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On the eve of its 60th anniversary, Lamborghini engineer Luigi Marmiroli retraces the technical, human and cultural forces that gave birth to the Miura and forever changed the meaning of performance cars. Words Luigi Marmiroli Photography Jeroen Vink for SpeedHolics, Lamborghini Archive, holders untraced Illustrations Luigi Marmiroli Archive The Lamborghini Miura represents one of the most beautiful and decisive chapters in the history of sports motoring. As its 60th anniversary approaches in 2026, I feel compelled, as an engineer who lived through that era, to pay tribute to a car that did not merely mark a milestone but changed the very nature of the automobile. I will do so in an unusual way, by placing the birth of the Miura within the “primordial broth” of the early 1960s, a period shaped above all by the Modenese sports-car industry. It was an environment populated by manufacturers, designers and technicians in constant motion, generating what I like to call, half jokingly, a true “ballet of engineers”. Many of these figures moved from one company to another, carrying with them experience, intuition and technical knowledge, creating a shared network of ideas that proved fundamental to the birth of the modern supercar. The first conclusion that clearly emerges from this analysis is that 1963 was the pivotal year. It was the moment when all the conditions for the supercar converged. Ferrari was enjoying an extremely positive phase, continuing the legendary 250 family, one of the most admired and successful sports-car series of all time. On the racing side, Ferrari dominated both sports prototypes and Formula One. Henry Ford II, convinced that motorsport was the most powerful advertising tool, watched his American cars repeatedly defeated on international circuits by what he regarded as a small manufacturer from Maranello. When he failed to beat Ferrari on track, he decided to buy the company outright and turn it into Ford’s racing division. He was encouraged by his right-hand man, the Italian-American Lee Iacocca, who would later acquire Lamborghini Automobili for Chrysler some twenty-five years later. The plan collapsed when Enzo Ferrari realised that the deal would strip him of sporting autonomy. He rejected the generous offer without hesitation. That decision soon led to new shareholders and, just as importantly, to the departure of eight technicians and managers who could no longer tolerate internal interference. Thus began the “ballet of engineers”. Among those leaving Ferrari were Giotto Bizzarrini and Carlo Chiti, who founded ATS with the explicit aim of making Enzo Ferrari regret their departure by challenging him first in Formula One and later in the supercar arena. Bizzarrini would soon reappear as an external consultant, designing Lamborghini’s first and famous V12 engine. Replacing him at Ferrari was a young Gianpaolo Dallara, destined to become Lamborghini’s technical director. From the left: Giotto Bizzarrini, Ferruccio Lamborghini, Gianpaolo Dallara. In the same period, Ferruccio Lamborghini also clashed with Enzo Ferrari and would soon demonstrate his capabilities with the 350 GTV and, above all, with the Miura. A curious footnote links ATS to Lamborghini even further, as the ATS road car was styled by Franco Scaglione, who had been responsible for the design of Lamborghini’s very first prototype. Giotto Bizzarrini Around them, the Modenese scene was extraordinarily fertile. Iso Rivolta marketed a luxurious coupé designed by Giugiaro, with a chassis by Giulio Alfieri and American Chevrolet power, unveiling the Iso Grifo in Turin in 1963 under the technical guidance of Bizzarrini. Alejandro De Tomaso Maserati presented the first Quattroporte, a high-performance luxury saloon that inaugurated a lineage still alive today. Alejandro de Tomaso, newly arrived in Modena, presented his first road car at the 1963 Turin Motor Show, the Vallelunga, a pioneering central-engined design with a structural engine, aluminium backbone chassis and fibreglass body, closely aligned with contemporary racing practice. Stanguellini continued its Formula Junior production, a category created to introduce young drivers to competition, and in 1963 these cars returned to the “all-rear” layout, with rear engine and rear-wheel drive, confirming how rapidly technical paradigms were shifting. Ferruccio Lamborghini Against this backdrop appear the fathers of the Miura, beginning with Ferruccio Lamborghini, who entered the scene forcefully in 1963. Of rural origin, with limited formal education but exceptional mechanical instinct, he had refined his skills during the war while stationed in Rhodes as head of a military repair workshop. After the conflict, he travelled across Italy recovering abandoned military vehicles and transforming them into agricultural machines. He then built a successful industrial empire in tractors, hydraulics and burners, contributing directly to the economic boom of Emilia-Romagna. A lover of fine living and beautiful cars, after owning a Morgan and a Jaguar he purchased a Ferrari 250. According to his biographers, he complained to Enzo Ferrari about the car’s problems and was dismissed with the suggestion that he should stick to tractors. That slight fuelled his determination to build cars more beautiful and more capable than those of the “Lord of Maranello”, as he liked