house. Bizzarrini's V12 engine produced 360 horsepower, but Mr. Lamborghini (much to Bizzarrini's refusal), had the engine detuned for mass production, with lower revolutions and various other modifications that favored the road (rather than the track).

Gian Paolo Dallara make improvements to the engine in 1965, resulting in a displacement increase to 3.9-liters and an output rated at 320 bhp at 6,500 RPM. This birthed the 400GT, which was essentially a 350GT with the larger engine. The 400GT 2+2 was introduced in 1966 at the Geneva Auto Show, with a stretched platform to accommodate the 2+2 seating arrangement, along with other minor updates.

While many of Enzo Ferrari's Grand Tourers were created from race cars, Lamborghini's Grand Tourers were specifically designed for the road. Both relied on performance and styling, but Lamborghini's formula sacrificed a degree of performance in favor of luxury and road-going sophistication. Ferrari had a legacy formed from its competition prowess, while Lamborghini had a novice status as an automobile manufacturer. Rather quickly, Lamborghini quickly dispelled any lingering doubts about its ability to compete with the world's best Grand Tourers.

The Lamborghini 400GT 2+2

The Lamborghini 400GT 2+2 retained the styling of its 350GT predecessor and its 100.4-inch wheelbase, but added the vestigial rear seating and subtle styling alterations. (The 350 GT, 400 GT Interim, and 400 GT 2+2 all shared the same 100.4-inch wheelbase.) The roof was raised 2.6-inches and a floor pan was lowered. Revisions to the upper and lower rear control arms in the front to the rear arrangement resulted in additional interior room. To streamline production, the bodies were produced in steel, rather than aluminum. Production costs were lowered and durability increased with the change to steel, with only the trunk and hood remaining aluminum. A single 23-gallon fuel tank replaced dual 10.5-gallon tanks on the previous model, and an additional windshield wiper was added. The suspension incorporated double wishbones, four-wheel disc brakes provided the stopping power, and the 4.0-liter (3929cc) engine was paired with a Lamborghini-built five-speed gearbox designed by Chief Engineer Gian Paolo Dallara, replacing the earlier ZF-derived gearbox. Borrani wire wheels were wrapped with Pirelli tires.

Twenty-three examples were 400 GT Interim models, and 224 were the 400 GT 2+2, built from 1966 to 1968 when it was replaced with the Islero.

by Dan Vaughan

Coupe
Chassis number: 01252
Engine number: 1418

During its two-year production period, the 2+2 outsold the two-seater almost two-to-one. It had a U.S. list price of $14,750, and, at 242 sold (some sources say 247), was one of Lamborghini's more popular model.

The prototype of the 350GTV was shown in Turin in November 1963. Although it was not ready for production when unveiled, it was given a lukewarm reception by the press. The chassis was by Neri & Bonacini and its Scaglione-style body was by Sargiotto. The styling was later passed on to Carrozzeria Touring of Milian for refinement. With its new aluminum-alloy Superleggera coachwork, the new Lamborghini was given a warm reception at Geneva in March 1964. Production was contracted out to Marazzi. The V-12 performance and excellent handling were courtesy of Bizzarrini, with a top speed in excess of 150 mph.

Two years later, the car evolved into the 400GT 2+2. This new car had vestigial rear seating and subtle styling alterations while residing on the same 100.4-inch wheelbase. It was given four headlights to help differentiate it from its predecessor. The floor pan was lowered, and the roof was raised 2.6-inches. Additional interior room was found by revising the upper and lower rear control arms in the front to the rear arrangement. An additional windshield wiper was added, and the body was produced in steel. It had a single 23-gallon fuel tank which replaced the dual 10.5-gallon tanks on the previous model.

Under the bonnet, the 3.5-liter engine was enlarged to 4 liters. Horsepower increased from 280 to 320. The suspension was double wishbones with four-wheel disc brakes, along with a Lamborghini-built five-speed gearbox designed by Chief Engineer Gian Paolo Dallara, replacing the ZF-derived gearbox.

This Car

This Lamborghini, chassis number 1252, was the 216 example produced. It wears Touring production number of 23966. An important collection acquired this car in 2009. Prior to that, it was owned by a business owner in Carmel, California since the late-1970s.

In 2012, the car was offered for sale at RM Auction's Scottsdale Auction. It was estimated to sell for $275,000-$375,000.

by Dan Vaughan

Coupe
Chassis number: 01213

The 400GT 2+2 debuted at the Geneva Salon in March of 1966. The styling resembles the earlier 350GT and 400GT, but it is a very different car. Most notably, the car features improved headroom as well as room to thrill two more people on every drive. The trunk capacity as well as the back window, were both modified, adding to the unique appearance.

