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1968 Lamborghini Miura

When Enzo Ferrari upset the wrong people, good things happened. With Henry Ford, it resulted in the creation of the Ford GT40. With Ferruccio Lamborghini, it began with the 350GT of 1964 and later the Miura which is arguably the founder of the supercar class.

Ferruccio Lamborghini introduced the chassis of the Miura at the Turin Motor Show in 1965, and although he had stated he would never build a race car, all indications pointed to a change of mind. The chassis had been built by Giampaolo Dallara, Bob Wallace, and Paolo Stanzani in their spare time, without Ferruccio's knowledge. It was shown to Ferruccio in November of 1964 and he entrusted the construction of the bodywork to Bertone, where a young designer called Marcello Gandini was put in charge of the project. The name of the car comes from the well-known breeder of fighting bulls, Don Eduardo Miura, made famous by Hemingway.

The prototype example was chassis number 0509 and it was unfortunately destroyed during testing by Bob Wallace on the back roads of northern Italy. Three additional test cars were built and tested before Wallace and Bertone found the perfect design, one that had reduced heat and noise in the cockpit.

The first example to be sold was chassis number 0979, and it was delivered in March of 1967. The early model production ended in late 1968 and was replaced by the 400S, with the first example - chassis 3919 - being completed near the close of January 1969. The engine had been tuned to produce an additional 20 horsepower and additional weight-saving measures resulted in a decrease of 200 kg. The final iteration of the Miura was the Miura SV which was shown in 1971 at the Geneva Motor Show. They had an additional 15 horsepower than the S and were 65 kg heavier.

The Miura had a transversely mounted engine placed amidship in a box-section platform chassis. The 4.0-liter version of Lamborghini's Giotto Bizzarrini-designed four-cam V12 offered 350 horsepower and was capable of speeds of 180 mph, making the Miura the world's fastest production car. After the 125th example had been built in early 1968, the steel used in the chassis was increased from 0.9 to 1mm in thickness. After April of 1968, customers could specify a leather interior.

The introduction of the SV, for spinto veloce, brought with it the removal of the distinctive 'eyelash' headlight embellishments and changes to the rear lights. Much of the body remained largely unaltered apart from slightly flared wheel-arches shrouding wider tyres. The interior received cosmetic changes and the engine now produced around 390 horsepower to help offset the increased weight. The biggest improvement was to the build quality. Additional changes were made to the front and rear suspension arrangements which helped improved the handling. New 9-inch Campagnolo wheels were located at all four corners. During 1971, a 'split sump' lubrication system was added, having separate reservoirs for the engine and transmission oil. This became necessary due to the final cars' ZF Limited-slip differential.

By the time production came to an end in 1972, a total of 150 SV models had been produced.

by Dan Vaughan

Coupe
Chassis number: P400XN161 3435
Engine number: 1827

The Miura made its debut at the Geneva Auto Show in 1966, and left the public speechless. The body was designed by Bertone under the direction of Marcello Gandini. Lamborghini engineers were able to squeeze an in-house V-12 laterally across the frame, thus creating a true mid-engine sports car capable of over 175 mph. This cara was featured in the September 2007 issue of Automobile Magazine as one of the 25 Greatest Cars of All Time.

Roadster
Chassis number: 3948

This Lamborghini Miura Roadster, also known as 'ZN-75', is a very unique vehicle with a history to match. The Miura P400 Roadster was shown to the public at the 1968 Brussels Auto Show. The design and construction were handled by the Bertone company and featured a removable roof. A few years prior, the coachbuilding firm, Touring, had created the 350 GTS, and though the Miura P400 is slightly similar, it was also a redesigned vehicle with many differences. The rear louvers that concealed the engine were no longer used. The exhaust pipes now existed through the lower grill and the rear end was given different tail lights. Changes were made to the roofline and to the interior. Since the roof was to be removable, the car had to remain steady at speeds of 300 km/h. For the interior, the switches that had been on the overhead console were relocated to the dashboard.

The Roadster, also known as a Spider or Spyder, was never a production vehicle. A top had never even been built for the prototype. The original prototype was later sold to ILZRO (International Lead and Zinc Research Corporation). The purpose of their purchase was to reconstruct the car using their own metals and technology to help promote their business and the capabilities of their talents.

