Tumgik
#Gian Paolo Bertone
titopresi · 3 years
Video
Jazz and Jazz
flickr
Jazz and Jazz da Tito Presi Tramite Flickr: Jazz . Vladimiro Carboni, Tito Presi, Gian Paolo Bertone, Alberto Benicchi.
1 note · View note
our-mrs-saku-love · 4 years
Text
The Lamborghini Countach: History, Generations, Specifications
Tumblr media
All things Lamborghini Countach on Automobile.
Lamborghini Countach Essential History
Lamborghini Countach Origins The Lamborghini Countach was one of the last models to be built under the control of eponymous brand founder Ferruccio Lamborghini, in an effort to improve upon the comfort, eye appeal, and performance of the revolutionary Miura. In 1970, Project LP112 was the code name given to what would ultimately become the Countach, the final name chosen after a styling assistant uttered the Piedmontese term "contacc!"—an excited term of awe—upon seeing the final concept slated to debut at Geneva in 1971.
Nevertheless, it would take until 1974 for the production Countach LP400 to finally be ready. By then, Ferruccio Lamborghini's finances were looking dim, having both his tractor business and Lamborghini Automobili as well. He retired to the country to produce wine, while Lamborghini's new owners struggled to make the Countach a sales hit. By 1980, Lamborghini Automobili was in bankruptcy. When new owners came into the picture in 1982, the Countach was finally federalized for U.S. sales—a market that would come to be the automaker's largest.
Lamborghini Countach Evolution Through the years, the Countach was continually evolved. The earliest 1974 models, known as "Periscopio" for their unique periscope-style rear-view mirror setup, are the purest from a styling standpoint, without the cacophony of scoops, vents, wings, and flares that would come to epitomize the later cars. A Bizzarrini-designed 3.9-liter V-12 engine produced roughly 375 hp in a relatively light tubular space frame chassis designed by Paolo Stanzani. The frame was covered by striking wedge-shaped bodywork with futuristic scissor doors as styled by Marcello Gandini while at Bertone.
In 1978, the Countach LP400 S was introduced. Here we begin to see the styling take on extra flash with wider fender flares, wheels, and tires, and the introduction of the Countach's iconic and gargantuan V-shaped rear wing. Engine capacity was increased in 1982 to 4.8 liters, resulting in another name change to Countach LP5000 S.
Lamborghini Countach Final Years For 1985, the Countach LP5000 QV was introduced, QV standing for "quattrovalvole," or four-valve in Italian. True to its name, the now-5.2-liter V-12 was given a four-valves-per-cylinder head for increased efficiency, as well as another bump in output to 455 horsepower when equipped with six downdraft Weber carburetors (leading to these being commonly known as "Downdraft" cars), or 415 horsepower with the Bosch fuel injection U.S.-market cars received to meet Federal emissions standards. American-spec cars also got larger, heavier impact bumpers than their European counterparts. Arriving in 1988, the 25th Anniversary Edition Countach received an even more outrageous restyle by Horacio Pagani, who would go on to form his very own supercar company some years later. With an excess of dramatic styling strakes over gaping ducts and airfoils, the 25th Anniversary Edition Countach was often seen as a tribute to 1980s excess as well as a caricature of the earliest Periscopio models. The Countach was finally discontinued to make way for the Diablo in 1990.
Lamborghini Countach Highlights Although the Lamborghini Countach was unquestionably one of the premiere performance cars and styling sensations of its day, that still wasn't good enough for some elite enthusiasts. When Walter Wolf, owner of Formula 1 racing team Wolf F1 Racing, took delivery of his LP400 in the mid-1970s, he decided the car wasn't up to his expectations. Back it went to Lamborghini where a special 447-horsepower 5.0-liter V-12 went in the mid-mounted engine bay, while special styling modifications—including large fender flares and a rear wing—would foreshadow changes later made to the production Countach.
Additionally, while Ferruccio Lamborghini was famously uninterested in motorsports (costing him the employment of Gian Paolo Dallara as chief engineer), the Countach was used as the official safety car for the 1980-'83 Monaco Grand Prix Formula 1 race weekend.
A Countach Evoluzione prototype was built by Lamborghini around 1987, which essentially served as an engineering exercise ahead of the development of the Countach's successor, the Diablo. This car heavily featured composite materials in its construction, had a unibody chassis which replaced the previous steel tube frame, and incorporated various aerodynamic improvements, some of which would be seen on the 25th Anniversary Edition of 1988-'90. An all-wheel drive powertrain was also tested, a nod to the all-wheel-drive Diablo variants to come. The single Countach Evoluzione that was built is no longer in existence.
Lamborghini Countach Buying Tips Lamborghini Countach values have swung wildly through the years. They hit rock bottom in the late 1980s and early 1990s, when many examples could be found for well under $100,000, but since then, and particularly in the past decade, values have ramped up yet again. Today, you'll pay the most for the rare, earliest "Periscopio" models for their clean design that best shows the car's original Gandini-penned vision. Conversely, the final 25th Anniversary Edition models have historically not been very desirable with their myriad tacked-on styling functions. The most popular models are typically the 5000 QV cars, which hit a sweet spot in styling, refinement and performance.
Lamborghini Countach Articles On Automobile Wall Art Comes Alive: We Drive a 1986 Lamborghini Countach QV "Downdraft" All these years later, the Countach is still the stuff of dreams.
Collectible Classic: 1974-'90 Lamborghini Countach The Countach through the years.
Ferrari Testarossa vs. Lamborghini Countach Two exotic supercars sold a million posters and are reunited.
Bertone Treasures For Sale in Bankruptcy Auction The firm that designed the Countach still has some original parts.
How Much Is It? A Historical Timeline of Lamborghini Prices See how the Countach ranks in value among its bullish peers.
Lamborghini Countach Recent Auctions 1975 Lamborghini Countach LP400 "Periscopio" 1979 Lamborghini Countach LP400S 1984 Lamborghini Countach LP500 S 1988 Lamborghini Countach 5000 QV 1989 Lamborghini Countach 25thAnniversary Edition Lamborghini Countach Quick Facts First year of production: 1974 Last year of production: 1990 Total sold: 1,983 Original price (base): $72,200 (1974) Characteristic feature: The seminal supercar, the Lamborghini Countach is as much a dream drive today as it was when first launched nearly 50 years ago.
Lamborghini Countach FAQ
●      Why Are Lamborghini Countach So Expensive? It's all about supply and demand. The Countach is a car that transcended car culture, venturing into pop culture. Because of this, the car's wild styling made it popular worldwide, but with under 2,000 built, there are only so many people that can own one. Besides that, the Countach is a special and highly significant supercar—another factor that helps keep values high.
●      How Many Lamborghini Countaches Are Left? The Countach hails from a time when even advanced supercars didn't have electronic driving nannies to keep them on the road when driver input fails. As a result of this and their relatively high level of performance, you can bet that many were written off, never to be rebuilt. That said, high values mean it takes a lot of damage to total a Countach, meaning many cars have been salvaged into running, driving cars. We suspect that at least 1,500 Countach models still exist.
●      How Much Is A 1989 Lamborghini Countach? A 1989 Lamborghini Countach 25th Anniversary Edition is worth an average of $240,000 according to Hagerty. Early "Periscopio" cars can bring over $1 million, while a good 5000 QV from the mid-1980s is worth an average of $400,000. ทีเด็ดบ้านผลบอล
Contact us by Line ID: @ufa98v2
2 notes · View notes
brandonnatali · 4 years
Text
The Lamborghini Countach: History, Generations, Specifications
Lamborghini Countach Essential History
Lamborghini Countach Origins
The Lamborghini Countach was one of the last models to be built under the control of eponymous brand founder Ferruccio Lamborghini, in an effort to improve upon the comfort, eye appeal, and performance of the revolutionary Miura. In 1970, Project LP112 was the code name given to what would ultimately become the Countach, the final name chosen after a styling assistant uttered the Piedmontese term “contacc!”—an excited term of awe—upon seeing the final concept slated to debut at Geneva in 1971.
Nevertheless, it would take until 1974 for the production Countach LP400 to finally be ready. By then, Ferruccio Lamborghini’s finances were looking dim, having both his tractor business and Lamborghini Automobili as well. He retired to the country to produce wine, while Lamborghini’s new owners struggled to make the Countach a sales hit. By 1980, Lamborghini Automobili was in bankruptcy. When new owners came into the picture in 1982, the Countach was finally federalized for U.S. sales—a market that would come to be the automaker’s largest.
Lamborghini Countach Evolution
Through the years, the Countach was continually evolved. The earliest 1974 models, known as “Periscopio” for their unique periscope-style rear-view mirror setup, are the purest from a styling standpoint, without the cacophony of scoops, vents, wings, and flares that would come to epitomize the later cars. A Bizzarrini-designed 3.9-liter V-12 engine produced roughly 375 hp in a relatively light tubular space frame chassis designed by Paolo Stanzani. The frame was covered by striking wedge-shaped bodywork with futuristic scissor doors as styled by Marcello Gandini while at Bertone.
In 1978, the Countach LP400 S was introduced. Here we begin to see the styling take on extra flash with wider fender flares, wheels, and tires, and the introduction of the Countach’s iconic and gargantuan V-shaped rear wing. Engine capacity was increased in 1982 to 4.8 liters, resulting in another name change to Countach LP5000 S.
