1969 Lamborghini Miura P400

The Miura P400 was the first of three generations of the model followed by the S and final production version dubbed the SV. The Miura was introduced at the Geneva Motor Show with the production version following soon thereafter. It was designed by Marcello Gandini with inspiration stemming from work done by Giorgietto Giugiaro, the head of Bertone.

Marcello Gandini was inspired by the Ford GT-40 for the styling of the Miura. On the Miura the complete front and rear body parts were hinged to tilt upwards just like on the GT-40, and the Miura was also very low to the ground. (This made the aluminum rocker panels very vulnerable when parking the car!)

The Miura suffered from severe front lift when reaching its enormous 280 km/hr top speed. A small chin spoiler sometimes installed to counteract this but the problem was never completely solved.

Inside the Miura there was barely enough room for two people, while the luggage space was next to nothing. With that great V-12 just behind your back it could get very hot in a Miura, and it was always very noisy.

The Miura was a real success from the start, and 475 units were built before it was replaced by an even wilder Miura S.

In 2007, under the current ownership, the decision was made to restore 3571. It was completed in June 2008. This comprehensive restoration included all new interior in black leather, new paint in Fly Yellow, full mechanical refurbishment, all new suspension, wheels refurbished and new tires.

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Coupe

This 1969 Lamborghini P400S Miura with coachwork by Bertone received a complete (full, nut and bolt) restoration in the late 2000s. It features a chromed and polished engine which was a factory display treatment.

There were around 140 P400S Miuras were produced with a $20,000 price tag. The P400S was introduced in 1968 and included engine power increased to 360 HP, available AC and power windows. