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1971 Lamborghini Miura P400

The Lamborghini Miura P400 prototype's introduction at the Geneva Salon in 1966 changed the automotive landscape forever, as it was unlike any previous production automobile, both in construction and appearance. Its design would influence a new breed of vehicles that has continued into modern times, and is regarded as the world's first supercar. It was revolutionary and exotic, with its transverse mid-engine architecture, Bizzarrini-designed 3.9-litre V-12 engine, and graceful yet athletic body designed by Marcello Gandini.

Lamborghini 350 GT

Ferruccio Lamborghini founded Automobili Lamborghini S.p.A. in 1963 and their first production model was the 350 GT, a grand tourer built from 1964 through 1966. It was equipped with a quad-cam 3.5-liter Bizzarrini-designed V12 engine and clothed with an aluminum, two-door coupe body by Carrozzeria Touring. The V12 engine was essentially a race motor with the capability of developing upwards of 400 horsepower at 11,000 RPM. To make this engine more suitable for road-going purposes, engineer Gian Paolo Dallara and test driver Bob Wallace de-tuned the powerplant, reducing its compression from 11.0:1 to 9.4:1 and replacing the expensive 36 mm down-draft racing Weber carburetors with conventional, inexpensive side-draft 40 DCOE Webers. A wet sump replaced the dry-sump oiling system, and fewer exotic materials were used for the crankshaft and other components. In this guise, the engine offered 280 bhp at 6,500 RPM and 240 lb-ft of torque at 4,500 RPM.

The all-aluminum alloy V12 engine was backed by a five-speed ZF manual gearbox, delivering power via a Salisbury limited-slip differential. Vacuum servo-assisted Girling disc brakes provided the stopping power. The 100.4-inch wheelbase was suspended by an independent suspension with unequal-length wishbones, anti-roll bars, and coil-over shock absorbers. The rear setup employed a coil-over assembly with asymmetrical wishbones.

Lamborghini 400 GT

After 120 examples of the 350 GT were constructed, Lamborghini introduced the 400 GT in 1966 and it would remain in production through 1968, with a total of 247 units built. It was visually similar to its predecessor but powered by an enlarged 3,929cc V12 engine that now offered 320 horsepower.

The first twenty-three examples were known as the 400 GT (or 400 GT Interim), including three that wore aluminum coachwork. These were followed by a second 400 GT, known as the 400 GT 2+2, which wore slight changes to its sheetmetal and a different roofline. Both the Interim and the 2+2 rested on a 100.4-inch wheelbase and had a length of 176 inches, but the re-worked bodywork of the 400 GT 2+2 allowed for the +2 seating in the rear.

Lamborghini Miura

Ferruccio Lamborghini preferred grand touring cars delivering an abundance of power, comfort, and style. The Miura, however, did not conform to Ferruccio's vision and had been conceived by Lamborghini's engineering team in their spare time. A rolling chassis was displayed at the Turin Auto Show in 1965 and the prototype P400 followed a year later at the Geneva Motor Show. The reception it received from the motoring press and showgoers put to rest any doubts that Ferrucio may have had.

The prototype car, known as the P400, was created by Gian Paolo Dallara, Paolo Stanzani and Bob Wallace. It had a transversely-mounted mid-engine layout, and its V12 engine was effectively merged with the transmission and differential. After its debut at Turin, Marcello Gandini of Carrozzeria Bertone was tasked with styling its exterior. The 25-year-old created a design that was equally radical as the underpinnings, with a shark-nosed front, dramatically swept-back windscreen, a low roofline that arched back over the V-12, and bulging air intakes for the rear brakes and weber carburetors. The interior had Jaeger instrumentation, Italian leather, an open gated gear leaver, and a large passenger grab handle.

The name Miura was chosen in homage to Eduardo Miura who raised bulls for bullfighting and whose ranch Ferrucio Lamborghini had visited in 1962.

Lamborghini Miura P400

The P400 was the earliest model of the Miura and its name was in reference to Posteriore to its engine location and the '400' referencing the displacement of 4 litri. The V12 engine was the same powering the 400GT at the time and produced 345 horsepower. Between 1966 and 1969, Lamborghini produced 275 P400 models.