Lamborghini Countach Final Years
For 1985, the Countach LP5000 QV was introduced, QV standing for “quattrovalvole,” or four-valve in Italian. True to its name, the now-5.2-liter V-12 was given a four-valves-per-cylinder head for increased efficiency, as well as another bump in output to 455 horsepower when equipped with six downdraft Weber carburetors (leading to these being commonly known as “Downdraft” cars), or 415 horsepower with the Bosch fuel injection U.S.-market cars received to meet Federal emissions standards. American-spec cars also got larger, heavier impact bumpers than their European counterparts. Arriving in 1988, the 25th Anniversary Edition Countach received an even more outrageous restyle by Horacio Pagani, who would go on to form his very own supercar company some years later. With an excess of dramatic styling strakes over gaping ducts and airfoils, the 25th Anniversary Edition Countach was often seen as a tribute to 1980s excess as well as a caricature of the earliest Periscopio models. The Countach was finally discontinued to make way for the Diablo in 1990.
Lamborghini Countach Highlights
Although the Lamborghini Countach was unquestionably one of the premiere performance cars and styling sensations of its day, that still wasn’t good enough for some elite enthusiasts. When Walter Wolf, owner of Formula 1 racing team Wolf F1 Racing, took delivery of his LP400 in the mid-1970s, he decided the car wasn’t up to his expectations. Back it went to Lamborghini where a special 447-horsepower 5.0-liter V-12 went in the mid-mounted engine bay, while special styling modifications—including large fender flares and a rear wing—would foreshadow changes later made to the production Countach.
Additionally, while Ferruccio Lamborghini was famously uninterested in motorsports (costing him the employment of Gian Paolo Dallara as chief engineer), the Countach was used as the official safety car for the 1980-’83 Monaco Grand Prix Formula 1 race weekend.
A Countach Evoluzione prototype was built by Lamborghini around 1987, which essentially served as an engineering exercise ahead of the development of the Countach’s successor, the Diablo. This car heavily featured composite materials in its construction, had a unibody chassis which replaced the previous steel tube frame, and incorporated various aerodynamic improvements, some of which would be seen on the 25th Anniversary Edition of 1988-’90. An all-wheel drive powertrain was also tested, a nod to the all-wheel-drive Diablo variants to come. The single Countach Evoluzione that was built is no longer in existence.
Lamborghini Countach Buying Tips
Lamborghini Countach values have swung wildly through the years. They hit rock bottom in the late 1980s and early 1990s, when many examples could be found for well under $100,000, but since then, and particularly in the past decade, values have ramped up yet again. Today, you’ll pay the most for the rare, earliest “Periscopio” models for their clean design that best shows the car’s original Gandini-penned vision. Conversely, the final 25th Anniversary Edition models have historically not been very desirable with their myriad tacked-on styling functions. The most popular models are typically the 5000 QV cars, which hit a sweet spot in styling, refinement and performance.
Lamborghini Countach Articles on Automobile
Wall Art Comes Alive: We Drive a 1986 Lamborghini Countach QV “Downdraft”
All these years later, the Countach is still the stuff of dreams.
Collectible Classic: 1974-’90 Lamborghini Countach
The Countach through the years.
Ferrari Testarossa vs. Lamborghini Countach
Two exotic supercars sold a million posters and are reunited.
Bertone Treasures For Sale in Bankruptcy Auction
The firm that designed the Countach still has some original parts.
How Much Is It? A Historical Timeline of Lamborghini Prices
See how the Countach ranks in value among its bullish peers.
Lamborghini Countach Recent Auctions
1975 Lamborghini Countach LP400 “Periscopio”
1979 Lamborghini Countach LP400S
1984 Lamborghini Countach LP500 S
1988 Lamborghini Countach 5000 QV
1989 Lamborghini Countach 25th Anniversary Edition
Lamborghini Countach Quick Facts
First year of production: 1974
Last year of production: 1990
Total sold: 1,983
Original price (base): $72,200 (1974)
Characteristic feature: The seminal supercar, the Lamborghini Countach is as much a dream drive today as it was when first launched nearly 50 years ago.
Lamborghini Countach FAQ
●      Why are Lamborghini Countach so expensive?
It’s all about supply and demand. The Countach is a car that transcended car culture, venturing into pop culture. Because of this, the car’s wild styling made it popular worldwide, but with under 2,000 built, there are only so many people that can own one. Besides that, the Countach is a special and highly significant supercar—another factor that helps keep values high.
●      How many Lamborghini Countaches are left?
The Countach hails from a time when even advanced supercars didn’t have electronic driving nannies to keep them on the road when driver input fails. As a result of this and their relatively high level of performance, you can bet that many were written off, never to be rebuilt. That said, high values mean it takes a lot of damage to total a Countach, meaning many cars have been salvaged into running, driving cars. We suspect that at least 1,500 Countach models still exist.
●      How much is a 1989 Lamborghini Countach?
A 1989 Lamborghini Countach 25th Anniversary Edition is worth an average of $240,000 according to Hagerty. Early “Periscopio” cars can bring over $1 million, while a good 5000 QV from the mid-1980s is worth an average of $400,000.
1974 Lamborghini Countach LP400 Specifications ENGINE 3.9L DOHC 24-valve V-12/370 hp @ 7,500 rpm, 266 lb-ft @ 5,500 rpm TRANSMISSION 5-speed manual LAYOUT 2-door, 2-passenger, mid-engine, RWD coupe L x W x H 163.0 x 74.4 x 42.1 in WHEELBASE 96.5 in WEIGHT 2,646 lb 0-60 MPH 5.2 sec TOP SPEED 162 mph
The post The Lamborghini Countach: History, Generations, Specifications appeared first on Automobile Magazine.
The Lamborghini Countach: History, Generations, Specifications published first on https://kwsseuren.tumblr.com/
0 notes
oldmotors · 4 years
Photo
Tumblr media
It’s hard to believe, but this is my 1,500th IG post! A trip to the film archives takes us back to 2001 and my old 1981 Fiat Brava, then just an unloved old car from a largely forgotten make. Better known as the 131, Fiat changed the name in the USA in 1978 to “Brava” and “Super Brava” before settling on the former as the only name for 1979-81. By then Fiat was in deep trouble in the USA and the Brava was a much slower seller than the early 131 had been - despite being faster and more reliable thanks to the addition of the 2L Fiat twin cam and Bosch Injection. This ‘81 was one of the very last Bravas sold in the USA. Foolishly, I didn’t keep it very long. - The 131 first bowed at the 1974 Turin show in October of that year, a particularly trying time for Italy as the fallout from OPEC, coupled with strikes, hyperinflation, and poor monetary policies threw Italy into a severe recession. Nevertheless, the new car was very well received. Though conventional in every way like the 124 it replaced, the 131’s new shell and new styling (done at Fiat Centro Stile under Gian Paolo Boano) were handsome and modern, and it inherited the excellent OHV and (eventually) the Aurelio Lampredi designed Twin Cam. Not long after its debut, it was also reworked into the rally-winning 131 Abarth (with styling modified by Bertone), which greatly increased its profile. It was built at Fiat’s Mirafiori complex, freshly reengineered just for the car, to which it sometimes gave its name. - In the USA, it replaced the 124 for 1975, which would be Fiat’s best-ever year here, with 100K cars sold. The U.S. 131 came only with a 1.8L Twin-cam (also federalized for the Spider and Lancia Beta), a larger and more powerful engine than the Euro cars at that time. In 1978, it was upgraded to the 2-liter, with FI optional in 1980 and standard in 1981. They came with a 5-speed or a GM TH180 automatic (from the Chevette) as this car had (it had awful gearing). It was a sharp handler and sold well at first - but poor quality eventually drove buyers away. This car, however, was a gem - and far too nice to park on NYC streets. I sold it just a few months later to a guy who drove it home to San Francisco. (at Atlantic Highlands, New Jersey) https://www.instagram.com/p/B73vDR3FH4P/?igshid=1wq7jx7nj52x1
0 notes
adriansmithcarslove · 5 years
Text
Adam Carolla’s 1971 Lamborghini Miura SV Heading to Auction
There are few vehicles that possess the beauty, presence, and significance of Lamborghini’s Miura—the car that arguably started the supercar era. Even rarer still is the Miura SV, the final production iteration of the breed, of which just 150 were produced. Nevertheless, registered bidders at the December 8 RM Sotheby’s Petersen Automotive Museum auction will have the chance to take home a 1971 Miura SV of their very own.
The car in question is chassis number 4912, which just so happens to be owned by comedian and radio and television host Adam Carolla, a well known Lamborghini enthusiast. Said to be the only Miura SV finished in Bleu Medio over a Pelle Bleu interior, it’s also one of 11 single-sump SVs to have been fitted with air conditioning—an option you’ll want with a blistering 385-hp, 4.0-liter V-12 engine sitting right behind the cabin.
SV versions of the Miura had several mechanical changes from earlier cars, including revisions to the camshaft profiles, carburetor jetting, and suspension geometry. Wider wheels and tires, deleted headlight “eyelashes,” and of course an ‘SV’ badge on the rear of the car all distinguish the SV cosmetically.
Marcello Gandini was the legendary designer behind the Miura while at Bertone, and Gian Paolo Dallara was responsible for chassis development. The potent P400 engine was designed by ex-Ferrari engineer and 250 GTO development chief Giotto Bizzarrini.
Delivered new to the U.S., this Miura SV remained in the country until the early 1990s, when it was delivered to an enthusiast owner in Japan. After some 20 years in storage, it was again brought back to the U.S. and treated to a cosmetic and mechanical freshening, including new paint in the original hue and a top-end rebuild. Since then it has been displayed at the Pebble Beach Concours d’Élégance and the famous Rodeo Drive concours, a Southern California Father’s Day tradition.
