1972 Lamborghini Miura

The Lamborghini Miura is widely considered the first production 'supercar,' combining race-inspired technical innovation, massive speed, and a futuristic design at an equally jaw-dropping price. Named for an infamous fighting bull, the Miura was introduced in March 1966 at the Geneva Salon. It was the creation of seven young engineers, including Gian Paolo Dallara, along with a design penned by Marcello Gandini at Bertone (some name Bertone's Giorgetto Giugiaro as the vehicle's designer).

The sophisticated Miura had a top speed of nearly 180 mph thanks to its lightweight frame, four-wheel disc brakes, all-independent suspension, and an exotic DOHC V12 engine with Weber carburetors. Constant development resulted in the 'S' (spinto or tuned) version in 1968, followed by the ultimate 385 bhp SV ('S' for spinto, 'V' for veloce or speed) that debuted at Geneva in 1971. The SV came with ventilated disc brakes, nine-inch Campagnolo wheels, wide Pirelli tires, aggressively purposeful body modifications and a leather-trimmed interior. An optional limited-slip ZF differential became available in the autumn of 1971, and dry-sump lubrication appeared.

Origins

The existence of the Lamborghini Miura began in the minds of engineers Giampaolo Dallara, Paolo Stanzani, and Bob Wallace, who envisioned an entirely new type of sports car. High-performance GT cars existed during this time, however, the Miura represented a new chapter in the evolution of automotive design. Perhaps not a 'new chapter,' as it rewrote the rule book and brought about an all-new type of road-going vehicle - the supercar.

The project began in the off-hours, and after significant progress had been made, it was unveiled to company founder Ferruccio Lamborghini, who backed the project, believing that if nothing more, it could be a valuable marketing tool.

Lamborghini unveiled the Miura in 1965 at the Turin Salon as a bare chassis fitted with a mid-mounted, transverse V-12 engine built in-unit with a five-speed transaxle. It had a fully independent suspension and four-wheel disc brakes. Carrozzeria Bertone was commissioned to create a suitable body for the advanced chassis that would faithfully capture the youthfulness and spirit of Lamborghini's newest creation. What was penned was thoroughly modern, exotic, and impossibly low, with clamshell panels, articulating headlamps, and many functional vents. The interior housed large circular instruments, a tall central console, and reclining bucket seats.

Bertone completed the body for hte prototype just days before the start of the Geneva Motor Show in 1966. Unable to fit the engine bay with an engine by the start of the show, the hood was kept locked throughout the show. Known initially as the P400, production commenced the following year bearing the name 'Miura' and wearing a newly created company badge.

Dimensions

The Lamborghini Miura rested on a 98.4 inch wheelbase and had an overall length of 171.7 inches, a width of 69.3 inches, and stood 41.5 inches tall.

Engine

The transversely-mounted mid-placed engine had an 82mm bore, a stroke of 62mm, and a total displacement size of 3,929cc. The 60-degree four-stroke naturally aspirated engine had two valves per cylinder and four IDL40 3C 3-barrel downdraft Weber carburetors. With 9.5:1 compression, the engine delivered 345 horsepower at 7,000 RPM and 262 lb-ft of torque at 5,000 RPM.

The P400S had 10.7:1 compression and produced 365 horsepower at 7,700 RPM and 286 lb-ft of torque at 5,500 RPM.

The P400SV also had 10.7:1 compression but produced 380 horsepower at 7,850 RPM and 295 lb-ft of torque at 5,750 RPM. This engine received different cam timing and altered 4x3-barrel Weber carbs, resulting in an increase in power. The final 96 examples of the SV built had a split sump.

Lamborghini P400 (Posteriore 4 litri)

The P400 was built from 1966 to 1969, with 275 examples constructed. It was powered by the 3.9-liter Lamborghini V12 engine used in the 400GT at the time, and the car rode on Pirelli Cinturato 205VR15 tires.

