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Regular User
Join Date: Aug 2003
Location: Brasília-DF Brazil
Posts: 15,357
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experts agree: The best thing ever produced by Automobili Lamborghini in both styling and image -- if not on the road -- was the Miura between May 1966 and December 1972.
For those counting, the Miura’s 40th anniversary was celebrated throughout 2005, by, alas, overly eager party people. A naked Miura chassis debuted at the Turin exhibition in November 1965, but it wasn’t until March 1966 in Geneva that Bertone coachwork mastered by Marcello Gandini dressed it up and changed the world.
When Miura went out of production in 1972 it was just the beginning of perpetual rumors that this evocative design would make a comeback. The question was when.
The answer is now.
The reveal for the new Miura concept was set for Jan. 5 for a small, invited group of hoity-toity at the Museum of Radio and Television in Los Angeles, before its public bow at Detroit’s North American International Auto Show, alongside the Gallardo Spyder.
Why Detroit and not Geneva? There is no better way to tip its hat to Lamborghini’s largest market. “It’s a good way of thanking the U.S. for over 40 percent of our total business,” Stephan Winkelmann, CEO and president of Lamborghini, told AutoWeek on an exclusive visit to its Sant’Agata Bolognese headquarters. “That, and we have something else planned for Geneva.”
Know that the Miura is now just an advanced exterior design study. Lamborghini officials say no decision has been made regarding production. But initial reaction to the Miura project has already been off the scale; how well it is received in Detroit may aid in giving it the green light.
Wildly positive reactions are not new for Walter de’ Silva, chief of design for Volkswagen’s Audi brand group (Audi, SEAT and Lamborghini) and now personally in charge of Lamborghini Centro Stile. Working with Lamborghini’s then design leader Luc Donckerwolke and head of exterior design Filippo Perini, de’ Silva led the creation of the new Miura—called Concept M internally—beginning in October 2003.
“He has had a very clear vision for this design and has phoned me at all hours with ideas,” said Perini of de’ Silva’s involvement.
Uedelhoven Studios in Germany, which built the Audi Le Mans quattro concept, built a full-scale Miura concept from a design finally approved in early November ’05. Yes, that was short order and quick work considering the effort that had to be made.
Tipped to ride on the future Audi R8 chassis—an adaptation of the Gallardo architecture—and be built in Neckarsulm, Germany, alongside the Audi, Miura is longer, wider and lower than the R8 [production name for the Le Mans quattro concept]. It is also longer and wider than the Gallardo, but taller by 1.4 inch.
“Look at the original Miura,” Lamborghini’s Perini said, “and add 10 percent to each dimension for this one.” These numbers seem only fitting for today’s larger consumers.
Lamborghini’s design center hasn’t gone completely retro, keeping the modern Lamborghini edge particularly in the taut and clean side panels. “When an interior is created for the car, you can expect a futuristic, high-tech and Spartan atmosphere,” Perini says. “[It gets] a real GT-car feel with all essentials and no unnecessary gadgets.” The green paint created specifically for this static prototype is more subtle than the company’s current bright Ithaca green.
Despite reluctance on Lamborghini’s part to discuss technical specifics, melding what Audi offers with a study of the Miura legend gives a hint. Prior to this car’s debut, rumor had this car’s name pegged at “LP400 Miura.” Though all original Miuras were rear-mid-mounted V12s with the engine arranged transversely in front of the rear axle, this new Miura would carry a rear-mid-engine mounted longitudinally. (The “LP” designation stands for “longitudinale posteriore,” or longitudinal rear in Lambo-speak.) In the original 763 production run of Miuras, there never was an LP layout.
Traditionally the “400” refers to the displacement: a 4.0-liter 60-degree V12 engine that Lamborghini used from 1966 through 1978; the intended reference raises speculation of a new 4.0-liter V12. A production Miura would more probably use a 6.5-liter, 700-hp version out of the company’s Murciélago 6.2-liter V12. This way it could easily carry the name LP650 Miura. That would position Miura to go mano a mano with the lingering Ferrari Enzo legacy in the never-dull crosstown rivalry. The dual-clutch, seven-speed DSG sequential trans-mission, lifted from company stablemate Bugatti Veyron 16.4, is likely to be adapted here.
In the wind tunnel, the Miura shape has lower drag than the Gallardo. The forward half of the original Miura tended to lift off the ground at highest speeds; the new Miura (with roughly twice the power) addresses this with a bold air dam that masses downforce and plenty of fluid-cooling air for the radiators, placed up front as in the 1960s layout. In back, a ducktail spoiler automatically deploys Murciélago-style while at speed, and a wide diffuser takes care of rear-end stability.
Lamborghini’s team has kept the early “box” look of the original’s famous 15-inch wheel by Campagnolo but blown out to a diameter of 20 inches. And rather than reuse the original’s baleen-like black grilles over two breathing holes on the front hood, this Miura gets one large recessed and rear-facing unmasked air channel. The heavy mascara around the headlights is revived, only now housed under glass.
Side upper and lower air intakes for engine cooling echo the early car, but are cleaner in execution. Front and rear hoods hinge at the outside edges and open clamshell-style per tradition. Quad black exhaust tips poke through a black honeycomb rear valance, and the rear window covered by six black louvers finishes off the powerful look. The bull-shaped typeface of the Miura badge is also used on the new car.
If greenlighted for production in late 2007, Miura will most likely get a form of quattro all-wheel drive, so attention will focus on restraining the curb weight. Look for ceramic brake discs, a titanium exhaust system and suspension springs, magnesium wheels and carbon composite body panels for both hoods and the roof. Properly executed, top speed should crest 200 mph, and acceleration to 60 mph would take 3.3 seconds.
Pricing would surely top the stated original list price for the Ferrari Enzo of $670,000. Inside, when you can get someone to talk, the current view is for an initial run of just 400 Miuras.
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