Lamborghini Miura P400 S

At the Turin Motor Show in November of 1968, Lamborghini introduced a slightly revised version of the P400 known as the P400S (a.k.a. the Miura S). The interior was given a new overhead inline console with new rocker switches, notched trunk end panels, a locking glovebox lid, a reversed position of the cigarette lighter and windshield wiper switch, and power windows. The exterior received additional bright chrome trim around the headlights and external windows. The engine gained 2mm larger engine intake manifolds and different camshaft profiles, boosting output by 20 hp. Air conditioning was now optional, adding an additional $800 (US) to the base price.

Lamborghini produced approximately 338 examples of the P400S Miura between December 1968 and March 1971.

Lamborghini Miura P400 SV

Continuous fettling and numerous upgrades culminated in the Miura 'Sprinto Veloce' or SV, of which 150 examples were built between 1971 and 1973. The SV models are instantly recognizable from the front for not having the headlight lashes of earlier cars and from the rear for their updated light clusters and flared arches, required to accommodate the new 9-inch-wide wheels. The rear suspension gained a regular lower A-arm taking the place of the inverted A-arm and trailing link arrangement, as well as substantial chassis stiffening. These modifications dramatically improved handling, especially on the limit. Under the rear louvres the V-12 was also fettled and outfitted with four Weber 40 IDL30 triple carburetors for the first time, boosting output to 385 bhp at 7,850 RPM, endowing the Miura with a zero-to-sixty mph time of 5.8 seconds and a top speed of 180 mph. The gearbox now had its lubrication system separate from the engine, which allowed the use of the appropriate types of oil for the gearbox and the engine.

Of the 150 Miura SV examples built, the final 96 received a split sump.

by Dan Vaughan

Coupe
Chassis number: 4578
Engine number: 30618

Throughout its production, the Miura received constant updates, first with the P400 S model, and then best of the breed, the P400SV. The S saw an alleged 20 horsepower increase, better brakes, and chassis stiffening, and was built from late 1968 to 1971. The SV, which debuted at the 1971 Geneva Auto Show, had modified bodywork-mostly distinguished by the headlamps' lack of 'eyelashes.' The Miura SV on exhibit-essentially an S with SV bodywork-is likely the first production prototype presented at Geneva.

This car was given production number 576 and was selected to serve as the rolling test-bed for the SV series. The car was hand-built at Sant'Agata, implementing many of the lessons learned from years of production and development. Developing the latest Mirua included strengthening the chassis, revamping the rear suspension, installing vented disc brakes and breathing on the engine to deliver staggering performance. The Bertone coachwork was restyled to cope with the gains in performance to address deficiencies noted in the preceding P400 and P400 S models. The new design had aggressively flared rear arches, and the 'eyelash' headlamps were deleted for a more purposeful appearance. On the inside, there were subtle modifications to make the cockpit a more civilized environment.

4578 was finished in Fly Yellow and upholstered in black leather. It was put on display at the 1971 Geneva Auto Show were it gave onlookers a glimpse at the SV upgrades that would later typify this model. This car is different front later production versions by such differences as front headlight surrounds, and interior details such as the ashtray.

The car spent the early part of its life in Italy prior to coming to the United States. It was given a restoration in the 2000s in preparation for the 2008 Pebble Beach Concours d'Elegance, where it helped honor the 45th anniversary of Lamborghini.

In 2011, the car was offered for sale at the Gooding & Company auction held in Amelia Island, Florida. As bidding came to a close, the car had been sold for the sum of 1,705,000 including buyer's premium.

Coupe
Chassis number: 4882
Engine number: 30627

The world was introduced to the Lamborghini Miura chassis at the 1965 Turin Motor Show. Requests to provide a body the car came from many Italian coachbuilders, but Lamborghini chose Bertone. The prototype P400 Miura appeared less than a year later at the 1966 Geneva show. It is painted in an orange-red color with a black interior. The rear window was made of Plexiglas and was void of the louvers found on the production cars.

Unconventionally, the engine was placed behind the cockpit and on-top of the gearbox, and shared the same oil sump. The front and rear sections of the car wear constructed from aluminum while the mid-section was sheet metal.

