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1974 Lamborghini Espada 400 GT

It was the Marzal show car, displayed at the 1967 Geneva Auto Show, and the Bertone Pirana from which the Lamborghini Espada was based, filling the void in the company's lineup for a proper four-seater automobile. At the time, the Lamborghini model lineup included the two-door Lamborghini Miura sports car (in production from 1966 to 1973) and the Touring-styled 350 GT, built from 1964 to 1966. The 350GT was powered by a 3.5-liter, four-cam V12 engine designed by Giotto Bizzarrini, housed in a chassis penned by Gianpaolo Dallara. With four camshafts and an all-independent suspension, the 350GT upstaged the best that Ferrari offered at the time. The 350 GT was replaced by the 400 GT (400 GT Interim) and forthcoming 400 GT 2+2 which had a larger body shape to accommodate the occasional +2 seating. 1968 witnessed the arrival of the Islero to the Lamborghini lineup, serving as a replacement for the 400 GT. The new grand tourer was introduced at the Geneva Auto Show in 1968 wearing a design created by Mario Marazzi at Carrozzeria Marazzi. Both the Islero and Espada rested side-by-side at the Geneva Auto Show and both featured a 2+2 coupe body style, however, the styling of the Islero was more restrained while the Espada was more radical.

The name Espada translates as 'sword' in Spanish, depicting the sword of bullfighters. The design of the Espada was courtesy of Marcello Gandini of Bertone and was similar to the stillborn, rear-engined, six-cylinder Marzal, but its 4.0-liter, four-cam V12 engine was placed at the front. The prototype Espada was built using the wooden body buck used for the Jaguar Pirana concept car. Features included a low nose, the gullwing doors of the Marzal, and large side windows.

The Espada's engine was first used in the 400GT and also by the contemporary Islero. Both the Islero and the Espada had 325 horsepower of propulsion, with the Espada capable of achieving a top speed of 150 mph while the Islero was rated at 154 mph. The Lamborghini-designed five-speed manual transmission was equipped with synchromesh and a hydraulically operated dry clutch. The transmission was mounted longitudinally, inline with the engine, and its internal components were identical to those of the Islero and the Miura. The transmission casing was also the same as the Islero, but different from the Miuras, as it used a transverse mid-engine configuration. The Series III Espada, from 1974 forward, could be purchased with an optional Chrysler TorqueFlite 3-speed automatic transmission. Approximately 55 examples of the Espada were so-equipped.

Both the Islero and the Espada's engine were equipped with six Weber 40DCOE side-draft carburetors, wet-sump lubrication, and a single distributor for ignition. Aluminum alloy was used for the crankcase while the cylinder liners were formed from cast iron and the pistons from aluminum. There were two valves per cylinder for a total of 24, and two chain-driven overhead camshafts per bank. The 3,929cc displacement size was achieved by the 82mm bore and 62mm stroke. The Series 1 Espada's used a 9.5:1 compression while the Series II and III engines had 10.7:1 compression. The output of the Series II and III cars were reported at 350 horsepower at 7,500 RPM.

Islero running gear was employed but wedded to a platform-type, semi-monocoque chassis rather than the former's tubular frame. The suspension was based on the 400 GT 2+2, with coil springs, hydraulic shock absorbers, anti-roll bars, and unequal length double wishbones. At the top front of the chassis was a worm-and-peg steering system manufactured by ZF. Power steering did not become available until the Series III Espadas. Twin fuel tanks carried 25 U.S. gallons of fuel, with two fuel fillers discretely hidden beneath the black cosmetic grilles in both C-pillars. Disc brakes by Girling were placed at all four corners, initially being solid, but replaced by ventilated discs for the Series II. Series I and II Espadas received Pirelli Cinturato 205VR15 tires (CN72) with SEries III rolling on Cinturato 215/70VR15 (CN12) tires.

The Series I Espada

Lamborghini produced 186 examples of the Series I before January 1970, accounting for approximately 6% of the 1,217 total Espadas produced. Distinguishable features included the same taillights that were used on the first series Fiat 124 Sport coupe, and the interior dashboard was inspired by the Marzal concept car, with octagonal housings for the primary instruments. An additional binnacle housed the secondary gauges. Its 3,929cc twelve-cylinder engine offered 325 horsepower.