to call him. In May 1963, against the advice of his managers, Ferruccio founded Automobili Lamborghini. In the fields of Sant’Agata Bolognese he built a factory in record time and developed the refined 350 GTV. Most importantly, he hired two engineers who would prove decisive for the Miura: Gianpaolo Dallara and, shortly afterwards, Paolo Stanzani. Ironically, Ferruccio would remain owner of his car company for little more than a decade. A financial crisis in his tractor business forced him to sell Automobili Lamborghini to Swiss investors, after which he retired to a farm near Lake Trasimeno. Giotto Bizzarrini Giotto Bizzarrini, after experiences at Alfa Romeo and Ferrari where he authored all major engines until 1961, founded a consultancy in Livorno. Ferruccio Lamborghini commissioned him to design a V12 under a strict agreement: if the engine failed to meet specifications, he would not be paid. The result was a magnificent 3.9-litre twelve-cylinder engine, first installed in the 350 GTV and later mounted transversely at the rear of the Miura. Gianpaolo Dallara, a central figure in our story, he held a degree in aeronautical engineering and was a passionate devotee of motor racing. In 1959 he was hired by Enzo Ferrari with the promise that he would be assigned to trackside racing activities. Instead, he was placed in the Technical Office, working alongside a group of some fifteen technicians responsible for the design of all Ferrari cars, from racing machines to road models. Among them were the legendary Rocchi and Salvarani. At this point, I ask the reader’s indulgence for a brief personal aside: like Dallara, though some ten years later, I too was personally hired by Ferrari to work at the circuit, only to be redirected in the same way to the Engineering Studies department. There, I also found Rocchi and Salvarani still in place, who, despite not being engineers, continued to serve as exceptional tutors in the specialised art of sports-car design. I am certain that Dallara, too, came to appreciate their extraordinary competence. His frustration peaked when he was sent to the Monaco Grand Prix not as a track engineer but as a spectator. He then moved to Maserati under Giulio Alfieri and, in 1963, joined Lamborghini as head of the newly created technical department, designing the chassis of the Miura before leaving six years later to pursue Formula One and Formula Two projects with Frank Williams. Giampaolo Dallara Paolo Stanzani, a Bologna engineering graduate with a reserved character, met Ferruccio Lamborghini almost by chance and was hired on the spot. Initially responsible for testing, homologation and development, he worked closely with Dallara on the Miura. In 1968 he became general manager and later designed the Countach. Deeply affected by Ferruccio’s departure and the company’s financial difficulties, he left Lamborghini in 1975 to work in civil engineering. From the left: Bob Wallace, Paolo Stanzani, Ferruccio Lamborghini, Marcello Gandini Marcello Gandini stands as the central figure in the creation of the Miura myth. A designer with extraordinary mechanical culture, he entered Bertone as a freelancer in 1965 and became a full-time employee in 1965 when Giugiaro left, remaining for fourteen years. Frustrated by Lamborghini’s absence from racing, Dallara effectively conceived a near-competition car at a time when all road sports cars still used front engines and rear-wheel drive, despite Ferrari’s famous warning against “putting the cart before the horse”. Marcello Gandini Racing practice had already demonstrated the superiority of the rear-engine layout, and Lamborghini placed its V12 transversely behind the cockpit, with the gearbox beneath the engine and clutch and differential integrated in a single casting. The aeronautically inspired boxed-steel chassis featured lightening holes, independent suspension and disc brakes all round, while front-mounted horizontal radiators unfortunately expelled hot air towards the windscreen. It was immediately clear that this project overturned Lamborghini’s own philosophy. Although the engineers feared Ferruccio’s reaction, he accepted it on the condition of limited production. The naked rolling chassis was displayed at the Turin Motor Show in November 1965, eclipsing even the nearby De Tomaso Vallelunga and convincing Nuccio Bertone that he was the man to “make the shoe to Lamborghini’s foot”. Gandini was entrusted with styling and construction only months before the Geneva Motor Show of 1966. Turin Motor Show 1965: the chassis that ignited the Miura legend. Photo Lamborghini In an extraordinary three-month effort, Gandini’s team delivered the Miura P400. Unveiled in brilliant orange, it instantly made all other sports cars appear outdated. The Miura projected the industry into a new era and earned the title of supercar through its low, flowing form, mechanical expressiveness and rejection of decorative excess. It established a Lamborghini philosophy based on visual impact, innovation and perpetual reinvention, later embodied by the Countach and Diablo. Technical problems inevitably followed, yet even Enzo Ferrari reportedly remarked, after seeing it in action, “fortunately this car is built by Lamborghini”, a sentence that revealed admiration for the concept while underestimating its execution. One is left to wonder whether, in that moment, he recalled having provoked Ferruccio