Three more prototypes soon followed and by 1967 the Miura was ready for retail sale. They carried a relatively high price tag at $20,000. Still, 745 examples were ordered. In 1968, Lamborghini introduced the P400S Miura. The 'S' model brought cosmetic improvements to both the interior and exterior. The engine was tuned by reshaping the combustion chambers, fitting four Weber 40IDL-3L carburetors and higher lift cams, resulting in an increase in horsepower. Power rose from 350 to 370. Between 1968 and 1971, a total of 140 examples of the P400S Miura models were produced.

The final version of the Miura was the SV. Additional exterior modifications were made, such as slightly flared rear bodywork to house the wider Pirelli Cinturato tires. Different camshaft timing, bigger valves and a reworked carburetor resulted in an additional 15 horsepower. The interior was much improved, with leather and grab handles.

This 1971 Lamborghini Miura P400 SV is chassis number 4882. It was completed on November 29th of 1971 and was production number 627. When it left the factory it had been painted Fly Yellow with a black leather interior. It was delivered to Carpinelli in Rome who sold it to a gentleman in Switzerland.

The second owner, a California based individual, took possession of the car in 1978. Ownership later changed to Miles Espensen. While in Espensen's care, the car was stripped to bare metal and painted in black. Shortly after the re-painting, it was sold to Paul Forbes. Forbes had the silver wheels and black rocker panels finished with the correct Miura SV gold accent color.

A Japan-based collector purchased the car in 1992. By this point in history, the car had traveled a mere 36,000 kilometers. The car remained in Japan until 2007 when it was purchased by its current owner. It currently has 38,533 km on its odometer.

In 2007 it was brought to the Gooding & Company auction held in Pebble Beach, CA where it was estimated to sell for $690,000 - $825,000. Bidding went slightly higher than the estimates, settling at $869,000 including buyer's premium. The lot was sold.

by Dan Vaughan

Coupe
Chassis number: 4926

The 1971 Lamborghini Miura SV with chassis number 4926 was shown at the 2005 Italiano Concorso where it was awarded a First in Class. It was shown at the 2007 Los Angeles Concours d'Elegance where it was awarded another First Place and Best Post War & Most Elegant award. It is seen here at the 2007 Le Belle Macchine d Italia

by Dan Vaughan

Coupe
Chassis number: 4892
Engine number: 30640

Lamborghini's influence has certainly helped shape and define the supercar arena. Their vehicles are inspiring, memorable, exotic, and offer enviable performance. Lamborghini's Miura, despite its impressive performance, was never proven and campaigned on the world's race tracks by the factory or clients. Although it had been designed for street use, Bob Wallace (Lamborghini's chief test driver and road development engineer), felt it would be a formidable contender against Ferrari and Porsche. Determined to prove this belief, he set out produce a special race-ready Miura that could help bring the company into motorsport. The resulting vehicle was called the Jota. It was built in 1970 as a one-off test bed vehicle and as a contender for FIA's Appendix J race category (hence Jota). Wallace selected the new-for-1971 SV-spec engine with split-sump lubrication for the project. The compression ratio was raised slightly and tuned to produce 440 horsepower at 8,000 RPM. The chassis was stiffened, the rear track widened, the fenders were flared to fit wider rear tires, and the Miura's 'eyebrows' disappeared. The fuel tanks were repositioned from the nose to the door sills resulting in better weight balance. The spare tire was also relocated to just behind the engine. Inside the vehicle, it was completely stripped of all non-essential materials. The windows were replaced with Plexiglas and a single windshield wiper was installed. One-millimeter-thick chrome-moly steel pipes were welded to the ladder chassis, and aluminum sheet skin was riveted over the chassis, forming an aluminum semi-monocoque shell. The entire body was formed from aluminum, whereas the standard Miruas had roofs constructed from steel. Upon completion, the special Jola weighed 1,784.5 pounds and sat four inches lower than the road-going Miura.

Upon completion, the car was put through rigorous and extensive testing, including a 20,000 mile road test. The SV made its introduced at the Geneva Salon in 1971. After the show, Ferruccio Lamborghini scheduled the car to be scrapped, as he had no interest in competition. Luckily, it was saved and sold to Alfredo Belpone in Bresica, Italy, who retained all of its racing modifications. Since the car needed a production certificate, it was given chassis number 5084, an SV-continuation number. Before being sent to Belpone, the car was restored and its racing upgrades were preserved. Shortly after receiving the car, it was crashed and burned on a closed autostrada while being tested. The original (and intended to be only) Jota was never rebuilt.

