1972 Lamborghini Espada

The Lamborghini Espada was introduced to the world in 1968 and was intended to meet customer's desires for a four-seater in the lineup. Power was from a dual overhead cam 12-cylinder unit. The Espada would prove to be the most successful Lamborghini model at the time, selling 1,227 cars over its decade-long production run beginning in 1968.

The Genesis and Construction

The name 'Espada' translates as 'sword' in Spanish, depicting the sword of bullfighters (torero) used to kill the bull.

The Lamborghini Espada was based on the Marzal show car displayed at the 1967 Geneva Auto Show and the Bertone Pirana created for the 1967 London Motor Show at Earl's Court. The Pirana was a sleek 2-passenger GT car designed by Marcello Gandini while working at Bertone. The Marzal was also designed by Marcello Gandini of Bertone with seating for four, glazed gull-wing doors, six narrow S.E.V. Marchal headlamps in the wedge-shaped nose, hexagonal motif throughout (including in the louvered rear window), and unique Campagnolo magnesium wheels. Fittingly, Gandini was tasked with designing the Espada. Along with a number of Lamborghini concept cars, Gandini's association with Lamborghini would include the Urraco and Countach, and he created the original design proposal for the Diablo.

The Espada was a true four-seat car that complemented the company's model lineup which included the 400 GT, Miura, and Islero. Both the Islero and the Espada were introduced in 1968 at the Geneva Motor Show. The Espada was elegant and sporty, with a wedge-shaped design that was both radical and practical. It was modern, youthful, and unique, with wide doors that accommodated easy ingress and egress to the spacious interior, and although it stood just 46.7 inches high, there was adequate headroom for both the front and rear passengers. The tail lights were from the first series Fiat 124 Sport Coupe.

The interior was spacious and luxurious, with a dashboard inspired by the Marzal concept car, featuring octagonal housings for the main instruments and an additional binnacle for the 'secondary' gauges.

Mechanical Specifications

Chassis Dimensions and Construction

The Lamborghini Espada had a 104.3-inch wheelbase, a length of 186.2 inches, a width of 73.2 inches, and a height of 46.7 inches. Twin fuel tanks carried 25 gallons (US) of fuel, and the two fuel fillers were concealed behind black cosmetic grilles in both C-pillars.

The semi-monocoque unibody chassis was a new design formed from square-section steel tubing and pressed sheet steel. Construction of the chassis was assigned to Marchesi of Modena, the firm that had previously constructed the Miura and Islero chassis. Upon competition of the chassis, they were shipped from Marchesi to Bertone where they received bodywork, paint and trim. The Lamborghini factory performed the final assembly.

Suspension, Brakes, Steering, and Tires

The fully independent suspension was sourced from the 400 GT 2+2 with coil springs, hydraulic shock absorbers, anti-roll bars, and unequal-length double wishbones. The steering was of worm-and-peg type manufactured by ZF and positioned at the top front of the chassis. Initially unassisted, the steering would gain power assistance with the introduction of the Series III Espada. The Girling disc brakes located behind all four wheels had three pistons, with the calipers at the front being larger than the ones used at the rear. The discs were solid on Series I cars; Series II and beyond had ventilated discs.

The Series I and Series II Espadas rode on Pirelli Cinturato 205VR15 (CN72) tires. Later examples used 215/70VR15 Cinturato (CN12) tires. The alloy wheels were constructed by Campagnolo on knock-off hubs, using the same design as the Miura.

Engine

The twelve-cylinder engine powering the Espada had a design that originated from the earliest Lamborghini vehicles. Designed by Giotto Bizzarrini, the Espada's engine remained the same as the unit powering the 400 GT 2+2. The pistons were made from aluminum, the crankcase from aluminum alloy, and the cylinder liners from cast iron. There were two valves per cylinder (24 in total) and two chain-driven overhead camshafts per bank. The cylinder bore measured 82 mm, the stroke at 62mm, and a total displacement of 3,929cc (240 cubic inches). The Series I engine had 9.5:1 compression; Series II and III engines had 10.7:1 compression.

The V12 engine had wet sump lubrication, a 3.7 (US) gallon oil capacity, a single distributor for ignition, and six Weber 40DCOE side-draft carburetors.