Lamborghini into creating the very car that would redefine the modern sports car. It soon became clear that the Miura overturned Lamborghini’s established design philosophy entirely. When the engineers presented their drawings to Ferruccio Lamborghini, they did so with a degree of apprehension, and were genuinely surprised when he approved the project, albeit with visible reservations. Lamborghini agreed on one essential condition: production would be limited to a small number of cars intended for the most daring clients, and the model would primarily serve as a technological and image-building flagship for the company’s more conventional production. Working relentlessly, day and night, the team succeeded in presenting a naked rolling chassis, devoid of bodywork, at the Turin Motor Show in November 1965, a bold and unconventional move that immediately set the project apart. It mattered little that a nearby stand displayed the spider that would later evolve into the De Tomaso Vallelunga, itself featuring a rear-engine layout. The attention of visitors and rival engineers alike was irresistibly drawn to this mysterious, radical machine. Many doubted that a true road car could ever be derived from such an audacious technical concept, yet Nuccio Bertone, present at the show, instantly recognised its potential. Deeply impressed, he approached Ferruccio Lamborghini with a memorable offer: “I am the one who can make the shoe to fit your foot.” Just two months later, shortly before Christmas, Lamborghini entrusted Bertone with both the styling and construction of the bodywork. At that decisive moment, Marcello Gandini entered the story. He was given a seemingly impossible task: just three months to define the design, hand-craft the body panels and assemble them onto the chassis. Working with extraordinary intensity, Gandini and his team achieved what can only be described as a miracle. In the spring of 1966, they unveiled a fully running prototype at the Geneva Motor Show. Gandini would later explain that he had worked in total creative freedom, constrained only by international regulations which, at that time, were still relatively permissive. The lack of time allowed no second thoughts: the design flowed instinctively, pure and uncompromised. From the very beginning, the Miura anticipated the philosophy that would define Lamborghini styling for decades. It was conceived to provoke love at first sight, to celebrate mechanical beauty, and to communicate power and speed directly, even when standing still, with an impact capable of leaving observers speechless. There would be no family resemblance between models. Each Lamborghini was meant to be radically different from its predecessor, a principle that would later be honoured by both the Countach and the Diablo. The Miura’s low, flowing single-volume form, its clean and decisive lines, and its deliberate rejection of purely decorative elements such as chrome trim, two-tone paintwork or mouldings conveyed aggression, exclusivity and a clear break from the conventions of competing sports cars. When the Miura P400 was unveiled at the 1966 Geneva Motor Show, finished in a brilliant shade of orange, its success was immediate and unprecedented. Overnight, every other sports car seemed to belong to a previous era. The Miura projected the automotive world into a new dimension of performance and design, earning for itself the defining title of supercar. As Gandini had intended, the car left audiences breathless. Yet, with the modesty typical of truly great figures, he later claimed that the enthusiastic reception far exceeded its actual merits. In this tribute to the Miura, I do not wish to dwell on the countless technical challenges that would later be addressed and resolved, except to recall one revealing episode. During road testing, Miura test drivers often engaged in impromptu acceleration contests with their Ferrari counterparts, frequently emerging victorious. I know with certainty the remark Enzo Ferrari made to his collaborators at the time: “fortunately this car is built by Lamborghini.” The comment was not intended as praise for build quality, but it unmistakably acknowledged the brilliance of the concept. One cannot help but wonder whether, in that moment, Ferrari recalled that it was he himself who had provoked Ferruccio Lamborghini into becoming his most audacious rival.   Luigi Marmiroli was born in Fiorano Modenese in 1945. After graduating in mechanical engineering at the University of Padua, in 1970 he was hired by Ferrari to introduce electronic computing to Maranello for the first time. In 1976 he founded Fly Studio with Giacomo Caliri, designing and managing competition cars on international circuits. Their main works were for Fittipaldi Copersucar, Autodelta, ATS and Minardi, with whom they joined forces. The developments in the partnership with Autodelta led Marmiroli to manage the technical unit of the Euroracing team in 1983. Two years later he was hired by Lamborghini to design the heir of the Countach. Other projects came after the 17 versions of the Diablo, though due to the continuing changes of ownership of the Sant’Agata based company, they were never put into production. Marmiroli relaunched Fly Studio in 1997, providing consulting services. One of the projects of the last few years is the development of microcars, quadbikes and commercial vehicles, including electric versions.