This car is one of only 224 examples built. It was finished on October 4th, 1967, and had been specially ordered by MITSUA, the official Japanese Porsche Distributor, as there was no official agent for Lamborghini in Japan. The car was registered and driven sparingly, only 11,609 kilometers, over the next 45 years by one owner.

It still retains 100% of the original paint, the entire original interior and is numbers matching. It is the most original and correct surviving example in the world.

Coupe
Chassis number: 1183
Engine number: 1256

This Lamborghini 400GT was manufactured on October 17th of 1967 and delivered new in Milano, Italy, to dealer Lamborcar. It has a known history since 1973 when it was documented in the care of John Hall of Alabama. Mr. Hall traded or sold the car to David Heinz Imports in Alabama in 1974, who then sold it to Richard Johnson of Florida. Mr. Johnson owned the car until 1980, when it was sold to Kenneth Gould. Mr. Gould retained the car for over 20 years. The next owner was Jacques di Pozzo Borgo, who had it for approximately six years before selling it to Rick Botting of Las Vegas, Nevada. In 2014, it was sold to Kenneth Sterne of G And S Motors.

This car was cosmetically restored in 2009 through 2015.

by Dan Vaughan

Coupe
Chassis number: 01294
Engine number: 1508

Just 242 examples of the 400 GT 2+2 were produced. This example is highly original and unrestored. It is a Southern California garage find fitted with its original engine. It was sold new in Los Angeles, arriving in January of 1968. The first owner was the Big Boy Manufacturing Company of Burbank. The next owner was Russell Lamb who purchased it in February of 1976. Mr. Lamb drove the car only briefly and it was last road-registered in 1976 before it was placed into garage storage. Mr. Lam performed some engine work on the car around 1978, but it was never completed, and the vehicle is not presently running. Currently, the odometer shows 79,195 miles.

The car is finished in its original Amaranto livery and has its original Senape pigskin leather interior with period amenities including an air-conditioning unit mounted in front of the glove box and a forward-facing radio unit, likely dealer-installed, mounted between the front seats. Period white-stripe Pirelli tires, original glass, the original data/ID tags, quilted underhood and firewall insulation, an original key, and even a Lamborghini In Rodaggio road-test sticker are also included with the car.

by Dan Vaughan

Coupe
Chassis number: 1270
Engine number: 1463

Produced near the close of the model's run, this 400GT was the 223rd example built and was given the later-type Miura gauges. It left the factory finished in Rosso (red) over Nero (black) pigskin leather.

This Lamborghini is believed to have been delivered new to Vecar in Portugal on December 13th of 1967 and spent most of its existence on the European continent, including stints in Norway, the Netherlands, and Germany. It returned to Germany in the early 1990s, and around 2007, its engine was rebuilt by a marque specialist in Germany. At some point, it received a repaint in its original color, and the interior appears to be in its original condition.

This Lamborghini entered the care of its current caretaker in December 2007, and it has remained on static display since that time. The car's 3,929cc dual overhead camshaft V12 engine had six Twin-Throat Weber 40DCOE carburetors and delivered 320 horsepower at 6,500 RPM. There is a five-speed manual transmission, an independent suspension, and four-wheel vacuum-assisted Girling disc brakes.

by Dan Vaughan

Coupe
Chassis number: 01321

The four-seater Lamborghini 400 GT 2+2 arrived in 1966 as a development of the previous 350 GT. The enlarged 3,929cc V12 engine (up from 3.5 liters) produced 320 horsepower and was paired with a robust new Lamborghini-made 5-speed gearbox. It retained the overall appearance of the 350 GT, but with revised roofline and floors.

Between 1966 and 1968, Lamborghini supplied 247 units of the 400 GT 2+2. This particular example wears a shade of Azzurro Fiat over natural tan hides. It was delivered to the United States on January 22, 1968, to Bob Estes, finished in Blu Notte over Tobacco interior. Among its list of previous owners include the Brummen, Netherlands-based dealers The Gallery Aaldering. A previous owner acquired the car directly from them in May of 2008 and kept it on static display until the spring of 2022.