Lamborghini P400S (Miura S)

The Miura P400S, also known as the Miura S, was introduced in November 1968 at the Turin Motor Show. Production began in December 1968 and continued through March 1971, with around 338 examples created.

Riding on 215/70VR15 Pirelli Cinturato CN12 tires at the front and 225/70VR15 CN12 at the rear, the Miura S came with power windows, bright chrome trim around the headlights and external windows, and notched trunk end panels, resulting in slightly more luggage space. The engine manifolds were enlarged by 2mm and it used different camshaft profiles, resulting in an additional 20 horsepower.

The interior gained a locking glovebox lid and a reversed position of the cigarette lighter and windshield wiper switch.

Lamborghini P400SV (Miura SV)

The Lamborghini Miura P400SV, for Spinto Veloce, was built from 1971 to 1973 with approximately 150 examples built. This was the final and highest specification of the Miura with 380 horsepower being produced by the V12 engine. It had altered 4x3-barrel Weber carburetors and different cam timing, and the lubrication system for the gearbox was now separate from the engine.

Distinguishable features of the Miura SV compared to its predecessors were the lack of 'eyelashes' around the headlamps, different taillights, and wider fenders to contain the 9-inch wide rear wheels and Pirelli Cinturato tires 215/70R15 CN12 & 255/60R15 CN12.

Revised suspension helped to resolve the 'front-end lightness' of the earlier cars.

Zero-to-sixty mph took 5.8 seconds and the top speed was quoted at 180 mph.

The Lamborghini Miura was succeeded by the Countach in 1974, remaining in production through 1990. The Countach was another ground-breaking automobile for the Italian marque, with its sharply angled 'Italian Wedge' shape and scissor doors.

by Dan Vaughan

Coupe
Chassis number: 5012
Engine number: 30708

At the 1966 Geneva Show Lamborghini turned a page in automotive history when it unveiled its high-performance, two-seater, mid-engined sports car known as the Miura. All of a sudden, the exotic sports car was born. But had the work not been done at night, in secret, the Lamborghini name would likely have never been associated with savage, audacious sports cars.

Lamborghini and sports cars seem as synonymous as Italy and Italian Red. However, prior to the mid-1960s, the company founded by Ferruccio Lamborghini was focused more on grand touring cars than heart-stopping exotic supercars.

Gian Paolo Dallara, Paolo Stanzani and Bob Wallace, however, believed they had a better direction for the company. Lamborghini's three top engineers had a vision for a prototype but were well aware of Lamborghini's stance on the direction he had intended for his company. Therefore, in an effort to convince Ferruccio, the three men would work after hours in their spare time on their prototype idea.

The notion was simple enough. The men believed in building a car that was capable of competing and winning on the track over the weekend, but that could be driven on the streets as well. The idea of a street car with a racing pedigree certainly wasn't a new idea. However, a street car that could be driven straight to the track and be successful certainly was a new direction.

Known as the P400, the three men would start out with the car's chassis. Rarely is a chassis put on display without the bodywork, but the Miura would be so ground-breaking that just the chassis would make an appearance at the 1965 Turin Auto Show. Even without a sleek and evocative body, the Miura chassis would attract a crowd and would impress to such a degree that Bertone would agree to design a body for the car so that it could make its debut at the 1966 Geneva Motor Show.

At the Geneva Motor Show, on-lookers were treated to a truly ground-breaking car boasting of flowing, inspiring lines from the Bertone body and the promise of racing car-like performance from a 4.0-liter V12 engine and a 5-speed manual transmission. Receiving an enthusiastic reception at the show, the Miura and the legend of the supercar were officially born.

The following year, the Miura would go into production. Complete with the V12 engine and the now famous fighting bull badge, Lamborghini had found the reputation of his company would forever change.

Periodically evolved and remaining in production until 1972, the Miura would be Lamborghini's flagship until the advent of the Countach, which would go into production in 1974. However, the Miura would be remembered as the car that started it all, not just for Lamborghini, but for the supercar class altogether.

