Lamborghini Miura

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Lore & Background

The Miura was originally conceived by Lamborghini's engineering team—Giampaolo Dallara, Paolo Stanzani, and Bob Wallace—who designed the car in their spare time against the wishes of company founder Ferruccio Lamborghini, who preferred powerful yet sedate grand touring cars. When the development mule was revealed to Ferruccio, he gave approval for its development to continue. The rolling chassis was presented at the 1965 Turin Auto Show, and the prototype P400 debuted at the 1966 Geneva Motor Show, receiving stellar receptions from showgoers and the motoring press alike, each impressed by Marcello Gandini's sleek styling and the car's revolutionary mid-engine design.

Reader's Guide

The Miura established the mid-engine layout as the standard for high-performance sports cars, influencing countless successors. Its success helped solidify Lamborghini's reputation as a maker of exotic, race-derived road cars. The car gained worldwide attention when it was chosen for the opening sequence of the original 1969 version of The Italian Job. The Miura received periodic updates—P400, P400S, and P400SV—and remained in production until 1973, after which the Countach entered the lineup amid tumultuous financial times for the company.

Did You Know?

• The Miura's prototype debuted at the 1966 Geneva Motor Show with its hood locked shut because the engineers hadn't verified the engine fit; the engine bay was filled with ballast instead.
• The name 'Miura' comes from the famous Spanish fighting bull breeder, and the car's badge was newly created for the model.
• Miles Davis crashed his Miura in October 1972 on the West Side Highway at about 100 km/h while under the influence of cocaine, breaking both ankles and totaling the car.
• The final 96 SV models had a split sump, separating the engine and gearbox lubrication so each could use the correct type of oil.
• The Miura was chosen for the opening sequence of the original 1969 version of The Italian Job.

A Secret Project Born in the Engineers' Hours

The Miura did not begin as a company initiative. In 1965, Lamborghini's three senior engineers—Giampaolo Dallara, Paolo Stanzani, and Bob Wallace—stayed late at the workshop, sketching and building a prototype they called the P400 in their own spare time. Their goal was a road car with genuine racing credentials, something that could compete on circuit and still be driven daily. They worked at night, hoping to keep the project quiet enough that founder Ferruccio Lamborghini would not object, since he favored stately grand tourers over the aggressive machines his rival Ferrari produced. When the rolling chassis finally caught Ferruccio's eye, he relented and granted the team full freedom, seeing in the P400 a potentially powerful marketing asset. The result was a car that would redefine what a production sports car could be, built not by corporate mandate but by three men who simply could not stop working on it after hours.

The Transverse Revolution

Before the Miura, high-performance cars typically placed their engines at the front or in a longitudinal mid position. Lamborghini's P400 broke that mold by mounting its 3,929 cc V12 transversely across the rear of the chassis, driving the rear wheels through a compact drivetrain. Space was so tight in this layout that the engine block, gearbox, and differential were effectively merged into a single casting—a design choice inspired, in part, by the Morris Mini's integrated powertrain. This shared-lubrication arrangement persisted through most of the production run, only being separated in the final 96 SV models so that the engine and transmission could each use their own oil. The result was a car that, at its 1966 unveiling, was the fastest production automobile on the planet, and it established the rear mid-engine, rear-wheel-drive formula that would become the default architecture for performance sports cars for decades to come.

From Ballast to Badge — The Geneva Debut

The prototype P400 was meant to be shown at the 1966 Geneva Motor Show with Bertone's sleek bodywork, finished mere days before the event. In the rush, none of the engineers had verified whether the engine actually fit inside its compartment. Committed to displaying the car, the team stuffed the engine bay with ballast and locked the hood shut for the entire show—a tactic they had used three years earlier for the 350GTV. Sales director Ubaldo Sgarzi had to turn away journalists who wanted to inspect the powerplant. Despite this embarrassing workaround, the car stole the show. Marcello Gandini's flowing styling and the revolutionary mid-engine concept left both the public and the motoring press in awe. The response was so overwhelming that Lamborghini committed to production within a year, christening the car "Miura" after the legendary Spanish bull-breeding family and incorporating the name into a newly designed company badge.

Celebrity, Cinema, and a Lasting Name

The Miura's cultural footprint stretched far beyond the motoring world. It opened the original 1969 film The Italian Job, placing its silhouette before millions of cinema audiences. Frank Sinatra owned a P400S, and jazz great Miles Davis kept one in his garage—until October 1972, when he lost control at roughly 100 km/h on the West Side Highway while under the influence of cocaine, shattering both ankles and destroying the car. Guitarist Eddie Van Halen later captured the Miura's V12 roar on the Van Halen track "Panama." Production of the P400 ran from 1966 to 1969 (275 units), the P400S from late 1968 to early 1971 (roughly 338 units), and the P400SV carried the name through 1973. A year after the Miura's retirement, the Countach entered the lineup during a period of financial turbulence, but the Miura's legacy as the car that made the mid-engine layout the industry standard endured.

Common Misconceptions (Editorial)

Some people believe the Miura was designed with Ferruccio Lamborghini’s full support from the start, but in fact, the engineering team developed it in their spare time against his wishes—he only approved it after seeing the development mule. Another common misconception is that the Miura’s prototype at the 1966 Geneva Motor Show had its engine installed and running; in reality, the hood was locked shut because the engine fit hadn’t been verified, and the car was displayed with ballast in the engine bay.

Why It Matters (Editorial)

The Miura endures not just as a stunning design icon, but as the car that invented the blueprint for the modern supercar—a mid-engine, rear-wheel-drive layout that nearly every high-performance sports car since has followed. Its creation was a quiet rebellion by engineers who believed in a bolder vision, proving that even in a company built on grand touring luxury, the pursuit of raw speed and innovation can redefine an entire industry.