A one-off 1963 prototype that transformed a legendary endurance racer into an elegant yet aggressive gran turismo. Words by Edgardo Michelotti Photos and Drawings: Archivio Storico Michelotti   www.archiviostoricomichelotti.it An automobile conceived as a racing car “disguised” as a sporting grand tourer: this is how I would define the Jaguar D-Type Michelotti of 1963, a project born from my father Giovanni Michelotti’s constant drive to propose new ideas and explore uncharted stylistic territories. This restless creativity led him to acquire, almost by chance, the chassis and engine of a racing car of major historical importance, a machine that had been at the forefront of international competition in the late 1950s. The opportunity arose to purchase, for a relatively modest sum, a Jaguar D-Type racer, chassis XKD 513, which had competed in the 24 Hours of Le Mans driven by its French owner Jean-Marie Brussin, an industrial diamond manufacturer who raced under the pseudonym “Mary”. After achieving an excellent third place at Le Mans in 1957, Brussin decided to return the following year, but the 1958 edition ended tragically when he was involved in a fatal accident on 21 June. In 1960 my father had just opened his own independent coachbuilding atelier, and the prospect of working freely on such an illustrious Jaguar excited him enormously. The car was subsequently presented at the Geneva International Motor Show, traditionally held in early March, where it immediately attracted attention for its originality and coherence. Michelotti shaped the D-Type into an extremely sleek, aerodynamic and elegant coupé, yet one that retained a distinctly aggressive character. The front end was defined by a striking “shark-tooth” grille feeding air to the engine, flanked by slightly protruding round headlamps that appeared like watchful eyes skimming the road surface, while the bumper was split at the centre, its two terminal overriders framing the licence plate. Large air outlets carved into the front wings improved ventilation of the engine bay, while the rising, arrow-like side profile flowed naturally towards the rear, culminating in a pronounced tail with an overhanging boot and a similarly split rear bumper. The substantial rear overriders echoed those at the front, and the horizontal tail-lights aligned neatly with the centrally positioned number plate. The interior was equally unconventional and forward-thinking, with a fully padded dashboard designed to absorb impact and protect the passenger, circular in form and with instruments placed for perfect legibility by the driver. A strictly three-spoke wooden Nardi steering wheel enhanced both safety and driving pleasure, while the generously upholstered door panels were ergonomically shaped to allow comfortable arm support. In my view, this remains one of the most beautiful automobiles ever designed by my father. The prototype enjoyed considerable success and was eventually sold to an American collector, Richard Carter, based in Georgia. In the 1990s it became the property of French film director Roland Urban, who chose to repaint it in a vivid Ferrari red and proudly counted it among several other Jaguar Michelotti creations originating from my father’s work for the Swiss coachbuilder Ghia-Aigle during the 1960s. A particularly telling anecdote dates from 1991, when Urban drove the car from Cannes to Turin to attend the second Michelotti gathering. On the A10 motorway near Genoa he found himself engaged in an impromptu high-speed duel with a Ferrari 400 whose driver initially dismissed the Jaguar at a glance. The contest ended with the Ferrari lifting off first, prompting Urban to remark, with justified pride, that his opponent clearly had no idea he was challenging a genuine racing car. Among the surviving photographs, one image remains especially striking, showing the Jaguar in its red livery surrounded by a group of Great Danes, a beautiful and evocative photograph taken by Peter Vann that perfectly captures the car’s powerful yet refined presence. About tha author Edgardo Michelotti: Born in 1952, I hold a diploma as a surveyor and pursued a degree in Architecture in Turin. I began working alongside my father in 1973 until his illness and passing in early 1980. I continued his work until 1991, when I transitioned away from the automotive industry. For the next 15 years, I focused on industrial design, while also engaging in photography and archival digitization from 2003 to the present. This allowed me to manage an extensive archive, including the specific cataloging and complete digitization of approximately 6,000 graphic units, 20,000 photographs, 7,000 kg of full-scale design plans, as well as scale models, tools, correspondence, and periodicals. The archive spans over three decades, covering the 1950s, 60s, and 70s.