Several customers requested similar modifications be added to their cars. Five (and possibly as many as seven) Miura SVJs were built. Inside, they retained their original interior and creature comforts. SVJ modifications included the engine tuning, exhaust, suspension and brake cooling upgrades.

One of the cars to receive the Jota specifications upgrades was chassis number 4892. It was constructed by the factory in July of 1971 as a Miura SV that was finished in white with a blue interior. It was sold new to Dr. Alcide, of Rome. It is not known when the upgrades were performed; there is a letter issued by Lamborghini in 1974 listed it as a 'P400 Miura SV Mod. Jota' at that time.

Chassis number 4892 was given engine modifications including a wet-sump engine. The car was refinished red at that time and imported to Japan by Tomita Automobile Inc. It was cared by two more owners before Kazuo Takahashi restored it in the late 1980s. It came to the United States in 2007 and was shown at the 2007 William K. Vanderbilt Jr. Concours d'Elegance in Newport, Rhode Island, where it earned the Vanderbilt Award. A short time later, the car was given a complete restoration which took two years and cost $225,000. Upon completion, the car was painted in its current shade of Rosso Granda.

The current caretaker acquired the car in 2010.

by Dan Vaughan

Coupe
Chassis number: 4512

This Miura is an 'S' variant fitted with a four-liter alloy V12 quad-cam engine with Weber carburetors and 370 horsepower. There is a five-speed manual gearbox and a sheet steel platform chassis with aluminum body panels. There are four-wheel disc brakes and an independent front and rear suspension system comprised of A-arms, coil springs with tubular shocks and anti-roll bars.

The 'S' version of the Miura, meaning 'spinto' or tuned, had updated brakes, a more powerful engine, and many other enhancements. It was faster and more luxuriously appointed, capable of racing from zero-to-sixty in just 5.5 seconds with top speed of 177 miles per hour. In April of 1970, Road & Track magazine declared the Miura as 'An exercise in automotive art.'

This example was completed on February 10th of 1970 and is production number 461 of the 765 total Miura models produced. 338 examples were the P400 S models. It is an original, low mileage example that has just 23,500 miles since new. The current owner purchased the car in 1997.

In 2009, this Lamborghini Miura P400 S was offered for sale at the Automobiles of Arizona auction presented by RM Auctions. It was estimated to sell for $400,000 - $450,000. The lot was sold for a high bid of $308,000 including buyer's premium.

by Dan Vaughan

Coupe
Chassis number: 4764
Engine number: 2187

This Lamborghini Miura S left the factory on November 21st of 1970, one of the second series models. The original owner was Michael Ballastare who ordered it from the US Lamborghini distributor Alberto Pedretti. Mr. Ballastare specified that the car was to be painted Amaranto (dark red) to match his Ferrari 275 GTB. He then traveled to Italy to accept delivery of his Miura.

Mr. Ballastare kept the car until April of 1997 when it was acquired by Tom Shaugnhessy of Costa Mesa, California. Mr. Shaugnhessy gave the car a restoration that lasted five years. The engine and transmission were rebuilt and the body work was done under the direction of former Lamborghini factory engineer Bob Wallace. Many of the improvements of the SV models were incorporated into this car, including reinforcing the floor pan, as well as separating the gearbox and engine sumps for improved mechanical longevity.

In 2010, this car was offered for sale at the 2010 Pebble Beach auction presented by Gooding & Company. The car was estimated to sell for $500,000 - $650,000. As bidding came to a close, the car had been sold for the sum of $533,500 inclusive of buyer's premium.

by Dan Vaughan

Coupe

This rare Lamborghini Miura was first sold to a friend of Ferrucio Lamborghini with additional features, including the limited-slip differential that was only included on ten Miura SVs. The SV is the most powerful Miura model with different cam timing and upgraded carburetors. One hundred fifty SVs were built and can be distinguished by the lack of 'eyelashes' around the headlamps as well as the different taillights. This car was garaged in 1981 and remained there for over thirty years. It was acquired by its new owner and brought back to life by the Lamborghini factory.