At what price does such an icon come? RM Sotheby’s pre-sale estimate is pegged at $2.1–$2.5 million dollars. That’s not exactly chump change for most of us, but considering the Miura’s upward trajectory with regard to value, the price may actually seem cheap—relatively speaking—in the future.
To find out the hammer price, be sure to check back here for results. And if you’re local to Southern California, consider having a look—or a bid—yourself Saturday, December 8.
The post Adam Carolla’s 1971 Lamborghini Miura SV Heading to Auction appeared first on MotorTrend.
via RSSMix.com Mix ID 8134279 https://ift.tt/2AYGblk
0 notes
excels1a · 4 years
Video
youtube
Types of lamborghinis 🚗🏎️
Lamborghini/Automobili Lamborghini S.p.A. is an Italian brand and manufacturer of luxury sports cars and SUVs based in Sant'Agata Bolognese. Ferruccio Lamborghini founded the company in 1963 with the objective of producing a refined grand touring car. The first Lamborghini was made in 1963 in Sant'Agata Bolognese, it was the Lamborghini 350 GTV, a two-seater coupe with a V12 engine. 
Today we are going to learn about thirteen different models of Lamborghinis including:
Lamborghini Veneno
Lamborghini Diablo
Lamborghini Espada
Lamborghini L 33 Tractor
Lamborghini LM002
Lamborghini 350 GT
Lamborghini Countach
Lamborghini Miura P400
Lamborghini Murcielago
Lamborghini Estoque
Lamborghini Urus
Lamborghini Reventón
Lamborghini Sesto Elemento
Lamborghini Veneno: 
It was designed by Filippo Perini, assembled in Italy, Sant'Agata Bolognese and produced between 2013–2014. 
Specs
Price: $4,000,000.
Engine: 6.5-liter V12.
HP: 750 hp.
0-62: 2.8 seconds.
Top Speed: 220 mph.
Transmission: 7-speed automated manual.
Torque: 509 lb-ft.
Lamborghini Diablo: 
It was designed by Marcello Gandini in 1990–2001. 2,884 cars where produced. The name Diablo means devil in Spanish. It was assembled in Sant'Agata Bolognese, Italy. 
Specs:
Horsepower: 575 hp.
Torque: 457 lb-ft.
0-60 mph: 3.4 seconds.
1/4 Mile: 11.8 @121 mph.
60-0 mph: 125 feet.
Lamborghini Espada
Marcello Gandini designed it in Bertone. It was produced in between 1968–1978 and 1217 where made. 
Specs
1700 kg.
3748 lb. Weight distribution. 49.5 % front. fuel tank capacity. 93 litres. 20.5 UK Gal.
3929 cc. (239.762 cu in ) Bore × Stroke. 82 × 62 mm. 3.23 × 2.44 in.
355 PS (350 bhp ) (261 kW ) at 7500 rpm. Specific output. (DIN) 89.1 bhp/litre.
393 Nm (290 ft·lb ) (40.1 kgm ) at 5500 rpm. Specific torque. (DIN) 100.03 Nm/litre.
Lamborghini L 33 Tractor: it was found by Ferrucio Lamborghini, the founder of Lamborghini in 1948 at the headquarters in Pieve di Cento , Italy. 
Specs
Lamborghini LM002
Specs
Price: $120,000.
Engine: 5.2L V12.
Transmission: 5-speed Manual.
Horsepower: 444.
Torque: 368 lb-ft.
0-60 mph: 7.7s.
1/4 mile: N/A.
Top Speed: 118 mph.
Lamborghini 350 GT: 
It was found by Ferrucio Lamborghini in 1963, it was the first Lamborghini, it was built in a small, secluded part of the tractor factory at Cento because his Sant'Agata factory wasn't completed yet.
Specs
Wheelbase: 2,550 mm (100.4 in)
Width: 1,730 mm (68.1 in)
Height: 1,220 mm (48.0 in)
Kerb weight:1,450 kg (3,197 lb)
Lamborghini Countach:
It was designed by Marcello Gandini at Bertone. It was produced between 1974–1990 and 1,983 cars where made. It is a two door coupé car. Gerhard Berger, 1986. 
Specs
Model Countach LP400 Countach QV (Anniversary)
Engine V12, dohc, 2v/cyl V12, dohc, 4v/cyl
Capacity 3929 cc 5167 cc
Power 375 hp / 8000 rpm 455 hp / 7000 rpm
Torque 268 lbft / 5500 rpm 369 lbft / 5200 rpm
Lamborghini Miura P400
It was designed by Gian Paolo Dallara, Paolo Stanzani and Bob Wallace in 1965. It was produced between 1966 and 1973. This car was the first supercar with a rear mid-engined two-seat layout. This layout has since become the standard for high-performance sports and supercars. It was the fastest car when it was released. 
Specs
Lamborghini Miura P400 P400SV
Displacement: 3,929 cc (3.9 L; 239.8 cu in)
Max. Power @ rpm: 350 PS (257 kW; 345 hp) @ 7000 385 PS (283 kW; 380 hp) @ 7850
Max. Torque @ rpm: 355 N⋅m (262 lb⋅ft) @ 5000 400 N⋅m (295 lb⋅ft) @ 5750
Compression Ratio: 9.5 : 1 10.7 : 1
Lamborghini Murcielago:
It was designed by Luc Donckerwolke, produced in between 2001–2010 and assembled in Sant'Agata Bolognese. It is a sports car and 4,099 cars where made. 
Specs
Car type: Coupe
Curb weight: 1805 kg (3979 lbs)
Dimensions: 4.61 m (181 in) long, 2.06 m (81 in) wide, 1.14 m (45 in) high
Wheelbase: 2.67 m (105 in)
Introduced: 2006
Lamborghini Estoque
It is a full size luxury concept car first introduced in 2008 Paris auto show. It was the first front engine car to be produced by Lamborghini since LM002 utility vehicle. 
Specs 
Maximum Power: 640 Bhp @ 8000 rpm
Maximum Torque: 660 Nm @ 6000 rpm
Top Speed (KMPH): 340
Kerb Weight: 1665.00 kg
Fuel Tank Capacity: 100.00 litres
Lamborghini Urus:
It was a Filippo Perini concept, produced since 2018 to present. It is a mid size luxury crossover SUV with a front engine, five doors, a 4.0 L FSI twin-turbocharged V8 and a transmission of 8-speed ZF 8HP automatic. 
Specs
Base price: CA$250,995
Engine: 4,0 l V8
Power: 650 hp @ 6,000 rpm (485 kW)
Torque: 627 lb·ft @ 2,250 – 4,500 rpm (850 N·m)
Lamborghini Reventón: it was manufactured by Lamborghini and produced between 2007 and 2009 in Sant'Agata Bolognese. It is a two coupe, mid engine sports car. 
Specs
Length 4,700 mm (185.0 in)
Width 2,058 mm (81.0 in)
Height 1,135 mm (44.7 in)
Curb weight 1,665 kg (3,671 lb)
Lamborghini Sesto Elemento: It was designed by Filippo Perini between 2011 and 2012 in Sant'Agata Bolognese, Italy. It is all wheel, two coupe mid sized engine car. 
Specs
Engine: Odd-firing 5.2 L Lamborghini V10
Transmission: 6-speed e-gear automated manual
Dimensions
Wheelbase: 2,560 mm (100.8 in)
Curb weight: 999 kg (2,202 lb)
Everyday A vacation:
Prosperous excels channel Address:
https://www.youtube.com/feed/my_videos
Everyday A vacation address:
https://www.youtube.com/feed/my_videos
Channel links:
Tiktok: tiktok.com/@excelsprosperous
For Facebook: https://m.facebook.com/precious.bright.1848816?ref=wizard
Twitter: https://mobile.twitter.com/EverydayAvacat1
Tumblr: https://www.tumblr.com/blog/excel1a
Blogger: https://everydayavacations.blogspot.com/?m=1
Pinterest: https://www.pinterest.com/Excel1a/everyday-a-vacation/
Mix: https://mix.com/everydayavacation 
Media fire: https://app.mediafire.com/content/myfiles
4 shared: https://www.4shared.com/account/home.jsp 
0 notes
somar78 · 4 years
Text
An Affordable Vintage Lamborghini – A 1962 Lamborghini Tractor 2 R
The words “affordable” and “vintage Lamborghini” rarely appear in the same sentence, unless you’re a member of the kind of clubs that have antique Chesterfield sofas and long white pebble driveways. It’s relatively well-known that Ferruccio Lamborghini manufactured tractors before he started building high-end performance cars – partially to vex his rival Enzo Ferrari.
The story goes that Ferruccio, who owned multiple Ferraris over the years, was plagued by reliability issues with the clutches. He finally cornered Enzo Ferrari about it, as he later recounted in an interview with Thoroughbred & Classic Cars in 1991:
“I decided to talk to Enzo Ferrari. I had to wait for him a very long time. ‘Ferrari, your cars are rubbish!’ I complained. Il Commendatore was furious. ‘Lamborghini, you may be able to drive a tractor but you will never be able to handle a Ferrari properly.’ This was the point when I finally decided to make a perfect car.” – Ferruccio Lamborghini
As it happens, Ferruccio Lamborghini was remarkably adept at running a performance car company. Lamborghini quickly became a significant thorn in the side of Ferrari, and in 1965 he gave the green light to a project that Lamborghini engineers Gian Paolo Dallara, Paolo Stanzani, and Bob Wallace had been working on in their own time.