At some point, this 400 GT was restored and refinished in the shade of light metallic Azzurro Fiat and retrimmed in natural tan hides. In current ownership, it has received mechanical attention to recommission it for road use.

by Dan Vaughan

Ferruccio Lamborghini had built a significant amount of wealth as a tractor builder. When he bought a Ferrari he expected a vehicle with superior performance and few problems. What he got was a car that did have superior performance but was plagued with mechanical difficulties. Upon returning the vehicle to the Ferrari shop and complaining about the lack of build quality, Enzo Ferrari replied 'You should stick with building tractors and let me be concerned about the cars.' Ferruccio was so enraged, that he began a new quest - to build proper supercars that had performance and quality.

Bizzarini, a brilliant engineer, had just left Ferrari and was a suitable candidate to build Lamborghini a twelve-cylinder engine. Franco Scaglione, an employee of Sargiotto located in Turin, was tasked with designing a new vehicle for the newly formed Automobili Ferruccio Lamborghini S.p.A. Scaglione's resume included work such as the Alfa Romeo BATs and the ATS 2500 GT. Sargiotto Bodyworks was responsible for the metal work while Neri & Bonacini were given the task of building the square tube steel chassis. The result was a prototype labeled the Lamborghini 350 GTV and first displayed at the 1963 Turin Auto Show. The interior was leather while the finish was a bright metallic blue color. The engine was not installed in the car because it would not fit. The vertical carburetors were too large and did not fit under the hood. Only recently has the vehicle been restored and the chassis was altered to allow room for the engine.

After the Turin Show, Carlo Anderloni of Touring was brought in to redesign the 350 and prepare it for production. The design was smoothed out and the pop-up headlights were replaced with units that were gracefully incorporated into the hood of the vehicle. The 3.5-liter V12 with twin overhead camshafts and six twin-choke Weber carburetors were placed horizontally between the camshafts in order to fit under the hood. Along with the redesign, the engine was detuned because Ferruccio Lamborghini desired a smooth running, refined engine rather than a highly-tuned racing power-plant. Horsepower dropped from 350 to 270. A 320 horsepower version was available as optional equipment.

In 1964 Ferruccio Lamborghini debuted the production version, the 350 GT, the V had been dropped, to the public at the Geneva Auto Show. The car was powered by a Giotto Bizzarini designed 12-cylinder engine, sat atop a tubular steel chassis, and featured independent suspension and a ZF gearbox. Disc brakes were placed on all four tires. This was Lamborghini's first serial-production GT vehicle. Producing 280 horsepower, the 350 GT was a formidable contender with the other super-cars of the day.

Two shortened chassis's were sent to Zagato, renowned for their lightweight construction, to create alternative creations to the Touring design. Ercole Spada of Zagato was given the task of designing the body. The result was a very elegant coupe that drew inspiration from previous work such as Lancia and Alfa Romeo racers. It was shown at the 1965 London Motor Show under the name Lamborghini 3500 GTZ. Only two examples were ever created. One was retained by the factory while the other was sold to a customer after the show.

Another coachbuilding factory was commissioned in the mid-1960s to create a mid-engined supercar. It was known as the Miura and was powered by a four-liter V12. In 1966 the four-liter engine was available in the front-engined Lamborghini as optional equipment. This version became known as the 400 GT. A few examples were built before it was replaced by the 400 GT 2+2. The two-plus-two configuration made the supercar a little more practical, allowing room for additional occupants in the rear seats. The design of the 2+2 varied slightly from the 400 GT. The 2+2 was constructed of steel while the 400 GT used aluminum. The most distinguishable difference was the double-oval headlights in the front of the 2+2.

In 1966 a Lamborghini 400 GT Monza prototype was created that carried the mechanical components of Lamborghini with styling reminiscent of Ferrari's legendary 250 GTO series. The design was handled by Neri & Bonacini and was shown to the public at the 1966 Barcelona Motor Show. It was sold to a wealthy Spanish individual who used the vehicle as a daily driver. It was put into storage in the early 1970's with the odometer reading just 7,000 km's. It remained in possession of the family until the owner's death in the mid-2000's. Bonham's Auction had the pleasure of offering the vehicle up for auction at the 2005 London Olympia sale where it was sold for $315,000.

During its introductory year, only thirteen examples of the 350 GT version were created. Around 120 examples were created in total. Since these were mostly hand-built, specifications and designs may vary. For example, most of the 400 GTs intended for the US market were given four round headlights, however, a few had larger oval units that were common on the 350 GT.

There were about 247 examples of the 400 GT 2+2 constructed from 1966 through 1968.

The 350/400 GT Series represent Lamborghini's intention to construct the finest Grand Touring automobiles ever assembled. Many automotive journalists at the time hailed the cars as being better than equivalent exotic machinery.

by Dan Vaughan