Coupe
Chassis number: 4832
Engine number: 30616

This Muira S is a very late S and retains the most prominent styling feature of the P400 model. The Miura was designed by Marcell Gandini and the design was executed by Bertone. A mid -mounted transverse V12 engine provides power, this car was monumental in its influence on the direction of all future Lamborghini models. One of the more defining features of this design, the headlight eyebrows can be seen. As a late production S it also received many of the SV model upgrades, such as 9-inch rear wheels and air conditioning.

While under development, the car was referred to as the P400 chassis. The 'P' meaning Posteriore on the engine placement and the 400 referencing its 4 liter displacement. It is interesting to note that in order to shorten the wheelbase for the chassis, it was decided to share the lubrication system of the engine and gearbox in order to compact the drive-train.

This Muira S was purchased from the estate of David Walters, a collector from Beverly Hills, CA. The car spent much of its time on the island of Kauai in Hawaii where the Mr. Walters was a real estate developer. The car was consigned to Canepa Motorcars in Scotts Valley, CA. A friend of the current owner saw this Muira S on display at Canepa's and it was acquired over the phone by the current owner.

This Miura is number 609 of 760 built (chassis number 4832). It features a 375 horsepower V12 engine, mounted transversely, with integral 5-speed transaxle. This is a very unique Miura as this was when the model year (S to SV) was occurring and you can see that the factory used some components from each model. It was produced on St. Patrick's day in 1971 along with a group of 8 to 10 cars that were the last of the S models.

As Lamborghini's flagship car, the Miura received periodic updates and remained in production until 1972, and was not replaced in the automaker's lineup until the Countach entered production in 1974.

Coupe
Chassis number: 4942

Completed on September 22, 1971, this Miura SV was built during the first year of SV production, which saw a total production of 70 models. It was delivered on October 8th wearing Giallo Miura and a black interior, to German Lamborghini importer H. Hahn. From there, it is believed that the car travelled directly to Japan, where it remained for 3 decades and was later featured in a 2004 issue of Japanese magazine Supercars for a tract test.

After the publication of the article, the car found its way to a new owner, who commissioned a full restoration. The car was painted orange, but unfortunately, the paint was improperly cured and the finish was ruined as a result. At that point, the restoration was halted, and in 2007, the car was sold 'as is' to a Rancho Santa Fe collector, who decided to continue with the restoration.

The car has black leather seats with blue inserts and a black vinyl dash. It is finished in yellow that appears almost orange.

The car's subsequent full rebuild took more than a year to complete. Just 1,000 kilometers have been put on the odometer since that time.

This Miura has resided with its current owner in Toronto since 2010.

by Dan Vaughan

Coupe
Chassis number: 4906
Engine number: 30651

Owners of the Lamborghini Miura SV included Miles Davis, Frank Sinatra, Elton John, the Shah of Iran, and Rob Stewart. This example was completed by the factory on July 23, 1971. It was built during the first year of Miura SV production as a European-specification example, wearing production number 650, and was given a single-sump V-12 engine which offered 385 horsepower. Its original color was Rosso Corsa, fitted with a Nero interior, and then delivered new to S.E.A., Lamborghini's official distributor in Rome. It is believed it spent at least 10 years in Europe before it was shipped to the United States, where it was owned by Wayne Nelson in the 1980s, presumably having been imported by Joe Nastasi, a U.S.-based Lamborghini distributor. Dr. Bill Rozzi acquired the car in 1994 with 21,000 kilometers on the car's odometer. In 1997, it was purchased by Bill Rice, of Westlake Village, California. The car was then entrusted to Lamborghini specialist Jeff Stephan for a concours-quality, no-expense-spared restoration. The work began in early 1998. It was refinished in its original shade of Rosso Corsa and fitted with gold Campagnolo wheels, which had matching gold rocker panels. The interior was given a biscuit leather with matching carpets. After the cars restoration, it was premiered at the 2001 Lamborghini Club West National Meet in Monterey at Concorso Italiano and took home Best of Show honors out of a field of 25 other Miuras. Over the years that followed, it acquired many similar accolades at concours events, taking First in the Miura class at Concourso Italiano in 2007, Best of Show at the Thousand Oaks Car Classic, and Best in Class at the 2010 Avila Beach Concours d'Elegance.

