Overview

In the pantheon of classic sports cars, the Lamborghini Miura holds a place of reverence, a masterpiece that not only redefined what a sports car could be but also established Lamborghini as a marquee synonymous with the pinnacle of automotive design and engineering. Unveiled in 1966, the Miura was nothing short of revolutionary, a dazzling blend of speed, style, and raw power that captured the imagination of car enthusiasts around the world.

The Birth of an Icon

The genesis of the Miura can be traced back to the mid-1960s, a period when Lamborghini was more associated with grand touring cars than with the high-performance sports cars. The idea for the Miura came from three young engineers at Lamborghini, Gian Paolo Dallara, Paolo Stanzani, and Bob Wallace, who worked on the project in their spare time, envisioning a car that would outperform anything from Ferrari or Maserati.

The Miura's design was revolutionary, featuring a mid-engine layout that was unheard of at the time for a road car. This configuration, where the engine is mounted behind the driver but in front of the rear axle, offered superior weight distribution, which significantly enhanced handling and performance. The car was powered by a 4.0-liter V12 engine, which delivered an astonishing 350 horsepower, enabling it to reach speeds that were almost unheard of for road cars at the time.

A Design Masterpiece

Perhaps the most striking aspect of the Miura was its breathtaking design, penned by the legendary Marcello Gandini at Bertone. The car's sleek, aerodynamic lines, distinctive "eyelash" headlamps, and mid-engine layout gave it a futuristic appearance, while its scissor doors became a signature Lamborghini feature, emulated in many of its subsequent models. The Miura's design was not just about aesthetics; it was integral to its aerodynamic efficiency, helping it slice through the air with minimal resistance.

The interior of the Miura was equally impressive, reflecting the luxury and sophistication expected of an Italian supercar. It was a blend of comfort and sportiness, with leather upholstery, a state-of-the-art instrument panel, and a design that was both elegant and driver-focused.

Legacy and Impact

The impact of the Miura on the automotive world was profound. It set new standards for performance and design, and its mid-engine layout became the standard for high-performance sports cars. The Miura was more than just a fast car; it was a statement, a symbol of technological prowess, and artistic beauty, a car that could turn heads as easily at high speeds as it could standing still.

Today, the Lamborghini Miura is revered as one of the most beautiful and influential cars ever made. It's not just a classic car; it's a piece of automotive history, a testament to the ingenuity, passion, and vision of its creators.

Only three years after the first Lamborghini prototype appeared at the 1963 Turin Motor Show, Miura number 1 was parked on the Place du Casino during the 1966 Monaco F1 week. The car shared its name with the fierce fighting bulls from Seville and it was completely different from anything Ferrari had on offer. Ferruccio said “the Miura is for the keenest sporting driver who wants the ultimate in looks and performance.”1 It caused a stir that weekend and had to be one of Ferruccio Lamborghini’s best moments.

efore the Miura, Ferruccio had established himself as a successful industrialist and decided to take on Ferrari with a series of high-quality grand tourers known as the 350 GT and 400 GT. These laid foundations for the Miura, such as the V12 engine designed by ex-Ferrari engineer Giotto Bizzarrini to have as much available horsepower as possible. Initially, this high-revving, 3.5-liter V12 produced a maximum output of 360 bhp at 9800 rpm and was enlarged on the SV to 3929cc for a reported 385 bhp. For the Miura, it was formed from a single aluminum casting that combined the cylinder blocks, crankcase and transmission.

Gian Paolo Dallara and assistant Paolo Stanzani designed the unique steel tub chassis that placed Bizzarrini’s V12 engine directly behind the driver in a transverse position. They were inspired by both the Lola GT, a race car developed by Eric Broadley that lent its chassis tub design to the Ford GT; and the Austin Mini with its transverse engine that had a common crankcase for the engine and transmission. The final design was first presented as a bare chassis at the 1965 Turin Motor Show where everyone could admire its radical layout and only imagine what the final product would look like.

Although the Miura chassis design could be mistakenly interpreted as a race chassis, Ferruccio had a strict no-racing attitude. He wrote a policy in the company’s bylaws that prohibited racing and avoided the pitfalls of expensive development by trying to intercept Ford vs Ferrari at Le Mans. Instead, the Miura was destined to be a road car of the highest order.

At the Turin show, design of the Miura’s body was still up for grabs and at the end of the show Ferruccio gave Nuccio Bertone the job as he was well suited for series production at Carrozzeria Bertone SpA. Initial sketches were laid out by Giorgetto Guigiario who thought he was designing a new Bizzarrini. When he left the firm, Marcello Gandini finished the work which included a lower nose that repositioned the front radiator. Bertone then sent Gandini on vacation while he finalized the design himself before submitting to Lamborghini. Due to these three talented men, the Miura didn’t have a wrong line anywhere. Later, Carrozzeria Bertone became responsible for manufacturing the Miura bodies and interiors on chassis produced by Marchersi. Final installation of the engine, transmission and suspension were completed at Lamborghini’s factory in Santa’Agata Bolognese.

The first completed prototype was painted orange and personally driven by Bertone to the 1966 Geneva Motor Show where it became the highlight of the event and overshadowed the debuting Ferrari 330GTC. Furthermore, with a press release proclaiming 198 mph, everyone in Maranello took notice. A later trip down to Monte Carlo for the F1 weekend was another resounding success.

Initially, orders exceeded production and Lamborghini had to only worry about manufacturing. Several pre-production prototypes were built and tested which varied only slightly to the final production specification. Over time, upgrades and small details were changed, but a huge update called the SV was planned in 1971 starting with chassis 4758. The main focus of the SV was a new rear suspension that made the car much wider. Longer wishbones were fitted that added 1.5 inches of length. Furthermore, larger Campagnolo cast magnesium wheels were added with wider Pirelli Cintaurato tires. Many of these changes were undertaken by chief test driver Bob Wallace in conjunction with Claudio Zampolli and greatly improved handling of the Miura.

The result was a much more aggressive car that emphasized the Miura’s rear-engine power. Options such as Borletti air conditioning were also offered for the first time and fitted as standard on cars shipped to America. Only 30 cars were fitted with this essential option.

In the end, the Miura SV was a remarkable performer. Lamborghini’s own specification listed a horsepower of 380 bhp and a top speed of 180 mph but these were probably exaggerated figures compared to any regular production model. In fact, only around 350 bhp was produced from a standard SV engine and the top speed is actually slower than the P400S model due to the larger tires.

Eventually the oil crisis and lack of demand halted Miura production in 1973 after nearly 150 cars were completed. By this time, development emphasis had been placed on the Countach which the public first saw in 1971. In April of 1972 Ferruccio sold off his controlling shares of the Lamborghini, probably because he achieved everything he had set out to do with the Miura.