This mid-engined vehicle was essentially the first modern supercar, it had a sleek body designed by the great Marcello Gandini who was then working at Bertone. They called it the Lamborghini Miura after a famous Spanish fighting bull breeder.
Lamborghini Trattori – The Tractors
Ferruccio founded Lamborghini Trattori in 1948 they initially used mostly WW2 surplus parts but as the years passed they developed more and more of their parts in-house. By the 1960s the company was one of the most significant tractor builders in Italy, in 1973 the company became part of the multinational group SAME Deutz-Fahr (SDF), which also owns the brands Deutz-Fahr, Hürlimann, and Grégoire A/S.
It’s still possible to buy yourself a brand new, state-of-the-art Lamborghini tractor today. There company is going strong, offering dozens of models around the world.
The 1962 Lamborghini Tractor 2 R Shown Here
The model you see here is a 1962 Lamborghini Tractor 2 R, it’s powered by a 2193cc 3-cylinder, air-cooled diesel engine producing 39 bhp, it has a 4-speed manual transmission and a rear portal axle. The tractor also has a hydraulically-actuated hitch assembly and dual rear-mounted power takeoffs (PTOs) for powering farm equipment.
Interestingly this 2 R tractor was built just a year before Ferruccio Lamborghini opened his car factory in Sant’Agata. The traditional color for Lamborghini tractors is blue and orange, a beautiful combination which this one is wearing proudly.
This tractor was delivered new to Signor Milani in Codrea di Ferrara, a small village about 40 kilometres from where it was built. It was bought by its current owner in 2015 who had it completely restored by Agostino Amaducci, Cesena. In order to preserve it, all fluids have been drained, and it’s also fitted with new tires.
It comes with its original registration and tag, service booklets and owner’s manual, and it’s doubtless one of the best restored examples of the Lamborghini Tractor 2 R in the world. If you’d like to read more about it or register to bid you can click here, it’s due to cross the auction block with Artcurial on the 7th of February in Paris, with an estimated value of between €20,000 and €40,000.
Images courtesy of Artcurial and Peter Singhof 2020©
The post An Affordable Vintage Lamborghini – A 1962 Lamborghini Tractor 2 R appeared first on Silodrome.
source https://silodrome.com/lamborghini-tractor-2-r/
0 notes
jesusvasser · 5 years
Text
Original Influencer: The History of the Lamborghini Miura
Breathtaking. Beautiful. Shocking. Revolutionary. All of these words, in one language or another, were likely uttered by automotive pundits visiting Lamborghini’s display during the 1966 Geneva auto show, where the marque revealed its finished Miura to the world. The car’s sleek, muscular lines and mid-mounted engine placement were unlike anything seen before on a road car and borrowed heavily from the motorsports world. Today, we know the Miura as the world’s first supercar, setting the scene for the contemporary hypercars with performance far exceeding what was once thought possible.
Back in 1965, though, young Americans were protesting the Vietnam War, as many working-class Italians protested what they deemed unfair labor practices in Italy’s booming industrial plants. Strikes were commonplace, but despite the odds, self-made tractor manufacturer Ferruccio Lamborghini had founded a new luxury automaker.
Automobili Lamborghini was barely more than a year old but already thriving. Orders came quickly for its 350 GT, a fast, luxurious sports coupe meant to offer buyers of Ferraris and Maseratis a higher-quality, more user-friendly car. Powered by a front-mounted 3.5-liter quad-cam V-12 engine developed by Giotto Bizzarrini—the mastermind behind Ferrari’s all-conquering 250 GTO sports racer—the 350 GT and the succeeding 4.0-liter 400 GT were successful nearly straight away as fast, attractive grand touring cars, but they did fairly little to move the bar.
When the world saw the Miura for the first time, it was taken aback. More than 50 years later, the Miura still demands attention.
For its second act, Lamborghini would build a car to shatter the status quo. In the top tiers of motorsports, front-engine cars had already had their day. By now, Formula 1 race cars had their engines mounted just behind their drivers, and a quick look at the starting grid of the 1965 24 Hours of Le Mans reveals more of the same: mid-engine Ford GT40s, Ferrari 330 P2s and 250/275 LMs, and Porsche 904s. Despite the mid-engine configuration’s obvious dominance, industry chiefs—Enzo Ferrari most notable among them—were dubious that their well-heeled customers had the skills needed to keep such a car safely on the road.
Lamborghini and his young development team had no such reservation. In fact, aeronautical engineering graduate Gian Paolo Dallara, then just 26 but already having served stints at both Ferrari and Maserati, insisted to his boss that a mid-engine road car was the way forward. Amplified by young engineer Paolo Stanzani, 27, and New Zealand-born race mechanic turned development driver Bob Wallace, also just 27, youthful confidence and vigor were in strong supply at Lamborghini’s Sant’Agata Bolognese headquarters, just down the street from Ferrari’s Modena workshop.
Ferruccio Lamborghini’s sights were not set on racing, but he anticipated the credibility such a road car would bring to his startup automaker and happily signed off on the Miura’s development.
The 350-hp, oversquare, 60-degree 4.0-liter Bizzarrini V-12 from the 400 GT would serve duty in the Miura, but Dallara determined it should be mounted transversely, not longitudinally as it was in the grand tourer. Not only did a transverse-mounted engine consolidate weight closer to the car’s midpoint, but it would also allow room for a token 5-cubic-foot trunk behind it. The team fabricated a welded steel chassis, drilled for lightness where feasible, with a central tunnel acting as a supporting backbone to which the front and rear bulkheads and floor pans attached. Italian design firm Bertone, which favorably had no formal ties with Ferrari or Maserati, took over the Miura’s design process with 25-year-old Marcello Gandini leading the charge, another youthful arrow in the car’s quiver of developers.
Throughout late 1965 and early 1966, the Miura slowly transformed from a figment of imagination to a running, driving car unlike any the world had seen. Low-slung and swoopy, the Miura’s large windshield swept back dramatically, and its roofline trailed down over the mid-mounted V-12 toward the car’s wide hips. Although prototypes had a plexiglass screen covering the engine, ventilation and visibility issues led Gandini to design a stylish set of louvers to keep rainwater out while preserving rearward visibility. Air intakes bulged from the rocker panels to keep the rear brakes cool and from behind the doors to feed fresh air to the engine’s four Weber carburetors. The Miura’s front hood and rear engine cover were made from aluminum (the doors, roof, and A-pillars were steel), and they opened clamshell-style for greater access to what lay within. The Fiat 850 Spider–derived headlights were perhaps the only awkward exterior feature, with their metal “eyelashes” and incohesive appearance when lifted into operational mode.
The cabin, too, was a sight to behold, with twin pods directly in front of the driver housing a large Jaeger speedometer on the left and tachometer on the right, while secondary gauges and switchgear were stashed in the hooded center stack that jutted from the middle of the dashboard. A five-speed shifter sprouted from naked chrome gates on the center console, which also lent space for the ignition switch and a comically large passenger grab handle. Switches that didn’t find homes here were reassigned to a ceiling-mounted pod behind the rearview mirror. A large, three-spoke, leather-covered steering wheel blocked much of the two instruments behind and sat squarely between most drivers’ knees, but it certainly looked the part.
Following the Miura’s debut, Wallace drove it to the F1 Monaco Grand Prix to run demonstration laps around the circuit. Ferruccio Lamborghini himself stirred up a crowd by revving the car’s V-12 loudly in front of the affluent locale’s famous Place du Casino. At the Paris auto show later in 1966, Wallace gave prospective buyers thrill rides around the show’s host city. Finally, in 1967, production began, and Lamborghini sold an impressive 108 examples by the end of that year.
But Miura development didn’t stop, with Dallara, Stanzani, and Wallace all improving the car even as orders continued to roll in. An S version arrived in late 1968 with better-quality cabin trimmings, a revised rear suspension, uprated Pirellis, and 20 more horsepower for 370 total. In 1971, the SV made its debut. Planned to be a special-order, higher-performing Miura, demand was strong enough that it instead entered regular production. Changes included flared rear fenders to fit wider 15-inch low-profile 60-series tires. Revised taillights and a refreshed nose with an integrated bumper, a mesh grille, and side markers were all new. The Miura lost its peculiar headlight eyelashes, and a glove box was added to the passenger-side dashboard. Power increased to 385 hp at 7,850 rpm courtesy of new cam timing, larger intake valves, and rejetted carburetors. Chassis reinforcements were perhaps the most significant improvements, and combined with a wider rear track made handling at the limit less treacherous. By now, the sprint to 60 mph took just 5.8 seconds, and top speed was said to be 180 mph. Yet the Miura’s end was nigh; in 1971, Lamborghini also showed the Gandini-designed, wedge-shaped Countach concept for the first time.
By 1973 the Miura’s production run came to an end, and the Countach picked up the torch for Lamborghini. But thanks to the Miura, the supercar era was in full swing with new mid-engine competitors arriving from Ferrari and Maserati, and the automotive landscape was never again the same. Likewise, neither was anyone who’s so much as drooled over a Miura in the sheetmetal.
