LAMBORGHINI

If the first models to come out of the Sant’Agata Bolognese factories didn’t make as much of an impact as the red cars from Maranello, it was mainly because of their limited distribution and lack of sporting commitment. However, at the 1963 Turin Motor Show, the presence of a brand new manufacturer in the small world of sports cars did not go unnoticed. The prototype exhibited by Lamborghini, until then known more for its tractors and heaters, shook up the established references. Born under the astrological sign of the bull, Ferrucio is a go-getter and a besogner. When he has an idea in mind, nothing can stop him. His idea was to compete with Ferrari. It’s worth noting that Zagato modified two 350 GTs into the 350 GTZ, with its own bodywork, but made by Zagato, not Lamborghini.

In association with Touring, Lamborghini presents this 350 GTS or 350 GT Spyder. Only slight modifications are made to the Coupé, obviously the roof is removed and the windows reworked. The dashboard and centre console have also been reworked. These models were fitted with the original hard top. 2 were built by the factory in 1965, and one coupé was modified by the factory in 1982 for a French customer. 3 rarities whose value is hard to put a figure on…

Presented at the 1966 Geneva Motor Show, the 400 GT 2+2 was distinguished from the 350 by its 2+2 coupé architecture on the same 2.55m wheelbase. The main distinguishing feature was the twin headlamps. Harder to spot are the slightly lowered floor and the slightly raised roofline created by the Touring coachbuilder. The V12 engine has also been enlarged to 3929cc by increasing the bore, producing 320bhp at 6500rpm, a development that is also offered on the 2-seater coupé. More powerful, but also heavier (1,500 kg) due to the use of steel body parts rather than alloy as on the 350 GT, the 400 GT 2+2 did not really improve in terms of performance, but still offered a top speed of 270 km/h. The engine is mated to a smooth and quiet 5-speed ZF gearbox.

The Lamborghini 350 GT was a moderate success, with 141 chassis produced between ’64 and ’67. In 1967, it was definitively replaced by the 350 GT 4.0L (23 examples called the 400 GT) and the 400 GT 2+2 (247 examples). A total of 411 chassis were sold, but their performance was already well ahead of the competition. Although extremely rare, the Lamborghini 350 GT and 400 GT were overshadowed by the spectacular Miura, which was to establish the brand’s credentials.

The Miura was an aesthetic revolution in 1966 and orders poured in quickly, but behind the scenes, development was far from complete. It didn’t finally go on sale until the spring of 1967, although there were still a number of problems, such as cabin ventilation, suspension settings and the transmission with self-locking differential, which was eventually abandoned. To extract hot air from the engine compartment, blinds replaced the glass rear window of the car exhibited in Geneva. Although the Miura was intended to be a marginal model with a strong image, demand for it far exceeded the factory’s production capacity. This 1st version will therefore remain a model with room for improvement… A Spider Miura was presented at the Brussels Motor Show in 1968, but it was never marketed.

The history of Lamborghini is made up of great successes, but also of bitter failures that time has made us forget, or almost forget. The Lamborghini Islero falls into this category. And yet, despite its fatal early mistakes, the Islero has been criticised by many for being a mere evolution of the 350 GT, with even a clear resemblance to the very first project, the 350 GTV, in terms of the front end with retractable headlights. It is considered too classic. Unlike the Espada, the Islero was far from unanimously acclaimed in terms of styling, although Ferrucio preferred the Espada because it remained the most faithful to his vision of Gran Turismo.

Often referred to as the Espada (for short) or the Espada Serie I, this four-seater coupé with its extravagant lines is a real eye-catcher, with an astonishingly modern look. The Espada – Spanish for sword – offers performance similar to that of the Miura supercar, but for four people. A worthy heir to the 400 GT 2+2 coupés that launched the brand onto the international scene. And this time, it really will be a success. The four occupants are comfortably seated in a highly luxurious ambience that can be customised at will by the customer. While air conditioning is very much in demand, some models are also equipped with a television or mini-bar!

By the summer of 1969, only 125 examples had been ordered and delivered. Lamborghini tried to put things right with the launch of the Islero S, revised in many respects and with an upgrade of the V12 to 350 bhp, as on the Espada, which further raised its remarkable level of performance. But the Islero’s catastrophic reputation and overly conservative design condemned it to a short career. In 1970, after selling 100 models of its Islero S, Lamborghini withdrew it from the catalogue and suffered heavy financial losses.

At the 1968 Turin Motor Show, Lamborghini presented its first evolution of the model, the Miura P400 S. Its aim was to correct the main shortcomings in terms of finish and comfort. The seats and steering wheel were redesigned. The car’s windows are now fitted with electric controls, while the dashboard features a comprehensive instrumentation package. The car’s chrome window frames are also striking. In terms of differences, the Miura P 400 S is 2 cm longer and 2 cm wider. Its height also increased by 5 cm and its weight rose to 1,050 kg, then 1,125 kg in 1970 and finally 1,250 kg in 1971 as a result of upgraded equipment and chassis reinforcements.

At the Brussels Motor Show in February 1970, Lamborghini offered a significantly revised engine known in Lamborghini literature as the “GTE”. This Espada “Series 2”, as it was also known, borrowed much of the Miura S’s powertrain. The brakes have also been revised, with 4 ventilated discs. The Espada Series II is distinguished by its small additional window on the boot in place of the Bertone grille, while in the passenger compartment the instrument cluster is now only in one section, compared with two tiers on the Series I. The console has also been modified, and power steering is now available as an option.