The Series I cars produced 325 horsepower at 7,200 RPM; the Series II and III cars delivered 350 horsepower at 7,500 RPM.

Transmission

Most of the Espadas were equipped with a Lamborghini-designed 5-speed manual transmission with a hydraulically operated clutch. The Series III Espada, beginning in 1974, could be ordered with a Chrysler TorqueFlite 3-speed automatic transmission. Approximately 55 examples were fitted with the automatic.

Production

The total Espada production was 1,217 units.

-The Espada Series I was produced from 1968 to January 1970 with 186 examples created.

-The Espada Series II was produced from January 1970 to 1972 with 575 examples created.

-The Espada Series III was produced from 1972 to 1978 with around 456 units created.

The Lamborghini Espada Series II

Geneva had been the location for the unveiling of the Series I Espada. For the unveiling of the Series II, Lamborghini chose the 1970 Brussels Motor Show. Performance enthusiasts were eager to learn that the Series II had a boost in horsepower to 350 hp thanks to the higher 10.7:1 compression ratio. The previous solid discs were replaced by vented Girling discs, and the CV joints were now used on the rear half-shafts. Power steering was now optional.

The only visual external styling changes was the removal of the grille covering the vertical glass tail panel.

While the outside of the car was only minorly revised, the interior was given much more attention, with a wood-trimmed fascia now extending the entire width of the dashboard. The instrument binnacle was of a more rectangular shape, with round gauges. The rear seats had better ventilation, and the center armrest was different than the Series I cars.

Some of the final Series II cars were given newly designed wheels on five-stud hubs.

The Lamborghini Espada Series III

The Series III was introduced in 1972, and minor updates to the mechanical specification and slight revisions to the styling and interior were made. The engine was the same as in the Series II, and the spring and shock absorber tuning was slightly altered. Air conditioning and power steering by ZF were now standard equipment. A 3-speed Chrysler TorqueFlite automatic transmission was optional as was a sunroof.

The interior was given a redesigned aluminum-trimmed instrument panel.

The wheels fitted to the final Series II Espadas carried over to the Series II cars and were wrapped with wider Pirelli Cinturato 215/70WR15 CN12 tires. The previous hexagonal mesh-designed front grille now had a square design. In the back, the taillights were sourced from the Alfa Romeo 1750 Berlina.

From 1975, the Espadas destined for the U.S. market were given large impact bumpers to comply with safety requirements. Additional updates fitted to satisfy U.S. emissions requirements included a secondary air injection pump and special tuning of carburetors and the ignition system.

The Lamborghini Espada

The Espada was equipped with the same V-12 engine that was found in the Miura or Countach but was devoid of the outrageous design and fitted with loads of practicality. It was a true grand touring automobile with versatility, luxury, power, panache, and with seating for four.

by Dan Vaughan

Coupe

Bertone's Marcello Gandini was tasked by Ferruccio Lamborghini with designing and building a Gran Turismo 2+2 based on both the Marzal and the Pirana Lamborghini show cars. The finished car, named Espada, was introduced in 1968 and continued in production for ten years with three series produced. Each new series featured engine power improvements and the interior was altered dramatically, but only a few minor exterior design details were changed. The Espada was sold alongside the 400 GT, the Islero and the Miura, but it was the most successful Lamborghini model at the time with over 1,200 built.

Coupe

This is an original owner car, basically untouched with approximately 27,000 miles. It was shown at various Italian car shows on the East Coast, winning Best of Class and Show. Most recently, it was shown at the 2008 The Quail, a Motorsports Gathering in Carmel, Ca.

Marcello Gandini of Bertone was asked to design and built a Gran Turismo based on the Marzal and Pirana showcars. This 2+2 car was suitable for long trips, with its short height and wide stance, 3.9-liter twelve-cylinder engine (capable of 325 horsepower), providing owner with a comfortable, yet powerful driving experience.

The Series II, also referred to as the 400 GTE, had vented disc brakes on all four corners, an improved 350 horsepower engine and a modified dashboard. There were 1,217 examples produced, making it the most successful Lamborghini model up to that point. The Espada was a practical and civilized sports car.