This 1971 Lamborghini Miura SV No. 4912
Our subject car is a 1971 Miura SV, chassis No. 4912, generously lent to us for photography by RM Sotheby’s auction house and celebrity owner and car guy Adam Carolla. It was delivered new to its first owner in Texas before spending 20-odd years in Japan, beginning in the 1990s. After a period of inactivity, it returned to the U.S., where it was cosmetically restored. Following our photo shoot, RM Sotheby’s auctioned this Miura SV during its inaugural Petersen Automotive Museum Auction on December 8, 2018. Here’s how it did at auction.
The post Original Influencer: The History of the Lamborghini Miura appeared first on Automobile Magazine.
from Performance Junk WP Feed 4 http://bit.ly/2HUfCV6 via IFTTT
0 notes
jonathanbelloblog · 5 years
Text
Original Influencer: The History of the Lamborghini Miura
Breathtaking. Beautiful. Shocking. Revolutionary. All of these words, in one language or another, were likely uttered by automotive pundits visiting Lamborghini’s display during the 1966 Geneva auto show, where the marque revealed its finished Miura to the world. The car’s sleek, muscular lines and mid-mounted engine placement were unlike anything seen before on a road car and borrowed heavily from the motorsports world. Today, we know the Miura as the world’s first supercar, setting the scene for the contemporary hypercars with performance far exceeding what was once thought possible.
Back in 1965, though, young Americans were protesting the Vietnam War, as many working-class Italians protested what they deemed unfair labor practices in Italy’s booming industrial plants. Strikes were commonplace, but despite the odds, self-made tractor manufacturer Ferruccio Lamborghini had founded a new luxury automaker.
Automobili Lamborghini was barely more than a year old but already thriving. Orders came quickly for its 350 GT, a fast, luxurious sports coupe meant to offer buyers of Ferraris and Maseratis a higher-quality, more user-friendly car. Powered by a front-mounted 3.5-liter quad-cam V-12 engine developed by Giotto Bizzarrini—the mastermind behind Ferrari’s all-conquering 250 GTO sports racer—the 350 GT and the succeeding 4.0-liter 400 GT were successful nearly straight away as fast, attractive grand touring cars, but they did fairly little to move the bar.
When the world saw the Miura for the first time, it was taken aback. More than 50 years later, the Miura still demands attention.
For its second act, Lamborghini would build a car to shatter the status quo. In the top tiers of motorsports, front-engine cars had already had their day. By now, Formula 1 race cars had their engines mounted just behind their drivers, and a quick look at the starting grid of the 1965 24 Hours of Le Mans reveals more of the same: mid-engine Ford GT40s, Ferrari 330 P2s and 250/275 LMs, and Porsche 904s. Despite the mid-engine configuration’s obvious dominance, industry chiefs—Enzo Ferrari most notable among them—were dubious that their well-heeled customers had the skills needed to keep such a car safely on the road.
Lamborghini and his young development team had no such reservation. In fact, aeronautical engineering graduate Gian Paolo Dallara, then just 26 but already having served stints at both Ferrari and Maserati, insisted to his boss that a mid-engine road car was the way forward. Amplified by young engineer Paolo Stanzani, 27, and New Zealand-born race mechanic turned development driver Bob Wallace, also just 27, youthful confidence and vigor were in strong supply at Lamborghini’s Sant’Agata Bolognese headquarters, just down the street from Ferrari’s Modena workshop.
Ferruccio Lamborghini’s sights were not set on racing, but he anticipated the credibility such a road car would bring to his startup automaker and happily signed off on the Miura’s development.
The 350-hp, oversquare, 60-degree 4.0-liter Bizzarrini V-12 from the 400 GT would serve duty in the Miura, but Dallara determined it should be mounted transversely, not longitudinally as it was in the grand tourer. Not only did a transverse-mounted engine consolidate weight closer to the car’s midpoint, but it would also allow room for a token 5-cubic-foot trunk behind it. The team fabricated a welded steel chassis, drilled for lightness where feasible, with a central tunnel acting as a supporting backbone to which the front and rear bulkheads and floor pans attached. Italian design firm Bertone, which favorably had no formal ties with Ferrari or Maserati, took over the Miura’s design process with 25-year-old Marcello Gandini leading the charge, another youthful arrow in the car’s quiver of developers.
Throughout late 1965 and early 1966, the Miura slowly transformed from a figment of imagination to a running, driving car unlike any the world had seen. Low-slung and swoopy, the Miura’s large windshield swept back dramatically, and its roofline trailed down over the mid-mounted V-12 toward the car’s wide hips. Although prototypes had a plexiglass screen covering the engine, ventilation and visibility issues led Gandini to design a stylish set of louvers to keep rainwater out while preserving rearward visibility. Air intakes bulged from the rocker panels to keep the rear brakes cool and from behind the doors to feed fresh air to the engine’s four Weber carburetors. The Miura’s front hood and rear engine cover were made from aluminum (the doors, roof, and A-pillars were steel), and they opened clamshell-style for greater access to what lay within. The Fiat 850 Spider–derived headlights were perhaps the only awkward exterior feature, with their metal “eyelashes” and incohesive appearance when lifted into operational mode.
The cabin, too, was a sight to behold, with twin pods directly in front of the driver housing a large Jaeger speedometer on the left and tachometer on the right, while secondary gauges and switchgear were stashed in the hooded center stack that jutted from the middle of the dashboard. A five-speed shifter sprouted from naked chrome gates on the center console, which also lent space for the ignition switch and a comically large passenger grab handle. Switches that didn’t find homes here were reassigned to a ceiling-mounted pod behind the rearview mirror. A large, three-spoke, leather-covered steering wheel blocked much of the two instruments behind and sat squarely between most drivers’ knees, but it certainly looked the part.
Following the Miura’s debut, Wallace drove it to the F1 Monaco Grand Prix to run demonstration laps around the circuit. Ferruccio Lamborghini himself stirred up a crowd by revving the car’s V-12 loudly in front of the affluent locale’s famous Place du Casino. At the Paris auto show later in 1966, Wallace gave prospective buyers thrill rides around the show’s host city. Finally, in 1967, production began, and Lamborghini sold an impressive 108 examples by the end of that year.
But Miura development didn’t stop, with Dallara, Stanzani, and Wallace all improving the car even as orders continued to roll in. An S version arrived in late 1968 with better-quality cabin trimmings, a revised rear suspension, uprated Pirellis, and 20 more horsepower for 370 total. In 1971, the SV made its debut. Planned to be a special-order, higher-performing Miura, demand was strong enough that it instead entered regular production. Changes included flared rear fenders to fit wider 15-inch low-profile 60-series tires. Revised taillights and a refreshed nose with an integrated bumper, a mesh grille, and side markers were all new. The Miura lost its peculiar headlight eyelashes, and a glove box was added to the passenger-side dashboard. Power increased to 385 hp at 7,850 rpm courtesy of new cam timing, larger intake valves, and rejetted carburetors. Chassis reinforcements were perhaps the most significant improvements, and combined with a wider rear track made handling at the limit less treacherous. By now, the sprint to 60 mph took just 5.8 seconds, and top speed was said to be 180 mph. Yet the Miura’s end was nigh; in 1971, Lamborghini also showed the Gandini-designed, wedge-shaped Countach concept for the first time.
By 1973 the Miura’s production run came to an end, and the Countach picked up the torch for Lamborghini. But thanks to the Miura, the supercar era was in full swing with new mid-engine competitors arriving from Ferrari and Maserati, and the automotive landscape was never again the same. Likewise, neither was anyone who’s so much as drooled over a Miura in the sheetmetal.
This 1971 Lamborghini Miura SV No. 4912
Our subject car is a 1971 Miura SV, chassis No. 4912, generously lent to us for photography by RM Sotheby’s auction house and celebrity owner and car guy Adam Carolla. It was delivered new to its first owner in Texas before spending 20-odd years in Japan, beginning in the 1990s. After a period of inactivity, it returned to the U.S., where it was cosmetically restored. Following our photo shoot, RM Sotheby’s auctioned this Miura SV during its inaugural Petersen Automotive Museum Auction on December 8, 2018. Here’s how it did at auction.
The post Original Influencer: The History of the Lamborghini Miura appeared first on Automobile Magazine.
from Performance Junk Blogger Feed 4 http://bit.ly/2HUfCV6 via IFTTT
0 notes
eddiejpoplar · 5 years
Text
Original Influencer: The History of the Lamborghini Miura
Breathtaking. Beautiful. Shocking. Revolutionary. All of these words, in one language or another, were likely uttered by automotive pundits visiting Lamborghini’s display during the 1966 Geneva auto show, where the marque revealed its finished Miura to the world. The car’s sleek, muscular lines and mid-mounted engine placement were unlike anything seen before on a road car and borrowed heavily from the motorsports world. Today, we know the Miura as the world’s first supercar, setting the scene for the contemporary hypercars with performance far exceeding what was once thought possible.
Back in 1965, though, young Americans were protesting the Vietnam War, as many working-class Italians protested what they deemed unfair labor practices in Italy’s booming industrial plants. Strikes were commonplace, but despite the odds, self-made tractor manufacturer Ferruccio Lamborghini had founded a new luxury automaker.
Automobili Lamborghini was barely more than a year old but already thriving. Orders came quickly for its 350 GT, a fast, luxurious sports coupe meant to offer buyers of Ferraris and Maseratis a higher-quality, more user-friendly car. Powered by a front-mounted 3.5-liter quad-cam V-12 engine developed by Giotto Bizzarrini—the mastermind behind Ferrari’s all-conquering 250 GTO sports racer—the 350 GT and the succeeding 4.0-liter 400 GT were successful nearly straight away as fast, attractive grand touring cars, but they did fairly little to move the bar.