Engineer Marmiroli introduces a little-known chapter of automotive history, where Italian engineering and American ambition unexpectedly merged in the Vector M12. Words Luigi Marmiroli Images Courtesy of Luigi Marmiroli Archive I hope the story I am about to tell will be of interest to the passionate readers of Insight. It is a surprising tale involving two automotive companies whose paths began running in parallel as early as 1971, only to intersect in a way that would have been almost unimaginable—twenty-five years later, in 1996. The first was Vector Motor, a tiny Californian automotive manufacturer founded by Gerald Wiegert, driven by the ambitious belief that an American company could build high-performance cars capable of competing with the European supercar elite: Porsche, Lotus, Ferrari, and Lamborghini. I say was because, after a troubled and often turbulent existence, the company ceased operations following the death of its founder in 2021. Vector’s first prototype, the W2, made its debut at the Los Angeles Auto Expo in 1972. It was far from complete and openly blended design elements inspired by the Bertone Carabo and, above all, by the then-new Lamborghini Countach. Not coincidentally, both cars had been designed by Marcello Gandini—well known to all of us. Financial difficulties, combined with the founder’s singular personality, meant that Vector’s first production car arrived only much later and in very limited numbers. In 1989, the Vector W8 finally entered production. The second company in this story was, unsurprisingly, a very young Lamborghini Automobili, at the very moment it was giving birth to the mythical Countach. The first production LP400 was unveiled in 1973, and its own story is no less peculiar. The car shown was finished in a classic red and subsequently seemed to vanish into the fog of time. Meanwhile, a stunning Countach LP400 painted in a brilliant shade of green circulated in Europe and was long believed to be a second example. When the car was brought from Switzerland back to Lamborghini for restoration, the Polo Storico discovered traces of the original red paint beneath the green—and confirmed that the chassis was, in fact, number one. In the early 1990s, another parallel emerges. Lamborghini presented the outrageous Diablo Roadster Concept at the Geneva Motor Show, once again penned by Gandini, while Vector unveiled its own roadster concept, the WX3. We arrive, finally, at 1994—the year in which the two companies became closely linked. At the beginning of that year, Chrysler sold Lamborghini Automobili, marking the brand’s fourth change of ownership in its history. The new owner was Megatech, an offshoot of Sedtco Ltd., an Indonesian group led by Setiawan Djody—popular singer and businessman—and Tommy Suharto, son of the then president of the vast Asian archipelago. At the same time, Megatech also became the majority shareholder of Vector Aeromotive. As the American company was struggling to source suitable engines on the market, the shared ownership persuaded Lamborghini—despite a certain reluctance on the part of us engineers—to adapt the Diablo’s engine for use in the Californian supercar. Thus was born the Vector M12: a true “connection car” between Lamborghini and Vector. The project presented significant technical challenges. Beyond installing the engine itself, the Vector required modifications to the chassis, oil and water cooling systems, fuel delivery, and the entire exhaust system, including catalytic converters. All of this demanded close and not always easy collaboration between Italian and American engineers. Responsibilities were therefore divided. Lamborghini was in charge of the electronic fuel injection, engine management electronics, fuel tank, and complete exhaust system. Under Lamborghini’s supervision—but executed by Vector—were the clutch and gearbox (different from those used in the Diablo), along with the necessary