1975 Lamborghini Espada

Ferruccio Lamborghini's first production car, the Touring-styled 350 GT, had debuted at the 1964 Geneva Motor Show. It was the works of two of Italy's most illustrious automobile engineers and equipped with a 3.5-liter, four-cam V12-engine designed by Giotto Bizzarrini, housed in a chassis penned by Gianpaolo Dallara. With four camshafts and all-independent suspension, it upstaged the best supercars of the time, but to compete with larger models Lamborghini needed a nominal four-seater, and thus, the 4.0-liter 400 GT 2+2 duly appeared in 1966. With this, Lamborghini dispelled any lingering doubts about its ability to compete with the world's best Gran Turismos.

Introduced in 1968 at the Geneva Motor Show, the Espada was named after a matador's sword and wore styling by Bertone's Marcello Gandini - creator of the Miura - with a design similar to those of the stillborn, rear-engined, six-cylinder Marzal but equipped with a 4.0-liter, four-cam V12 up front. The engine had previously powered the 400 GT and the contemporary Islero, offering 325 horsepower, an output sufficient to propel the distinctive coupe to 150mph. The running gear was similar to the Islero, but instead of the former's tubular frame, the Espada employed a platform-type, semi-monocoque chassis.

The 3,929cc had an aluminum alloy crankcase with cast-iron cylinder liners, aluminum pistons, two valves per cylinder (for a total of 24), and two chain-driven overhead camshafts per bank. The stroke measured 62mm and the bore was 82 mm, and the compression was initially 9.5:1, increasing to 10.7:1 in the Series II and III engines. It had a single distributor for ignition, wet-sump lubrication, 14-liter oil capacity, and six Weber 40DCOE side-draft carburetors.

Most Espadas received a Lamborghini-designed 5-speed manual transmission with hydraulically operated clutch, mounted longitudinally, inline with the engine. From 1974, the Series III Espada could be optioned with a Chrysler TorqueFlite 3-speed automatic transmission, and 55 examples were so equipped.

The fully-independent suspension was based on the earlier 400 GT 2+2 design with unequal length double wishbones, coil springs, hydraulic shock absorbers and anti-roll bars. Stopping power was by Girling four-wheel disc brakes with three-piston calipers, with larger calipers at the front. Initially, sold discs were used but later switched to vented discs with the Series II Espada. Steering was by a worm-and-peg type unit manufactured by ZF and mounted at the top front of the chassis. Series III Espadas could be purchased with optional power steering.

The Series II was introduced in January of 1970 and came equipped with an extra 25 horsepower, a top speed of 155 mph, an improved dashboard layout, and the option of power-assisted steering. The Series III, introduced in late 1972, received another revised dashboard, power steering as standard, minor suspension improvements, up-rated brakes, and a restyled front grille.

Production had begun in 1968 and continued through 1978 with 1,217 examples built.

by Dan Vaughan

Coupe
Chassis number: 9652
Engine number: 41459

This Lamborghini Espada Series III Coupe is equipped with a 3,929cc DOHC V-12 engine with 6 Weber carburetors and delivering 350 horsepower at 6,200 RPM. It has a three-speed TorqueFlite Automatic transmission, four-wheel disc brakes, and an independent suspension. It was completed at the Sant'Agata, Bolognese-based Lamborghini plant in April of 1975, and benefits from the refinements carried out throughout the production run. It is finished in Bianco white over a Rosso Red interior, but to American specification, and delivered new to the United States on February 26th of 1976. The current owner acquired the Espada in 1998 and largely garaged without use since that time.

by Dan Vaughan

Coupe
Chassis number: 9606
Engine number: 41420

The Lamborghini Espada, named after a matador's sword, wore similar styling to the preceding rear-engined, six-cylinder Marzal, but instead, was powered by a front-mounted, 4.0-liter, four-cam, V-12 engine. This engine had originally been used in the 400GT and also used by the Islero, offering 325 horsepower and giving the Bertone-styled coupe a top speed of 150 mph. The Espada used the running gear of the Islero but instead of a tubular frame, it had a platform-type, semi-monocoque chassis.

The Espada Series II was introduced in January 1970 and came with an additional 25 horsepower, an improved dashboard layout, and the option of power-assisted steering. Another revision was made for the Series III that arrived in late 1972, using power steering as standard, minor suspension improvements, upgraded brakes, and a restyled front grille.

By the time production ended in 1978, 1,217 examples of the Espada had been built.

This final series Espada was completed at the Sant'Agata, Bolognese-based Lamborghini plant in the early months of 1975. It wore an Oro Metallizzato (gold) exterior over a Senape (mustard) interior and was completed to American spec and delivered new to Carrie Auto in Canada on May 14, 1975.

Its current caretaker has owned this Lamborghini Espada for over two decades. In early 2003, it was restored by Automobili Lamborghini Centro di Restauro in Sant'Agata Bolognese. Since the work was completed, it has been garaged and has seen little (to no) use.

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