The current owner acquired the car in early 2012.

by Dan Vaughan

Coupe
Chassis number: 4846

This Lamborghini Miura SV is the 1971 Geneva Motor Show car. It is the pre-production model for the subsequent Miura SV production. It was unveiled at the 1971 Geneva Motor Show on Bertone's stand (while Lamborghini showed its new Countach), and carried over parts from the previous Miura S as well as introducing new features that would be seen on later SVs.

The car has recently been treated to a restoration by Lamborghini PoloStorico and is finished in green Verde Metallizata with tan leather. It made its restoration debut at the 2016 Amelia Island Concours.

Lamborghini PoloStorico followed the original production sheet and records held by Automobili Lamborghini during the restoration, and every component was restored or replaced. Original Lamborghini parts were used throughout, from bodywork to repainting the car in its original color, refurbishing the interior and overhauling the engine.

Lamborghini PoloStorico officially opened in spring 2015, supporting historic models and Lamborghini's heritage through four main areas: restoration of historic Lamborghini models; archive management; original Lamborghini spare parts for which around 70% of the historic car parc is covered; and official certification of Lamborghini historic cars.

by Dan Vaughan

Coupe
Chassis number: 4912

The Lamborghini Miura Spinto Veloce, or SV for short, was the final and most developed incarnation of Lamborghini's seminal supercar. The SV was completely redesigned, with a wider rear suspension and longer wishbones, which made the chassis nearly 2 inches longer than the S. To handle the extra power of the 385 horsepower V12, larger Campagnolo cast magnesium wheels were fitted as standard. The first SV chassis was sent to Bertone for Marchello Gandini to redesign the rear bodywork, and other necessary changes were made so the SV really stood out from the crowd.

Completed in October 1971, this Miura SV is the only example finished in Bleu Medio, and it is one of 11 with a single-sump V12 engine. It was shipped new to the United States and resided in Texas until 1979. It was sold to Japan in 1992, where it remained for the next 20 years. Its current owner has restored it, and it appears in its original and unique color scheme.

Coupe
Chassis number: 3408

The Lamborghini Miura is a transverse mid-engine rear-wheel drive sports car that was produced by Italian automaker Lamborghini between 1966 and 1973. A total of 764 vehicles were produced during those years. The car is widely considered to have instigated the trend of high performance, two-seater, mid-engine sports cars. When released, it was the fastest production road car available.

The second generation of the P400, the Miura S, was shown at the 1968 Turin Motor Show and included a number of upgrades to the interior and slight changes to the body detail.

This Miura S, presented in traditional Lamborghini Arancio orange, wears the 611th body built by Bertone, which was delivered to the Lamborghini factory in Sant'Agata Bolognese near Modena for finishing in early 1971. This late example with the unmistakable Miura S 'eyelashes' was delivered to its first owner, in Italy, that summer. It came to the United States a year later, and its second owner kept it for the next 40 years. It was found and brought back to life by its current owner in 2012.

Coupe
Chassis number: 4920
Engine number: 30655

The Lamborghini Miura SV brought with it an improved suspension which helped alleviate some of the front-end lightness that plagued the earlier cars. The Miura SV received a more aggressive stance, rear bodywork, larger carburetors, and different cam-timing. The engine offered 385 horsepower, zero-to-sixty mph was accomplished in 5.8 seconds, and top speed was quoted at 180 mph.

Lamborghini built 150 examples of the Miura SV which accounted for 20% of the entire production run. 1971 was the model's first production year, and around 70 examples were built during that year.

This particular example is fitted with Borletti air conditioning which had a price of $555, and it is believed that 30 examples were fitted with that option, and only 11 single-sump Miura SVs. The exterior color is Rosso Corsa, one of 46 cars finished as such. The interior is trimmed in black leather upholstered, and the engine is number 30655. The car left the factory with chrome bumpers, an external fuel filler cap, and custom slats in the front clamshell.