And one of those iconic and legendary Lamborghini Miuras would be offered for sale at the 2013 Bonhams auction held in Scottsdale, Arizona. Chassis 5012, with its 4.0-liter, 385bhp V12 numbered 30708, would be one of those produced in the final year of the Miura.

But although this particular Miura is one of the later model Miuras, it is far from lacking distinction. A Miura SV, chassis 5012 is one of just 150 Miura SVs ever built. Furthermore, the car is just one of 96 built to have a splint-sump.

Being that it is an SV, chassis 5012 boasts of the slight updates to the bodywork and interior that include the distinctive 'eyelash' headlights, different tail lights and flared wheel arches. The updates also included a more powerful V12 engine, cosmetic changes to the interior and the strengthening improvements made to the chassis itself.

Determined to be strictly for VIP clients, the SV would be by special order. And amongst the few SVs that would be built, just 21 were to be delivered to the United States. This particular chassis, 5012, had been completed in 1972 and was supplied to a Belgian agent, Hollebecq.

One of the early owners of this particular chassis would be a French gentleman by the name of Alain Auoizerat. Then, in the very early '80s, the car would be sold to a Middle Eastern gentleman who would commission the Lamborghini factory to restore the car fully. Not long after completing restoration, the car would again be sold. This time it would go to a Swiss owner.

The Swiss owner would be so enthralled by the car that it would remain in Swiss ownership for a period of a couple of decades. It seemed the car would not change hands again. However, in 2005, the car would be sold. As part of its new collection, the SV would share space with an SVJ, the famed Shah of Iran car.

While under its new ownership, the Miura SV would undergo a thorough overhaul. The work would be completed by the British restorers DK Engineering. The overhaul would include all of the car's electrical works, as well as, the engine.

Once completed, the Miura SV would be entered in the Tour d'Espagne Rally. The car would not only arrive in time for the event but would take part in the whole event without incident.

Completing the rally, the Miura would be sent to Graeme Shultz's Lamborghini agency in the U.K. to be repainted. Once the repainting was completed the car was shipped to the United States where, toward the later-part of 2006, the car would again be sold.

Acquired by the Oldenburg Family, the Miura has remained with the family ever since. In 2012, the car was shipped to Motion Products for a thorough service. During its time with Motion Products the Miura received new primary exhaust manifolds, new tail pipes and a tune-up. When completed, the 4.0-liter V12 engine was tested and found to be putting out some 390bhp, more than any other Miura they ever handled.

Bob Wallace would be quoted as saying the SVs were, 'an altogether different beast from their predecessors in every respect, they were better built, faster and the best looking.' And just one glance at this particular SV and one will come away with the breathlessness the Miura first evoked.

Though repainted, the car retains its original color scheme. The interior shows some signs of wear not to be unexpected for a near 50 year old car. Boasting of just 47,000 kilometers and a tuned engine producing every single one of its horses it left the factory with some decades earlier it is little wonder why estimates prior to auction have this particular Miura SV, chassis 5012, going for between $900,000 and $1,100,000.

Sources:

'Lot 335: 1972 Lamborghini Miura SV Chassis No. 5012 Engine No. 30708', (http://www.bonhams.com/auctions/20582/lot/335/). Bonhams. http://www.bonhams.com/auctions/20582/lot/335/. Retrieved 8 January 2013.

'1971 Lamborghini Miura P400SV News, Pictures and Information', (http://www.conceptcarz.com/vehicle/z987/Lamborghini-Miura-P400SV.aspx). Conceptcarz.com: From Concept to Production. http://www.conceptcarz.com/vehicle/z987/Lamborghini-Miura-P400SV.aspx. Retrieved 8 January 2013.