chassis modifications. At the time, Peter Stevens—the renowned British car designer known for his work with McLaren, Lotus, and Jaguar—had moved to Sant’Agata Bolognese to provide stylistic support for our projects. As a result, the styling revisions of the Vector M12 were entrusted to him by the shared shareholders. I must admit that the outcome achieved on the M12 surpassed the results of some of his interventions on our Lamborghini projects. I still keep the media kit from the car’s world debut in 1996, which opens with these words: “Detroit (January 2, 1996) – Making its worldwide debut on the 100th anniversary of the first American production automobile, the exciting American-bred Vector M12 sports coupe is officially launched at the North American International Auto Show in Detroit. With this introduction, Jacksonville, Florida-based Vector Aeromotive Corporation breaks away from the tradition that all exotic sports cars originate in Europe.” The media kit went on to describe, in detail, the project’s exceptional technical, aesthetic, functional, and aerodynamic qualities. Naturally, it enthusiastically praised the performance of our engine—carefully avoiding any explicit mention that it was, in fact, the very same unit used in the Lamborghini Diablo. Although the entire automotive world was well aware of the reality, this omission initially surprised and annoyed me. I was soon reassured by the closing lines of the media kit: “These cars will all be designed to satisfy the dreams of the discerning automotive enthusiast—cars that stimulate the passion of driving—a passion that can only be satisfied by exquisitely designed and produced machinery.” Those words closely echoed what I myself had declared at the worldwide presentation of the Lamborghini Diablo six years earlier. In that sense, the Diablo’s philosophy had been successfully transferred to this new car, confirming that the heart transplant performed on the Vector M12 would work perfectly—without the feared rejection. Luigi Marmiroli was born in Fiorano Modenese in 1945. After graduating in mechanical engineering at the University of Padua, in 1970 he was hired by Ferrari to introduce electronic computing to Maranello for the first time. In 1976 he founded Fly Studio with Giacomo Caliri, designing and managing competition cars on international circuits. Their main works were for Fittipaldi Copersucar, Autodelta, ATS and Minardi, with whom they joined forces. The developments in the partnership with Autodelta led Marmiroli to manage the technical unit of the Euroracing team in 1983. Two years later he was hired by Lamborghini to design the heir of the Countach. Other projects came after the 17 versions of the Diablo, though due to the continuing changes of ownership of the Sant’Agata based company, they were never put into production. Marmiroli relaunched Fly Studio in 1997, providing consulting services. One of the projects of the last few years is the development of microcars, quadbikes and commercial vehicles, including electric versions.

Discover the premier curated marketplace on the web - SpeedHolics Market, where luxury sport cars find their perfect showroom. Notably, some of these exceptional cars deserve more than just a display - they deserve an exclusive editorial article, proudly signed by SpeedHolics Featured by SpeedHolics this month 1974 Lamborghini Espada LBI Limited View SELECTED BRANDS The Ultimate Refined Automotive Marketplace Online. Showcasing 2442 Exclusive Offerings, Selected with Passion by SpeedHolics. Explore Featured Vehicles Tier-1 CARS & STORIES Racing Through Time: The Legacy of the 1954 OSCA MT4 #1143 Tracing the Journey of a Motorsport Icon: The Chassis number 11431954 OSCA MT4's Epic Tale from Italian Tracks to Classic Car Renaissance... Sean Campbell Porfirio Rubirosa: The “Real” James Bond & His Mercedes-Benz 300 SL Coupe A diplomat, a race-car driver, a pilot, a polo champion, an alleged assassin, and a notorious ladies’ man, Porfirio Rubirosa is believed... Sean Campbell The Story of Bob Akin, Captain of Industry & Racecar Driver, and his 1982 Porsche 935 L1 “You can’t make a racehorse out of a pig. But if you work hard enough at it you can make a mighty fast pig” Bob Akin Find this car listed... Sean Campbell 1955 Porsche 550 Spyder: A Film by Auxietre & Schmidt “This is just the purest of…” Automotive designer Anders Warming trails off, trying to find the right words, “I have to go rob a bank!”