John Foster, a designer for Ford, was given the opportunity to oversee the modifications. Upon receiving the car, it was completely disassembled with many of the parts receiving zinc-plating, chrome-plating, polished or remanufactured using metals made by ILZRO. In many regards, it went from being an original to a 'replica', as many of the parts, including the bumpers, exhaust, carburetor stacks, radiator, and more were recreated. The car was finished in chrome with a metallic green paint scheme over a black metallic base. The result was a dark green appearance. The interior was finished in brown suede upholstery. The name of the vehicle was changed to 'Zn-75' signifying the periodic table of metals used during the reconstruction.

This was the ultimate show car, coupling beauty, design, and rare metals into one exotic package. It made its debut in May of 1969 and was shown throughout the world on a very busy schedule. After its tour it was auctioned to S.F. Radtke, who was the Executive Vice President of the Ilzro at that time.

During the late 1970s and early 1980s, the car received a restoration by Synthetex Inc and then was donated to the Boston Transportation Museum in Massachusetts, USA in 1981. It was later restored by J. Geils, a member at the museum at the time. The car was later auctioned and purchased by an unknown buyer. At another auction, the car was purchased by the Portman Group based in the UK.

The car has since changed ownership on several occasions. In recent times, it has returned to the US in the care of a NY-based real estate developer named A. Gordon. Gordon had the car restored to the 1968 Brussels Salon configuration with the work being handled by Gary Bobileff.

Engineer Giampaolo Dallara easily recalls the Bertone's Miura renderings in late December 1965: 'We immediately realized this was something that happens only once. We knew....it was something unique.' To make that 'unique something' even more alluring, at the 1968 Brussels Auto Show Bertone unveiled the Miura Roadster. It had a Targa top with special rear sail panels, a massaged interior, and an exposed engine. So sensational was the car that in late 1968 the International Lead Zinc Research Organization purchased the one-off, and zinc- and chrome-plated much of the car. It remained this way until 2007 when it underwent a full restoration to return it to its original livery. The 2008 Pebble Beach Concours thus marks the first time in 40 years the car has been seen in its original configuration.

Coupe
Chassis number: 3342

Early in his career, Ferruccio Lamborghini became transfixed by the sport of bullfighting. Hence the bull insignia on his automobiles, and subsequently, most of his models were named for the world of bullfighting. The 'Miura' was christened for a breed of famous fighting bulls, and somewhat fittingly, the doors when opened resemble the horns of the bull. The Miura is widely considered to be one of the first ever super-cars and this example was completed on February 6, 1968. It was the 137th in a limited production run. Bodied by Bertone, the Miura debuted at the Brussels Motor Show, and with a 4.0-liter engine and five-speed manual transmission, it had a top speed of 174 mph and remains to this day one of Lamborghini's most celebrated models.

The Lamborghini Miura appeared in early 1966 as a prototype and set the automobile world upside down. Built on a boxed frame, almost cheese-like, the Lamborghini 4-cam V12 produces over 400 horsepower. The engine is positioned transversely just behind the passenger compartment, a departure from previous Lamborghini cars. The V12 was also unusual in that it was effectively merged with the transmission and differential, reflecting a lack of space in the tightly-wrapped design. Bertone developed the styling of the prototype, which was finished just days before its debut at the 1966 Geneva Motor Show. The car was the star of the show and the favorable reaction resulted in the production the following year under the name Miura.

The Lamborghini Miura is a sports car that was produced between 1966 and 1973. The car is widely considered to have instigated the trend of high-performance, two-seater, mid-engine sport cars. At launch, it was the fastest production car available. The car is only 42 inches high and getting in and out can be a challenge. Once settled in the car, however, it delivers an experience that few can match.

During its short production, about 750 were built. The Miura, named after a line of Spanish Fighting Bulls, is a magnificent sports car that looks and drives like no other. It has been featured in Lamborghini promotional videos, was also used for Lamborghini's new car introductions, and was shown at the Quail Motorsports Gathering.

Coupe
Chassis number: ...3342

This car is the 137th produced in a total production of 475 P400 Miuras.

Coupe
Chassis number: 3303

Lamborghini's top three engineers, Gian Paolo Dallara, Paolo Stanzani and Bob Wallace, all worked in their spare time to develop the first Miura chassis, which was eventually presented at the 1965 Turin Auto Show. The prototype Miura P400 chassis was later bodied by Carrozzeria Bertone, and the finished car debuted at the 1966 Geneva Motor Show.