When the world saw the Miura for the first time, it was taken aback. More than 50 years later, the Miura still demands attention.
For its second act, Lamborghini would build a car to shatter the status quo. In the top tiers of motorsports, front-engine cars had already had their day. By now, Formula 1 race cars had their engines mounted just behind their drivers, and a quick look at the starting grid of the 1965 24 Hours of Le Mans reveals more of the same: mid-engine Ford GT40s, Ferrari 330 P2s and 250/275 LMs, and Porsche 904s. Despite the mid-engine configuration’s obvious dominance, industry chiefs—Enzo Ferrari most notable among them—were dubious that their well-heeled customers had the skills needed to keep such a car safely on the road.
Lamborghini and his young development team had no such reservation. In fact, aeronautical engineering graduate Gian Paolo Dallara, then just 26 but already having served stints at both Ferrari and Maserati, insisted to his boss that a mid-engine road car was the way forward. Amplified by young engineer Paolo Stanzani, 27, and New Zealand-born race mechanic turned development driver Bob Wallace, also just 27, youthful confidence and vigor were in strong supply at Lamborghini’s Sant’Agata Bolognese headquarters, just down the street from Ferrari’s Modena workshop.
Ferruccio Lamborghini’s sights were not set on racing, but he anticipated the credibility such a road car would bring to his startup automaker and happily signed off on the Miura’s development.
The 350-hp, oversquare, 60-degree 4.0-liter Bizzarrini V-12 from the 400 GT would serve duty in the Miura, but Dallara determined it should be mounted transversely, not longitudinally as it was in the grand tourer. Not only did a transverse-mounted engine consolidate weight closer to the car’s midpoint, but it would also allow room for a token 5-cubic-foot trunk behind it. The team fabricated a welded steel chassis, drilled for lightness where feasible, with a central tunnel acting as a supporting backbone to which the front and rear bulkheads and floor pans attached. Italian design firm Bertone, which favorably had no formal ties with Ferrari or Maserati, took over the Miura’s design process with 25-year-old Marcello Gandini leading the charge, another youthful arrow in the car’s quiver of developers.
Throughout late 1965 and early 1966, the Miura slowly transformed from a figment of imagination to a running, driving car unlike any the world had seen. Low-slung and swoopy, the Miura’s large windshield swept back dramatically, and its roofline trailed down over the mid-mounted V-12 toward the car’s wide hips. Although prototypes had a plexiglass screen covering the engine, ventilation and visibility issues led Gandini to design a stylish set of louvers to keep rainwater out while preserving rearward visibility. Air intakes bulged from the rocker panels to keep the rear brakes cool and from behind the doors to feed fresh air to the engine’s four Weber carburetors. The Miura’s front hood and rear engine cover were made from aluminum (the doors, roof, and A-pillars were steel), and they opened clamshell-style for greater access to what lay within. The Fiat 850 Spider–derived headlights were perhaps the only awkward exterior feature, with their metal “eyelashes” and incohesive appearance when lifted into operational mode.
The cabin, too, was a sight to behold, with twin pods directly in front of the driver housing a large Jaeger speedometer on the left and tachometer on the right, while secondary gauges and switchgear were stashed in the hooded center stack that jutted from the middle of the dashboard. A five-speed shifter sprouted from naked chrome gates on the center console, which also lent space for the ignition switch and a comically large passenger grab handle. Switches that didn’t find homes here were reassigned to a ceiling-mounted pod behind the rearview mirror. A large, three-spoke, leather-covered steering wheel blocked much of the two instruments behind and sat squarely between most drivers’ knees, but it certainly looked the part.
Following the Miura’s debut, Wallace drove it to the F1 Monaco Grand Prix to run demonstration laps around the circuit. Ferruccio Lamborghini himself stirred up a crowd by revving the car’s V-12 loudly in front of the affluent locale’s famous Place du Casino. At the Paris auto show later in 1966, Wallace gave prospective buyers thrill rides around the show’s host city. Finally, in 1967, production began, and Lamborghini sold an impressive 108 examples by the end of that year.
But Miura development didn’t stop, with Dallara, Stanzani, and Wallace all improving the car even as orders continued to roll in. An S version arrived in late 1968 with better-quality cabin trimmings, a revised rear suspension, uprated Pirellis, and 20 more horsepower for 370 total. In 1971, the SV made its debut. Planned to be a special-order, higher-performing Miura, demand was strong enough that it instead entered regular production. Changes included flared rear fenders to fit wider 15-inch low-profile 60-series tires. Revised taillights and a refreshed nose with an integrated bumper, a mesh grille, and side markers were all new. The Miura lost its peculiar headlight eyelashes, and a glove box was added to the passenger-side dashboard. Power increased to 385 hp at 7,850 rpm courtesy of new cam timing, larger intake valves, and rejetted carburetors. Chassis reinforcements were perhaps the most significant improvements, and combined with a wider rear track made handling at the limit less treacherous. By now, the sprint to 60 mph took just 5.8 seconds, and top speed was said to be 180 mph. Yet the Miura’s end was nigh; in 1971, Lamborghini also showed the Gandini-designed, wedge-shaped Countach concept for the first time.
By 1973 the Miura’s production run came to an end, and the Countach picked up the torch for Lamborghini. But thanks to the Miura, the supercar era was in full swing with new mid-engine competitors arriving from Ferrari and Maserati, and the automotive landscape was never again the same. Likewise, neither was anyone who’s so much as drooled over a Miura in the sheetmetal.
This 1971 Lamborghini Miura SV No. 4912
Our subject car is a 1971 Miura SV, chassis No. 4912, generously lent to us for photography by RM Sotheby’s auction house and celebrity owner and car guy Adam Carolla. It was delivered new to its first owner in Texas before spending 20-odd years in Japan, beginning in the 1990s. After a period of inactivity, it returned to the U.S., where it was cosmetically restored. Following our photo shoot, RM Sotheby’s auctioned this Miura SV during its inaugural Petersen Automotive Museum Auction on December 8, 2018. Here’s how it did at auction.
The post Original Influencer: The History of the Lamborghini Miura appeared first on Automobile Magazine.
from Performance Junk Blogger 6 http://bit.ly/2HUfCV6 via IFTTT
0 notes
robertkstone · 5 years
Text
Adam Carolla’s 1971 Lamborghini Miura SV Heading to Auction
There are few vehicles that possess the beauty, presence, and significance of Lamborghini’s Miura—the car that arguably started the supercar era. Even rarer still is the Miura SV, the final production iteration of the breed, of which just 150 were produced. Nevertheless, registered bidders at the December 8 RM Sotheby’s Petersen Automotive Museum auction will have the chance to take home a 1971 Miura SV of their very own.
The car in question is chassis number 4912, which just so happens to be owned by comedian and radio and television host Adam Carolla, a well known Lamborghini enthusiast. Said to be the only Miura SV finished in Bleu Medio over a Pelle Bleu interior, it’s also one of 11 single-sump SVs to have been fitted with air conditioning—an option you’ll want with a blistering 385-hp, 4.0-liter V-12 engine sitting right behind the cabin.
SV versions of the Miura had several mechanical changes from earlier cars, including revisions to the camshaft profiles, carburetor jetting, and suspension geometry. Wider wheels and tires, deleted headlight “eyelashes,” and of course an ‘SV’ badge on the rear of the car all distinguish the SV cosmetically.
Marcello Gandini was the legendary designer behind the Miura while at Bertone, and Gian Paolo Dallara was responsible for chassis development. The potent P400 engine was designed by ex-Ferrari engineer and 250 GTO development chief Giotto Bizzarrini.
Delivered new to the U.S., this Miura SV remained in the country until the early 1990s, when it was delivered to an enthusiast owner in Japan. After some 20 years in storage, it was again brought back to the U.S. and treated to a cosmetic and mechanical freshening, including new paint in the original hue and a top-end rebuild. Since then it has been displayed at the Pebble Beach Concours d’Élégance and the famous Rodeo Drive concours, a Southern California Father’s Day tradition.
At what price does such an icon come? RM Sotheby’s pre-sale estimate is pegged at $2.1–$2.5 million dollars. That’s not exactly chump change for most of us, but considering the Miura’s upward trajectory with regard to value, the price may actually seem cheap—relatively speaking—in the future.
To find out the hammer price, be sure to check back here for results. And if you’re local to Southern California, consider having a look—or a bid—yourself Saturday, December 8.
The post Adam Carolla’s 1971 Lamborghini Miura SV Heading to Auction appeared first on MotorTrend.
from PerformanceJunk WP Feed 3 https://ift.tt/2AYGblk via IFTTT
0 notes
titopresi · 3 years
Video
Jazz and Jazz da Tito Presi Tramite Flickr: Tito Presi, Luca Tozzi, Gian Paolo Bertone
1 note · View note
brandonnatali · 4 years
Text
The Lamborghini Miura: History, Specifications, Variants
Lamborghini Miura Essential History
By 1965, Italian industrialist Ferruccio Lamborghini was well on his way as an established automaker; he had founded Automobili Lamborghini in Sant’Agata Bolognese and was well into production with the 350 GT and 400 GT coupes. Ferrucio was wealthy, but unhappy with the comparative prestige of Enzo Ferrari’s offerings in nearby Modena. Lamborghini’s design and engineering team was young, all in their late 20s, and chief engineer Gian Paolo Dallara was desperate to create a groundbreaking new car that Lamborghini could use to build some competition heritage. For that reason, the new car had to have a mid-mounted engine, be low-slung, and offer sensational looks from Bertone stylist Marcello Gandini.