Wikipedia contributors, 'Lamborghini Miura', Wikipedia, The Free Encyclopedia, 2 December 2012, 23:09 UTC, http://en.wikipedia.org/w/index.php?title=Lamborghini_Miura&oldid=526085624 accessed 8 January 2013

by Jeremy McMullen

Coupe
Chassis number: 5012
Engine number: 30708

COACHWORK BY BERTONE

Rosso Corsa with blue leather interior

Engine: V12, inboard rear, transverse mounted double overhead camshafts, 3,929cc, 385bhp at 7,850rpm; Gearbox: five speed within engine unit; Suspension: independent front and rear double transverse wishbones with coil springs; Brakes: front and rear ventilated disc. Left hand drive.

Named after the famous breed of fighting bull, the Miura was introduced in completed form at the 1966 Geneva Salon and has since been widely regarded as the original 'supercar'. It was certainly the car that caused sleepless nights at Ferrari and got the Maranello firm thinking hard. Imagine, if you will, a sports GT for the street, with a transversely mounted V12 engine capable of 170mph! The Miura was nothing short of an astounding sensation at Geneva that year.

Never one to miss a promotional opportunity, Ferruccio Lamborghini had his chief development engineer Bob Wallace drive the prototype Miura to Monte Carlo over the Grand Prix weekend. Strategically positioned in front of the Casino, crowds quickly gathered around what many now consider to be the most beautiful sports car ever built. With crowds ten persons deep, Ferruccio himself climbed in and fired up the V12. Within minutes, the number of awed onlookers doubled!

Both beautiful and fast, the iconic Miura was the sports car to own in the '60s and '70s. Well-heeled clients waited a year or more for the Sant'Agata factory to complete their often personalized Miuras, in many cases taking delivery at the factory itself. The list included the likes of '60s Formula One driver Jean-Pierre Beltoise, King Fahd of Saudi Arabia, Briggs Cunningham, the Shah of Iran, Frank Sinatra and Rod Stewart.

It is clear that Ferruccio Lamborghini adored the Miura indeed. Interviewed by the French magazine Automobiles Classiques for its Spring/Summer 1984 issue, he quite simply stated, 'When people ask me nowadays to describe my ideal sports car, I still answer with one word; MIURA... When we launched the Miura, our plan was for (just) 50 cars... I know sports enthusiasts all over the world who would have paid a king's ransom for a racing version... for the rest of my life I'll feel happy when I look at my Miura... I say that nobody has built anything better since. It was the first car of our wildest dreams, a car for absolute fanatics. We refused to make a single technical compromise in the Miura. Mounting the engine transversely in the center was a daring step in itself, one that no one had ever dared to try (for the street in 1966). As for its appearance, you can judge for yourself nineteen years later... when I miss the sound and fury, I take refuge in my garage and turn the key in the ignition of my Miura.'

Ferruccio was probably referring to his beloved red Miura SV, no. 5028, that he drove during his years of retirement from the factory, and that he kept in the family, leaving it to his son Tonino when he passed away in 1992.

474 examples of the Miura's original P400 were thought to have been built before the Miura P400 S was introduced in 1968. The 'S' featured ventilated disc brakes halfway along its production run, which ended after 140 examples had been built. In 1970, Bob Wallace built the one-off Miura Jota in an experimental project sanctioned by Chief Engineer Paolo Stanzani. Some of the technical knowledge gained was employed for the Miura's ultimate version, the Miura P400 SV. The two letters SV (Spinto Veloce, which translated means 'tuned fast') came to symbolize the very best version of Lamborghini's legendary Miura, a car that eventually gained cult status among its dedicated group of enthusiasts. 142 SVs were built by the factory from 1971 to 1973.