... Sean Campbell 1 2 FEATURED PERFORMANCE CAR S 1967-Bizzarrini-5300-GT-Strada-01.jpg 1967-Bizzarrini-5300-GT-Strada-02.jpg 1967-Bizzarrini-5300-GT-Strada-09.jpg 1967-Bizzarrini-5300-GT-Strada-01.jpg 1/9 1967 Bizzarrini 5300 GT Strada Belgium Speed8 Classics 1984-Ferrari-288-GTO-.jpg 1984-Ferrari-288-GTO-01.jpg 1984-Ferrari-288-GTO-10.jpg 1984-Ferrari-288-GTO-.jpg 1/10 1984 Ferrari 288 GTO United Kingdom D.K. Engineering Ltd 1975-Lancia-Stratos-01.jpg 1975-Lancia-Stratos-02.jpg 1975-Lancia-Stratos-20.jpg 1975-Lancia-Stratos-01.jpg 1/20 1975 Lancia Stratos United Kingdom The Classic Motor Hub FEATURED RACE CARS 1986-Ford-RS200-C200JJN-01.webp 1986-Ford-RS200-C200JJN-02.webp 1986-Ford-RS200-C200JJN-20.webp 1986-Ford-RS200-C200JJN-01.webp 1/20 1986 Ford RS200 "C200JJN" Connecticut The Cultivated Collector LLC 1993-Lancia-Delta-HF-Integrale-Evoluzione-Group-A-01.jpg 1993-Lancia-Delta-HF-Integrale-Evoluzione-Group-A-02.jpg 1993-Lancia-Delta-HF-Integrale-Evoluzione-Group-A-20.jpg 1993-Lancia-Delta-HF-Integrale-Evoluzione-Group-A-01.jpg 1/20 1991 Lancia Delta HF Integrale Evoluzione Group A United Kingdom Girardo & Co. Ltd 1978-BMW-3.0L-CSI-Gr.2-01.jpg 1978-BMW-3.0L-CSI-Gr.2-02.jpg 1978-BMW-3.0L-CSI-Gr.2-15.jpg 1978-BMW-3.0L-CSI-Gr.2-01.jpg 1/15 1978 BMW 3.0L CSI Gr.2 France Historic Cars READERS' CHOICE 1985-Ferrari-288-GTO-01.webp 1985-Ferrari-288-GTO-02.webp 1985-Ferrari-288-GTO-20.webp 1985-Ferrari-288-GTO-01.webp 1/20 1985 Ferrari 288 GTO Ontario RM Sotheby's 1969-Maserati-Ghibli-4700-Campana-Spyder-01.jpg 1969-Maserati-Ghibli-4700-Campana-Spyder-02.jpg 1969-Maserati-Ghibli-4700-Campana-Spyder-20.jpg 1969-Maserati-Ghibli-4700-Campana-Spyder-01.jpg 1/20 1969 Maserati Ghibli 4700 Campana Spyder Switzerland Lutziger Classic Cars AG 1971-De-Tomaso-Pantera-01.jpg 1971-De-Tomaso-Pantera-02.jpg 1971-De-Tomaso-Pantera-20.jpg 1971-De-Tomaso-Pantera-01.jpg 1/20 1971 De Tomaso Pantera California Fantasy Junction View All Listings Catering to Your Passion and Business: A Niche Marketplace for Sports and Racing Cars. Contact Us for Listing Your Vehicle

The Lotus Esprit was launched in 1976, designed by Giorgetto Giugiaro and immediately recognised for its sharp, wedge-shaped styling. Through the late 1970s Lotus steadily evolved the Esprit, refining suspension, engines, and build quality. In 1981 Lotus introduced a turbocharged version. Powered by Lotus 2.2-litre, 16-valve, twin-cam four-cylinder engine with a Garrett turbocharger producing 210 bhp. This propelled the car from 0-60mph in just 5.5 secs and onto a top speed of 150 MPH. The Esprit Turbo became instantly recognisable after its appearance in the 1981 James Bond film, For Your Eyes Only. The Lotus Esprit Turbo offered here at Autostorico is a 1983 ‘A plate’ finished in Red Calipso with Vanilla White leather interior trim. Having covered a mere 36,808 miles this stunning example was purchased by its current owner a Lotus enthusiast in January 2021. This very original vehicle was then subject to a no expense spared mechanical and cosmetic overhaul carried out by marque specialist’s Max 500 Ltd and Allon White Sports Cars. Works included a full mechanical overhaul including removing the engine and gearbox before a comprehensive service including cam belts. An Alunox stainless and titanium exhaust manifold and waste gate fitted. A full brake and suspension overhaul followed with new shock absorbers being