Miura P400
The result was the all-new Lamborghini Miura which launched at the 1966 Geneva motor show with a transversely mounted, Bizzarrini-designed 350-hp, 4.0-liter V-12 engine. The aluminum front and rear decks opened clamshell-style. Inside, steeply raked, fixed-back seats sat behind a stylish two-pod instrument panel with ancillary gauges arranged on the center sack. The Miura P400 was born.
Miura P400S, Miura SV
Development continued with a Miura P400S model in 1968, with improved interior quality, revised rear suspension, and 20 more horsepower, bringing total output to 370 horsepower.
In 1971, the Miura P400SV launched, originally as a special-order car. Flared rear fenders to fit fatter 15-inch wheels and tires, revised taillights, a new nose design, the deletion of the “eyelashes” around the pop-up headlamps, and another power bump (to 385 hp) were all part of the package. A wider rear track, along with structural chassis reinforcements made the Miura SV the most capable yet, with a 0 to 60 mph time of 5.8 seconds and a top speed of some 180 mph – true supercar figures for the day.
Production of the Miura ended in 1973, with the radical new Countach arriving in final form the year after.
Lamborghini Miura Highlights
While Ferruccio Lamborghini never signed off on racing the Miura, famed test driver Bob Wallace did help to develop the Miura P400 Jota, a prototype that would conform to FIA motorsports regulations. The Jota’s chassis and body were made entirely of aluminum for significant weight savings, and the V-12 engine was tuned to over 400 hp at nearly 9,000 rpm. Body add-ons included a front spoiler, fixed front headlights with fairings, and significant modifications were made to the suspension. With no plans to enter the car in competition, the prototype was sold to a well-connected Lamborghini client and subsequently crashed and burned. Word got out about this factory hot rod, however, and six Lamborghini customers ordered cars in the Jota spirit, which were called Miura SV/J from the factory. After production ended, it is said that several more Miuras were later converted to SV/J specification by Lamborghini. There is also a single Miura Roadster prototype, a Bertone concept car, that is still in existence.
Lamborghini Miura Buying Tips
Generally speaking, Lamborghini Miuras today are worth between $1 million and $3 million dollars and while not as rare as some other cars in that price range, there are generally only a select few on the market at any given time. Later S and SV cars are more desirable than early P400 Miuras for their improved driving dynamics and aesthetics; the best SV models can bring as much as double what a standard car will earn.
Because Miuras were often used hard and had somewhat tricky handling at the limit, several have been crashed heavily and rebuilt, so you’ll want to research any car you’re offered, preferably with expert assistance. Miuras can be somewhat difficult both to drive and to see out of, as well as having somewhat tight quarters in the cabin. If you want a Miura to actually drive, rather than just show or display, be sure you physically fit in the car and enjoy the driving experience. Specialist brokers and auction houses will be your best bet in locating examples for sale.
Lamborghini Miura Articles on Automobile
Original Influencer: The History of the Lamborghini Miura
The supercar that started a revolution.
Adam Carolla’s 1971 Lamborghini SV is Headed to Auction
One of 150 SVs built, the car is expected to bring big money.
Here’s What the New Lamborghini Miura Should Look Like
We work with an illustrator to dream up the next-gen Miura.
Lamborghini Miura Recent Auctions
1968 Lamborghini Miura P400
1969 Lamborghini Miura P400 S
1969 Lamborghini Miura P400 S
1971 Lamborghini Miura P400 SV
1971 Lamborghini Miura SV/J
Lamborghini Miura Quick Facts
First year of production: 1966
Last year of production: 1973
Total sold: 765
Original price (base): $20,000
Characteristic feature: Widely acknowledged as the first true supercar, the                        Lamborghini Miura remains a hugely desirable and exotic classic Italian car.
Lamborghini Miura FAQ
How fast is the Lamborghini Miura?
The top speed of a Lamborghini Miura is around 180 mph for the SV model.
What is a Miura?
A Miura is a particular breed of Spanish fighting bull, which the Lamborghini Miura was named after, in classic Lamborghini tradition.
How much does a Miura cost?
A Lamborghini Miura typically costs anywhere from $1,000,000 to $3,000,000 at auction.
1971 Lamborghini Miura P400 SV Specifications ENGINE: 4.0L DOHC 48-valve V-12/385 hp @ 7,850 rpm, 295 lb-ft @ 5,750 rpm TRANSMISSION: 5-speed manual LAYOUT: 2-door, 2-passenger, mid-engine, RWD coupe L x W x H: 172.0 x 70.0 x 42 in WHEELBASE: 98.0 in WEIGHT: 2,800-2,950 lb 0-60 MPH: 5.8 sec TOP SPEED 180 mph
The post The Lamborghini Miura: History, Specifications, Variants appeared first on Automobile Magazine.
The Lamborghini Miura: History, Specifications, Variants published first on https://kwsseuren.tumblr.com/
0 notes
Photo
Tumblr media
Unfolding Pavilion 2018
The Works
The Unfolding Pavilion has invited the most unique members of the Little Italy network to create works capable of reacting to both Gino Valle’s building and the specific space occupied by the Pavilion.
The invited architects were asked to produce original objects/installations, that puts in dialogue their personal body of work to the Giudecca Social Housing - to one or more of its elements/spaces/representations, to the whole building, to the relation of the project with its urban surroundings, etc. - and so to use the Venetian condominium as a sort of tool to reflect on their own practice, just as the representations of Renaissance ideal cities served as tools to experiment with the new technique of perspective.
                                                                                abacO Venise qui Parle. Photography installation. 19 panels, 40 x 30 cm (each).   Team: Alice Braggion, Alessandro Carabini.
                                                                             ANALOGIQUE M.I.Mo. Installation. Steel device on wheels, map, image, drawings texts.   Team: Claudia Cosentino, Dario Felice, Antonio Rizzo.
                                                                             Arcipelago Reflektor. Box of methacrylate panels, three bricks, mirrors. Custom support in black painted steel (rod, assembled in two pieces, and two end plates). 31 x 31 x 31cm (box). 31 x 31 x 161cm (overall). Team: Nicola Dario Baldassarre, Pasquale Cipri, Salvatore Dentamaro, Nicoletta Faccitondo.
                                                                             Babau Bureau Periscopio. Digital print on paper. 50 x 76 cm.   Team: Marco Ballarin, Stefano Tornieri, Massimo Triches, Sofia Sacchini.
                                                                             Boano Prišmontas 165x165. Light installation.   Team: Tomaso Boano, Jonas Prišmontas.
                                                                             Bunker Immersions. When Palladio met Valle. Installation. Bathtub, light projection, water. 48,5 x 30 x 8 cm.   Team: Carlo Gandolfi, Roberto Molteni, Federico Chaubet, Matteo Donghi.
                                                                             Campomarzio Hamlet, The Ghost of the Cemetery of the Ashes of Thought. Installation. Direct print on glass, digital print on paper. 300 x 70 cm.   Team: Pietro V. Ambrosini, Michele Andreatta, Alessandro Busana, Daniele Cappelletti, Enrico Lunelli, Teresa Pedretti.
                                                                             Fabio CAPPELLO, Giuseppe RESTA Domestic Valle. Installation. Custom ‘Udine’ wallpaper, custom ‘Chirignago’ steel table. 30 sqm (wallpaper). 175 x 75 x 70 cm (table).   Team: Fabio Cappello, Giuseppe Resta.
                                                                             Fabio CAPPELLO + Rossella FERORELLI + Luigi MANDRACCIO + Gian Luca PORCILE CSU in Motion. Event. Round table & discussion. Sunday, May 27th 2018, 10:00 - 13:00. Team: Fabio Cappello, Rossella Ferorelli, Luigi Mandraccio, Gian Luca Porcile.
                                                                             Michele D’ARIANO SIMIONATO & Caterina STEINER Abandon Ship! Installation. Sound, laser printed images on paper. 170 x 170 cm. Team: Michele D’Ariano Simionato, Caterina Steiner.
                                                                             Roberto DAMIANI Hotel Giudecca 2028. Color prints on Sintra panel, 33 x 33 cm (each). Color booklet, 22 x 28 cm.   Team: Roberto Damiani, Emma Dunn, Mina Hanna, Zoe Renaud.
                                                                             ECÒL La Serenissima. Iron, PVC, PLA, acrylic. 75 x 75 x 60 cm. Team: Emanuele Barili, Cosimo Balestri, Olivia Gori, Lorenzo Perri (architects), with the fundamental support of Flavia Monechi (designer) and Vanni Balestri (oral surgeon).
                                                                              ENTER Studio Del Gabinetto (e) delle Allegorie / Upon the Chamber (and) of Allegories. Installation. Paper. 16 sqm.   Team: Margherita Del Grosso, Massimiliano Dalle Sasse, Alessio Poggi, Andrea Silvestri, Chiara Mondin.
                                                                                False Mirror Office, gosplan, LINEARAMA, pia, UNO8A La Cameretta / The Kids Room. Installation. Colored medium density fiberboards. 175 x 35 x 95 cm.   Team: False Mirror Office (Andrea Anselmo, Gloria Castellini, Filippo Fanciotti, Giovanni Glorialanza, Boris Hamzeian), gosplan (Nicola Lunardi, Veronica Rusca, Lorenzo Trompetto), LINEARAMA (Gabriele Molfetta, Selene Vacchelli), pia (Alessandro Perotta, Valeria Iberto), UNO8A (Beatrice Moretti, Fabrizio Polimone), with the carpenters team 81 millimetri (Ivan Berton, Lucia Lina Repetto) and the support of ALL WOOD & Special Materials (Genova).