The SV was introduced at the Geneva Salon of 1971, and the accompanying factory press release at the time stated that it would be built to special order for VIP clients only. The factory described the Miura's Swan Song as 'even more aggressive and more beautiful' in a 100 x 200mm mini-brochure, and heralded the SVs arrival on the sports car scene. The SV now featured a wider rear track, revised suspension geometry, reinforced chassis, a split sump separating gearbox and engine oil (this was employed in the last 96 SVs built and is obviously the much desired version), hotter cam-timing, larger inlet valves and upgraded Weber carburetors making power and torque increases to 385bhp and 289ft-lb respectively. Dry weight was listed at 2840lbs. Cosmetically, the SV received wider 9in Campagnolo rear wheels, wider rear fenders, deletion of the grilled 'eyelashes' around the headlights, new larger 3-section Altissimo taillights and a revised front bumper with parking lamps. The interior appointments were usually leather-lined and air conditioning remained an option. The SV improvements over the P400 and the P400 S led Bob Wallace to describe it as 'a different car' by comparison in terms of handling and performance. From a driver's standpoint, those fortunate enough to own a SV soon found out that the new model was not only easier to pilot effectively, but displayed superior acceleration and better handling on the road. 21 SVs were built for US production, with just 11 delivered in 1971 and a further 10 in 1972.

Chassis 5012, a late model, split sump SV was supplied new in March 1972 to agent Hollebecq in Belgium, bearing the Rosso Corsa and blue leather interior trim livery combination it retains today. Optional air conditioning was also fitted. It later passed to Alain Auoizerat, a Frenchman and owner of an SVJ Miura, and in his hands it was registered in France.

In the early 1980s the car was sold to the Middle East and into a noted Miura enthusiast's collection. While in this ownership the car returned to the factory and was subjected to a detailed restoration. Post-restoration the car was sold through Philippe Fournier to Switzerland, where it remained for nearly two decades, later selling to another noted Miura enthusiast before passing into the present hands.

Last year, following a change of ownership the car was sent to DK Engineering in the UK, where it received various preparation works, including overhaul of the starter, radiator, and engine as well as attention to the electric window winders (at a cost approaching $17,000) prior to use on the Tour d'Espagne rally, which it was driven to and back from the UK. Since then the car has been repainted by Graeme Shultz's Lamborghini agency in the U.K.

At some time during the Miura's life the air conditioning machinery was removed, most probably very early on as the systems were generally renowned for causing expensive failures (being run off the flywheel), but the car is otherwise ostensibly to original specification and with the air-con ducting still in place, this could once again be fitted.

Today, the Miura can best be described as a good driving car, with fresh paintwork and tidy original interior. The latter shows modest signs of wear commensurate with its age and reflecting its mileage, which is generally believed to be original at approaching 50,000km from new.

With the average prices of Miuras steadily increasing, opportunities to acquire the definitive model are few and far between, Christie's is delighted to be able to present this example for sale.

by Christies

by Lamborghini

Coupe
Chassis number: 5080

The Lamborghini Miura is widely accepted as the original road-going supercar capable of 170 mph in an era where most cars on the road could not top 90 mph. It is accepted as the first mid-engined sports car developed exclusively for road use and became renowned as a benchmark classic for the ages.

Miura SV 5080 is a late-chassis Miura in the ultimate factory-fitted specification of split-sump engine, A/C and twin fuel pumps. Delivered new to ace Ferrari racer Karl Foitek, this example is one of the last Miuras built in the iconic 'Spinto Veloce' variant.

Coupe
Chassis number: 4820
Engine number: 30747

This Lamborghini Miura SV was completed on September 14th of 1972 and was number 737 of the 765 total Miura's built. It is one of only 96 SVs equipped form the factory with the split sump lubrication system and it features a ZF limited slip differential. This right hand drive vehicle was first sold to Buckinghamshire, England by Lamborghini GB and was given the GB registration UHH 1. In 1982, it was imported to the United States and by this point in history, it had been converted to left-hand drive by DK Engineering of Watford, UK. A short time after arriving in the US, it was sold to Benny Caiola who had the car restored by Lamborghini specialist Alfredo Pedretti.