fitted. Finally, the car was retrimmed in its original Vanilla White leather trim and new carpets fitted. Supplied with a history file including current V5 registration document, numerous invoices and other related material. This Lotus represents a fantastic opportunity to own a stunning example of a true iconic 1980s film legend, which will certainly appreciate further over time. 1983 Lotus Esprit Turbo Autostorico Partners LLP If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 26-0119001 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Configuration Right Hand Drive Engine 2200 Transmission Manual Autostorico Partners LLP Unit 5, Lys Mill Howe Road Watlington United Kingdom Contact details sales@autostorico.co.uk +44 (0)1491 917444 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright The Lotus Esprit was launched in 1976, designed by Giorgetto Giugiaro and immediately recognised for its sharp, wedge-shaped styling. Through the late 1970s Lotus steadily evolved the Esprit, refining suspension, engines, and build quality. In 1981 Lotus introduced a turbocharged version. Powered by Lotus 2.2-litre, 16-valve, twin-cam four-cylinder engine with a Garrett turbocharger producing 210 bhp. This propelled the car from 0-60mph in just 5.5 secs and onto a top speed of 150 MPH. The Esprit Turbo became instantly recognisable after its appearance in the 1981 James Bond film, For Your Eyes Only. The Lotus Esprit Turbo offered here at Autostorico is a 1983 ‘A plate’ finished in Red Calipso with Vanilla White leather interior trim. Having covered a mere 36,808 miles this stunning example was purchased by its current owner a Lotus enthusiast in January 2021. This very original vehicle was then subject to a no expense spared mechanical and cosmetic overhaul carried out by marque specialist’s Max 500 Ltd and Allon White Sports Cars. Works included a full mechanical overhaul including removing the engine and gearbox before a comprehensive service including cam belts. An Alunox stainless and titanium exhaust manifold and waste gate fitted. A full brake and suspension overhaul followed with new shock absorbers being fitted. Finally, the car was retrimmed in its original Vanilla White leather trim and new carpets fitted. Supplied with a history file including current V5 registration document, numerous invoices and other related material. This Lotus represents a fantastic opportunity to own a stunning example of a true iconic 1980s film legend, which will certainly appreciate further over time. Other Cars from Autostorico Partners LLP 1983-Lotus-Esprit-Turbo-01.jpg 1983-Lotus-Esprit-Turbo-02.jpg 1983-Lotus-Esprit-Turbo-20.jpg 1983-Lotus-Esprit-Turbo-01.jpg 1/20 1983 Lotus Esprit Turbo Autostorico Partners LLP United Kingdom 1997-Ford-GT40-Evocation-by-GTD-01.jpg 1997-Ford-GT40-Evocation-by-GTD-02.jpg 1997-Ford-GT40-Evocation-by-GTD-15.jpg 1997-Ford-GT40-Evocation-by-GTD-01.jpg 1/15 1997 Ford GT40 Evocation by GTD Autostorico Partners LLP United Kingdom 1969-Jaguar-E-Type 4.2-Series-II-LHD-Coupe-01.jpg 1969-Jaguar-E-Type 4.2-Series-II-LHD-Coupe-02.jpg 1969-Jaguar-E-Type 4.2-Series-II-LHD-Coupe-15.jpg 1969-Jaguar-E-Type 4.2-Series-II-LHD-Coupe-01.jpg 1/15 1969 Jaguar E-Type 4.2 Series II LHD Coupe Autostorico Partners LLP Jaguar-XK150- Last Featured Cars 1983-Lotus-Esprit-Turbo-01.jpg 1983-Lotus-Esprit-Turbo-02.jpg 1983-Lotus-Esprit-Turbo-20.jpg 1983-Lotus-Esprit-Turbo-01.jpg 1/20 1983 Lotus Esprit Turbo Autostorico Partners LLP United Kingdom 1978-Porsche-928-Cross-Touring-01.webp 1978-Porsche-928-Cross-Touring-02.webp 1978-Porsche-928-Cross-Touring-15.webp 1978-Porsche-928-Cross-Touring-01.webp 1/15 1978 Porsche 928 Cross Touring DLS Automobile Germany 2001-Renault-Clio-Sport-V6-01.webp 2001-Renault-Clio-Sport-V6-02.webp 2001-Renault-Clio-Sport-V6-15.webp 2001-Renault-Clio-Sport-V6-01.webp 1/15 2001 Renault Clio Sport V6 RM Sotheby's Ontario

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