                                                                             Davide Tommaso FERRANDO + Sara FAVARGIOTTI Little Italy: The Survey. Video. Booklet. Team: Davide Tommaso Ferrando, Sara Favargiotti, with graphic design by Martina Moro & Paul Böhm, sponsored by Land Tirol, in collaboration with Italien-Zentrum - Innsbruck University.
                                                                           Forestieri Pace Pezzani Competitions as Battlefields: Imaginary Landscapes, The Quality Myth, Is Time Money?. Event. Round table & discussion. Saturday, May 26th 2018, 15:00 - 19:15. Team:  Enrico Forestieri, Matteo Pace Sargenti, Pietro Pezzani.
                                                                             Malapartecafé + Fabio CAPELLO THE SUSTAINABLE MISUNDERSTANDING or WE DON’T GIVE A S*** ABOUT SUSTAINABLE IMPERATIVE IF IT’S ONLY ANOTHER ORNAMENT TO ARCHITECTURE. Digital print. Customized toilet paper. 20 x 20 cm. 10 x 10 x 12 cm.   Team: Ilaria Caraffi, Emanuele Crovetto, Fabio Capello.
                                                                             oblò - officina di architettura + Figura/Sfondo Opus Incertum. Installation. Wood trunk, mirror, 3d printed brick. 60 x 60 x 60 cm.   Team: Oblò – Officina di Architettura (Francesca Coden, Emanuele Romani), Figura/Sfondo (Michele Brusasca), Alessandro Benetti with Volumes Makers Space (Paris).
                                                                             Giacomo PALA + Riccardo M. VILLA + Jörg STANZEL Quasi Theory - Quasi Project. Multimedia. 60 x 100 x 180 cm.
                                                                             Gabriele PITACCO Unfolding Young (!?) Gino Valle. Installation. 5 digital printed panels, 12 postcards, text. 3d printed maquette. 314 x 250 x 82,5 cm (overall). Event. Round table & discussion. Saturday, May 26th 2018, 11:00 - 13:00. Team: Alessandro Bettoso, Claudia Ciulla, Cristina Forcesin, Enrico Furlan, Marco Gnesda, Gabriele Pitacco,  Irene Valle.
                                                                             ROBOCOOP Souvenir from La Giudecca. Kitsch-pop installation. Hand-made collage and digital print. Snow globe with paper, glass, glue, plastic, water, marble, brass. Wooden podium. 18 x 18 x 9 cm (object).
                                                                             Emilia ROSMINI & Emiliano ZANDRI THE MAIL. Plexiglass and paper. 30 x 20 x 12 cm.
                                                                             Giorgia SCOGNAMIGLIO & Lorenzo ZANDRI Greetings from an apartment (Unsent Postcard). Installation. Bespoke plywood shelves. Limited edition postcard series, 4’x6’, 400gr glossy paper, printed in Italy. 150 x 75 cm (overall).
                                                                             STUDIO associates + atelier XYZ + Davide Tommaso FERRANDO Democratic Spaces. Movie. Event. Film screening & discussion. Saturday, May 26th 2018, 20:30 - 21:30.   Team: STUDIO associates (Marco Formenti, Nicolò Galeazzi, Martina Salvaneschi), atelier XYZ (Stefano Di Corato), Davide Tommaso Ferrando.
                                                                             StudioERRANTE Architetture + Diego BEGNARDI + Giovanni BENEDETTI Banchetto / Feast. Papier-mâché. 130 x 60 x 100 cm.   Team: StudioERRANTE Architetture (Sarah Becchio, Paolo Borghino, Ioana Iacob), Diego Begnardi, Giovanni Benedetti.
                                                                             Studiospazio Giudecca Windowsill. Painted plywood, dry flowers. 90 x 187 x 2,5 cm.   Team: Samuele Squassabia, Tao Baerlocher, Eugenio Squassabia, Diana Arina.
                                                                             TCA THINK TANK + ZarCola Architetti Italian experience, foreign architects: Stories of those who pull it off. Installation. Metal, 250 x 150 x 150 cm. Book, 17 x 24cm, 220 pages. Posters, 45 x 80 cm. Video,15 minutes. Team: Pier Alessio Rizzardi, Zhang Hankun, Alessandro Colombo, Edoardo Giancola, Federico Zarattini.
                                                                             Davide TRABUCCO Versus II. Fabric. 200 cm x 300 cm.
                                                                             Unfolding Pavilion An Exhibition of Social Value. Performance. 60 hours. Team: Daniel Tudor Munteanu, Ana Munteanu, Davide Tommaso Ferrando, Sara Favargiotti, Magda Vieriu & Octavian Hrebenciuc.
                                                                             WAR (Warehouse of Architecture and Research) Theseus in the 80’s. Light Installation. LED strips, disco ball. 100 m strip. 50 cm ø ball. Team: Gabriele Corbo, Jacopo Costanzo, Valeria Guerrisi, Loriano Giannone, Michelangelo Sicari, Angela Tanzola.
                                                                             All of the exhibited works were commissioned by the Unfolding Pavilion and were created especially for this exhibition.
Illustrations: 1. Studiospazio - Giudecca Windowsill. Photo by: Davide Tomasso Ferrando. © Unfolding Pavilion.
1 note · View note
titopresi · 3 years
Video
Una canzone con gli amici
flickr
Una canzone con gli amici da Tito Presi Tramite Flickr: Tito Presi, Andrea Papini, Gian Paolo Bertone, Alberto Benicchi
1 note · View note
somar78 · 4 years
Text
Barn Fresh: 1969 Lamborghini Miura P400 S
The Lamborghini Miura P400 S was introduced in 1968 with a series of modest upgrades over the original Miura P400 which had been released in 1966 to global acclaim.
The Lamborghini Miura – A Quick Introduction
The “P400” model designation stands for “Posteriore 4 Litri” in Italian, or posterior 4 litre in English. This is a reference to the rear-mid engine location and the engine’s size – 3929cc. The Miura was named after the Spanish fighting bull breed of the same name, from the Miura Cattle Ranch in Seville, Spain.
The project to build the Miura was initially conducted in secret by the company’s three most senior engineers, Gian Paolo Dallara, Paolo Stanzani and Bob Wallace. Company founder Ferruccio Lamborghini wanted to focus on sporting grand tourers rather than out-and-out sports cars – so Dallara, Stanzani, and Wallace developed the Miura after work and on weekends.
The three men didn’t know it at the time, but their creation would go on to be lauded as the first “supercar”, it would set the basic architecture for all supercars going forwards – a low-slung, low nose two seater with a high-output engine in a rear-mid layout. Cars of this type had existed previously, but the Miura is considered the original benchmark by many and is often cited as the first modern supercar.
At some point in the development process Ferruccio learned of the project, much to the relief of Dallara, Stanzani, and Wallace he liked the car and approved the continued development. It’s believed he saw the Miura as a potential halo vehicle that would draw more attention to his GT cars, while at the time time irritating his long time rival Enzo Ferrari.
The rolling chassis was first shown to the general public at the 1965 Turin Salon, a significant number of attendees attempted to put down deposits for the car despite the fact they hadn’t even see the body design yet. A few months later at the 1966 Geneva Motor Show the full car was unveiled with its stunningly beautiful body designed by Marcello Gandini of Bertone.
Despite the relatively high MSRP of $20,000 USD (over $150,000 in 2019 USD) the Miura sold well, and it set off a scramble among other manufacturers to compete with it. The most significant of these was Ferrari, who launched the Ferrari 365 GTB/4 Daytona with a top speed just 3 mph faster than the Miura at 174 mph vs 171 mph.
The P400 S was released in 1968 featuring a slew of engine upgrades to boost power by an additional 20 hp, interior upgrades were also included with new power windows and optional air conditioning.
The 1969 Lamborghini Miura P400 S Shown Here
The 1969 Lamborghini Miura P400 S you see here has spent the past few years in a barn after its former owner of over 40 years passed away. Remarkably, the car is in overwhelmingly original condition having been treasured by its fastidious long term owner Hans Peter Weber, who bought it in 1974.
Today the car still wears its original Giallo Flay paintwork over a Skay Bleu interior, it retains its original engine, and it’s accompanied by numerous period documents.
Weber was known by his family for his great love of his Miura, he insisted on taking them all for rides including his wife’s 80 year old Italian grandfather, who doubtless loved the experience.
Hans Weber’s great-nephew: “Whenever my uncle Hans-Peter arrived with his Miura, we could hear him minutes before, as the sound of the engine was traveling fast…I remember my uncle’s female co-drivers. They always had to wear a bright yellow top and blue jeans to match the colors of the car!”
After Weber’s passing the Miura was stored safely in his brother Karl’s barn where it has remained to the current day. It’s now due to roll across the auction block with RM Sotheby’s on the 24th of October in London with an estimated value of between £800,000 and £1,000,000 however it’s being offered with no reserve.
If you’d like to read more about the car or register to bid you can click here to visit the listing.
Images: Peter Singhof ©2019 Courtesy of RM Sotheby’s
The post Barn Fresh: 1969 Lamborghini Miura P400 S appeared first on Silodrome.
source https://silodrome.com/1969-lamborghini-miura-p400-s/
0 notes