The Series II Espada

Lamborghini introduced the Series II Espada in 1970 at the Brussels Motor Show and these were the most popular of the three Series with 575 examples eventually built. On the exterior, distinguishable features were minimal, with the removal of the grille covering the vertical glass tail panel being one of the only noticeable changes over the SEries I. The engine received higher compression of 10.7:1 resulting in a boost in horsepower to 350 hp. The solid disc brakes were replaced with vented Girling discs, and CV joints were added to the rear half-shafts. The interior gained an all-new dashboard and center console, with the instrument binnacle haivng a move conventional rectangular shape. The gauges were now rounded, and the wood-trimmed fascia now traversed the entire width of the dashboard. With a nod to luxury, the rear seat passenger ventilated was improved, making grand touring more enjoyable for all occupants. A few later-built Series II Espadas received new wheels on five-stud hubs, replacing the earlier knock-off wheels. These new wheels were carried over to the Series III.

The Series III Espada

The third and final iteration of the Espada arrived in 1972 riding on the newly introduced wheels and using the same 350 hp engine. Air conditioning and ZF power steering were now standard, and in 1974, a Chrysler TorqueFlite 3-speed automatic transmission became optional. A sunroof was also new to the options list. Wider Pirelli Cinturato 215/70WR15 CN12 tires were placed at all corners, the front grille now had a square mesh, and the new taillights were courtesy of the Alfa Romeo 2000.

Once again, Lamborghini revised the interior with a redesigned aluminum-trimmed instrument panel.

To comply with newly introduced safety requirements in the United States, large impact bumpers were added in 1975. Mechanical changes were made to satisfy US emission requirements, including the addition of a secondary air injection pump and tuning of the carburetors.

Production continued through 1978 with approximately 456 examples of the Series III being produced during that time.

by Dan Vaughan

Coupe
Chassis number: 9220

The Lamborghini Espada makes a distinctive impression the first time you see it. Based on the Marzal show car from 1966, the Espada's four seat grand touring car arrangement necessitates the unusual proportions.

Marcello Ganclini designed the Espada, and retained the basic shape of the Marzal although many of its unusual features were not included, such as the all-glass gullwing doors and honeycomb dash.

The powertrain was a 4 liter V12 engine mounted in the front and now produced 350bhp for this 1974 model. This was mated to a 5 -speed gearbox and although intended to be a GT car, automatic transmissions did not appear until later in 1974. Although it shared the same engine as the Islero and 400GT, the unique chassis allowed the powertrain to sit nearly 8 inches farther forward in the car.

Combined with an additional 3.8 inches in wheelbase, the car could now seat 4 adults and whoosh them down the Autostrada with ease. The Espada continued to sell for 10 years after its introduction in 1968 with a total of 1,227 produced. This Series 3 generation is one of 456.

According to factory records, this car was sold new in Geneva Switzerland in March 1974. Lore has it was used previously in the Turin auto show, and it is one of three cars produced with these faux knock off wheels. It was imported sometime in the 1980s to a customer in Memphis Tennessee. The current owner found it on eBay, and acquired it from the third owner in St. Petersburg, Florida.

Coupe
Chassis number: 9548
Engine number: 41381

This 1974 Lamborghini Espada Series III Coupe is powered by a 3,929cc dual overhead camshaft twelve-cylinder engine with six Weber 40DCOE carburetors and delivers 350 horsepower at 6,200 RPM. It is one of the few examples fitted with a three-speed TorqueFlite automatic transmission and stopping power is courtesy of disc brakes.

This Espada was completed at the Sant'Agata, Bolognese based Lamborghini plant on October 14, 1974 and given Luci del Bosco over a Senape leather interior. It was delivered new to the California area on June 10th of 1975. It spent a long time residing in the Houston area from the 1990s, and at some point, it was painted in its current burgundy color scheme. The previous owner acquired the vehicle in 1996 and the current owner purchased it in 2007.

by Dan Vaughan

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