This is the 101st Miura P400 built. It was finished in February 1968 and delivered to its first owner, Mohammad Reza Pahlavi, the Shah of Iran. He specified a few items for his first Miura, including a chrome-plated front bumper, a special steering wheel and several other cosmetic details. Period photos show the Shah taking delivery of the Miura in the snow at his home in St. Moritz. The Shah was one of Lamborghini's best customers, owning no fewer than four Miuras during his life. This P400 was sold just before his downfall during the Iranian revolution of 1979. It is understood that the car was confiscated by Ayatolla Khomeini's government but was later smuggled out of the country. It was then owned by the Shah's son for the next 30 years. Remarkably, despite its history, it survived relatively unscathed. After its current owner bought the car, a full restoration was undertaken in 2018 to return the car to its full glory.

Coupe
Chassis number: 3586

The Lamborghini Miura was at the height of its popularity when it became an instant Hollywood star on June 2, 1969. The star was an 'Arancia' orange Lamborghini Miura P400, driven by actor Rossano Brazzi and filmed on the twisting Great St. Bernard Pass in the Italian Alps, with everyone's favorite driving song, Matt Monro's 'On Days Like These,' playing the background. These were the opening scenes of the Michael Cain film The Italian Job, and this P400, now authenticated by Lamborghini Polo Storico, is the actual Miura from that Movie. The car was chosen by the Paramount production executives for the movie's infamous 'crushing' scene. Once filming was completed, the surviving Miura was returned to the factory and subsequently delivered to its first owner, an Italian, on July 2, 1968. After spending time in Italy, Japan and the United Kingdom, this P400 was restored by Lamborghini Polo Storico for its new owner in 2019.

Coupe
Chassis number: 3378
Engine number: 1739

This Lamborghini Miura left the factory finished in Rosso Miura (Miura Red) over black vinyl upholstery – the same color scheme seen on the first P400, which debuted at the 1966 Geneva Motor Show. It was completed in February 1968 and shipped directly to Grand Garage des Nations, the dealer in Geneva, Switzerland. Between 1974 to 1994, the car resided in Johannesburg, South Africa and kept by two owners. It then returned to Europe and passed among owners in Germany, Italy, England, and Belgium through 2016. While owned by Gianni Beltrami of Alessandria, Italy, 3378 took part in the Miura 40th anniversary event held at Sant'Agata in 2006.

The current California-based collector used the P400 as an occasional driver for two years and then, in 2018, commissioned Carrozzerria Cairati in Milan, to perform a ground-up, concours-quality restoration. The work was performed in collaboration with Lamborghini Polo Storico to exact factory specifications, using original parts and materials wherever possible.

by Dan Vaughan

Coupe
Chassis number: P400XN161 3435
Engine number: 1827

The Lamborghini Miura is the 161st of its type to leave the Sant'Agata factory. It wore a color combination of Bianco over Nero faux leather and cloth, had left-hand-drive configuration, and was delivered to Milanese concessionaire Autoelite on March 28th of 1968. The history from that point forward is not fully known; by September 1994, it wore a red color scheme and was road-registered in the United Kingdom wearing temporary 'Q' registration plates. It resided in the U.K. for three years before being sold at auction in Beaulieu in 1997, where it was purchased by a Monaco-based individual, who immediately commissioned restoration work in his native Italy. B. Roadster of Voghera was entrusted with the bodywork while the mechanical components were handled by Touring Auto in Milan. At some point, perhaps during the restoration, the car received a replacement engine.

After the restoration was complete, it was registered for road use in Monaco in September 2002, shortly before being sold in the Principality at an auction in May of the following year. It resided briefly in France before it was sold to the United States. The car was transferred from Michel Pignard Automobiles in Ecully, France to a US-based collector via Autosport Designs, Inc. in New York. The car was flown from London Heathrow to New York's JFK airport on December 9th of 2004. Between October 2006 and June 2007, the car was given a bare-metal repaint.

While in this owner's care, the car was shown at the 2007 Radnor Hunt Concours d'Elegance in a yellow paint scheme where it placed 1st in the Closed Sports Car class. After four years of ownership, the car was sold back to Autosport Designs, Inc., which in turn sold the car to its next owner in New York one month later. The next keeper commissioned more than $20,000 of repairs and fettling by the dealer between 2008 and November 2009, after which the Lamborghini was sold on consignment to a New York-based car dealer.

After nearly a decade, the car returned to the United Kingdom where it was road-registered by its current owner and issued a period registration in December 2013. The Miura has been sparingly used since that time with fewer than 100 miles covered since the Lamborghini was imported.

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.

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 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'.

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