Coupe
Chassis number: 8794
Engine number: 40889

This Lamborghini Espada is finished in silver over blue. It was produced in July of 1972 and delivered new to Lamborghini's official dealer in Vicenza, Italy. Its first owner, Dr. Francesco Maggia purchased the car on July 28th of 1972, and later exported it to the United States. It is believed that Mr. Bob Pond owned this car twice. Pond first sold it in late 1999 or early 2000 to Charles H. Taylor, of Rancho Palos Verde, California. Apparently, Mr. Pond missed the car, as he re-purchased it in December 2001, at a price of $30,000. When Mr. Pond purchased it for the second time, it had been given a slight cosmetic upgrade, including new magnesium wheels, a new coat of paint in the original color, new carpeting, a re-trimmed leather interior, and a new Ansa exhaust system. While in Mr. Pond's care for the second time, he put just over 1,000 additional kilometers on its odometer, which currently shows just over 47,000 kilometers.

by Dan Vaughan

Coupe
Chassis number: 8766
Engine number: 40337

This car was purchased new by Dr. T.T. Rawls of Pompano Beach, Florida March 23, 1972 from Chris Waldron, owner of Waldon Motors in Boca Raton, Florida, the Southeast US Lamborghini distributor from 1969 - 1974.

After Dr. Rawls ownership of the car it was sold to Don Ohlsson of Hallandale Beach, Florida on November 27, 1974. Don drove the car until July 24, 1987 at which time Waldron once again bought the car and became it's caretaker. Except for recent recommissioning and service from an extended period of not being driven, this car remains largely intact, including extensive documentation from new. The interior and exterior are original showing normal signs of use for its age.

Coupe
Chassis number: 8804
Engine number: 40837

Lamborghini produced 1,217 examples of the Espada between 1968 and 1978, earning it the distinction of being the company's most widely produced vehicle at the time. It was capable of transporting four adults and luggage at 150 mph.

This Espada left the factory wearing a green paint scheme. In 1994, it was repainted in its current burgundy color.

The Lamborghini Marzal show car sat atop a longer Miura chassis and given a six-cylinder engine in 'vee' configuration and mounted mid-ship. It was shown at the 1967 Geneva Auto Show. The Lamborghini Pirana was a show car that sat atop a Jaguar E-Type chassis. Both were designed and built by the famous coachbuilder Bertone. The Lamborghini Espada draws its styling cues from both of these concepts. The Marzal design was deemed to excessive for Lamborghini, plus it was void of the legendary 12-cylinder power-plant.

Marcello Gandini, an employee of Bertone, was tasked by Feruccio Lamborghini to design and build a Gran Turismo vehicle based on both the Marzal and the Pirana. It was to be a 2+2 GT car suitable for the rich and the powerful that could carry them on long trips. In the front was to be a 3.9 liter twelve-cylinder engine capable of producing 325 horsepower. The first prototype featured wing-doors which were later replaced in future designs with normal doors. The car appeared to be long due to its short height and wide stance. The hood was comprised of aluminum while steel was used for the remained of the vehicle. This meant the vehicle was heavy, weighing in at over 3,300 pounds.

The original series was known as the Series I. In 1970, the series became known as the Series II, also referred to as the 400 GTE Espada. This series had vented disc brakes on all four corners, an improved 350 horsepower engine, and modified dashboard. Power assisted steering was offered as optional equipment to help combat the complaints of 'heavy steering'. The Series II lasted until 1973 when Lamborghini introduced the Series III. The series were given improved suspension and brakes, improvements to the front aesthetics, and a newly designed dashboard. An automatic Chrysler Torqueflight transmission was optional equipment. Powering steering was now standard equipment. The bumpers were enlarged to comply with the US safety regulations.

The S1 (1968-1970), S2 (1970-1972) and the S3 (1972-1978) are hard to distinguish. The changes that were employed were minor, and often were improvements to the mechanics rather than the aesthetics.

During its production run, lasting from 1968 through 1978, 1217 examples were produced making it the most successful Lamborghini model up to that point. It had been the Italian manufacturer's first attempt at creating a 2+2 GT sports car. Although the marque was famous for their sports cars, the luxurious 2+2 grand tourer endured great success for the company during its ten year producing life-span. The Espada was a practical and civilized sports car. It leather interior was plush and the optional push-button AM/FM radio, air conditioning, and fog lights, to name a few, made the vehicle accommodating to every customers wish and desire.

There were 186 Series I, 575 Series II, and 456 of the Series III.

by Dan Vaughan