In 2001, the car was purchased by Al Burtoni before selling it to its current owner. The car has been shown at events such as Concorso Italiano where it won the People's Choice award. The car remains period correct, finished in period-correct colors of Orange with Gold rockers and wheels. The interior is Biscuit leather hides. It has been driven only 3700 miles - though in 1982 it was fitted with a new set of gauges that started at zero so it is unknown how many total miles have been accumulated during its lifetime. It is believed, however, that the old gauges had less than 19,000 miles on them.

In 2008, this 1972 Lamborghini Miura P400 SV with chassis number 4820 was offered for sale at the 'Sports & Classics of Monterey' presented by RM Auctions. It was estimated to sell for $825,000 - $975,000. Those estimates were proven accurate when the lot was sold for $891,000, including buyer's premium.

by Dan Vaughan

Coupe

The current owner acquired this car from the original owner's estate in Italy. The car had been sitting and not moved or started for over 2 decades. He worked at his friend's shop in Italy dismantling the car. He took the body to AutoSport in Modena, Italy for the chassis and interior restoration. Working closely with AutoSport, the owner designed the interior upholster himself. He brought the car back to the United States with all the engine pieces and did all the mechanical and engine rebuilding himself. This is the owner's second Miura SV. He also has a yellow one he restored the same way 3 decades ago.

Coupe
Chassis number: 5038

This 1972 Miura SV was the 100th SV constructed at Bertone's Sant' Agata Works. The coupe coachwork was styled by Bertone's Marcello Gandini. It was one of only 14 of the later 'split sump' cars with factory equipped air conditioning. The Miura SV came with a transversely-mounted 3929cc, DOHC, V12 engine developing 385 horsepower at 7850 RPM giving fantastic performance for a 1970s car. A complete history of the car is known. It had 66,937 miles on the odometer when the current owner purchased it in 2005.

Coupe
Chassis number: 3673

This Lamborghini Miura SV, one of 150 Miura P400 SVs built by the factory in Sant'Agata Bolognese, was ordered by Captain Arthur Mechini, a former RAF pilot, in South Africa. At his request, his new Miura SV was built suing a previous chassis number from a 1968 Miura S that had been destroyed years earlier. This was an unusual practice at the time in order to keep the cost of import/export duty to a minimum. In November 1972, the new Miura SV was finally completed and was delivered to its delighted (and slightly better off than he might have been) new owner.

This SV was one of the last Miuras to be produced by the factory, and after spending nearly 30 years in South Africa, it was sold at auction in Palm Beach in 2001. Since then it has been completely restored for its new owner.

Coupe
Chassis number: 5066
Engine number: 30728

This Lamborghini Miura P400 SV was completed on May 12, 1972, and assigned production number 733. It left the factory wearing a Bleu Tahiti (Tahitian Blue) exterior with gold accents over white leather upholstery. It is the only known Miura to have left the factory with this color scheme. It is a late-production, European-specification example that was factory-equipped with improved split-sump lubrication and optional Borletti air-conditioning. The AC unit was expensive, costing $555, and it is believed that just 30 examples were so equipped.

The Miura was invoiced to the official Lamborghini concessionaire Righetti in Vicenza, making it one of approximately 49 SVs delivered new in Italy. The car's first owner was Domenico Schiavo of Padua. Registering the car in Padua as 'PD 319260', it remained with Sig. Schiavo for the next 38 years, accumulating 80,000 km during his ownership.

In 2010, the Lamborghini joined a private European collection, and between 2011 and 2013, it was extensively restored with the work overseen by Cremonini Carrozzeria of Modena. The rare factory options were preserved, as was the distinctive color scheme.

The current caretaker purchased the car in 2018 and has used it sparingly, most recently in the South of France.

by Dan Vaughan

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.

by Dan Vaughan

The Miura was first shown 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 shown 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. Ferruccio 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 of 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.

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 to 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'.

by Dan Vaughan