This Miura SV was one of 49 examples to remain in the home country. In August of 1971, it was invoiced to an unnamed first owner. Around six or seven years later, it was acquired by Claudio Zampolli. Zampolli kept the Miura SV at his home in Southern California, registering it with California vanity plates 'SV BULL.' At some point, Mr. Zampolli had his SV sent back to Italy where it was restored in the Cizeta Automobili factory - a Company he had formed in Modena in the 1980s. In 1995, the car was purchased by Louis Puccio of Anaheim. Mr. Puccio displayed the car at several events including The Quail: A Motorsports Gathering, in 2006. It won a 1st in Class at both the 2006 Palos Verdes Concours d'Elegance and the 2009 Los Angeles Concours d'Elegance, as well as a 3rd in class at the Palos Verdes Concours in 2009.

The next owner was Dr. Alex Albarian of Glendale, California, who commissioned his own restoration of the Miura, removing the car's external fuel filler and special slats, replacing them with standard and factory-correct components. While in Dr. Albarian's care, the car was awarded a Best in Class at Palos Verdes.

The current caretaker acquired the car shortly after the completion of the restoration.

by Dan Vaughan

Coupe
Chassis number: 4761
Engine number: 30580

This unique Lamborghini Miura P400 S is one of approximately 50 cars built with 'transitional' features. Among them are the narrow fenders, signature 'eye lashes' framing the headlights, larger venturi Weber carburetors, ported intake manifolds and cylinder heads, a reinforced frame with improved airflow ventilation for both radiator and engine compartment cooling, CV joint rear axles, and vented SV-style brakes.

The original owner of this U.S.-specification Miura was a 19-year-old Iranian coed attending college at the University of California, Berkeley. It was purchased by her parents and she was supposed to list it for sale upon its arrival on the West Coast, likely as a means of transferring money out of Iran. Instead, the daughter decided to keep the car and she drove it for roughly two years until it was laid up following an incident. The damage was localized to the front right headlight area of the car, but the Miura's design and the intricate shaping and fit of its clamshell aluminum hood presented too great of a challenge for local repair shops at the time.

The Miura was later acquired by a San Mateo body shop owner who intended to make the repairs and return it to the road. He acquired parts from the Lamborghini factory in 1977, yet the project never moved forward.

The current caretaker acquired the car four decades later, and a team of experts was enlisted to recommission the long-dormant vehicles. Repairs to the fender were repaired by Steve Beckman's Costa Mesa, California-based Beckman Metal Works. The work took eight months to complete, as Beckman reconstructed the car's damaged nose, using parts sourced from the Lamborghini factory several decades ago.

Chris Morgan of Morgan Images stripped the remaining paint off the body to bare metal. The original Gray-White can still be seen in the untouched door jambs and the front bulkhead of the car.

Jeff Stephan was tasked with repairing the mechanical components, including a restoration of the fuel manifold, rebuilding the oil and water pumps, and installing new aluminum cooling tubes and brake lines. The valve springs were shimmed and adjusted, the twin distributors restored and timed, and the engine timing chain tensioners were serviced. The Weber carburetors were restored to as-new condition.

by Dan Vaughan

Coupe
Chassis number: 4928

The Miura was one of the world's first supercars and is said to have been conceived by the Lamborghini team without the consent of its fearsome leader, Ferruccio. This Miura SV, bodied by Bertone, is one of the last in the Miura series, and as such benefited from several developments, including Weber carburetors, additional torque, and horsepower increased to 380. Externally, the car lost the fanciful 'eyelashes' over the headlights, gained girth in its fenders, and boasted redesigned taillights. Only 150 Miura SV cars were built and this is one of a handful of cars finished from the factory in Bianco. This Miura spent most of its life in the family-owned collection of the German spirits company Kuemmerling.

Coupe
Chassis number: 4878
Engine number: 30644

This P400 is regarded by aficionados as the ultimate development of the Lamborghini Miura. Factory delivered with dry sump lubrication and limited-slip differential, this car is one of only 150 SVs built - the nomenclature 'SV' or 'Spinto Veloce' translates as 'tuned to be fast' - an appropriate label for 385 horsepower with a top speed of 180.

This car was purchased new by French industrialist Jacques Dembiermont in 1971, was uniquely configured for the VIP client, and was the only Miura to leave the factory with a dry sump engine, making it one of the most special Lamborghini in existence. Affectionately dubbed 'Mr. Gold' by the 28-year-old current owner, this Miura has been a regular celebrity on the London scene.

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.

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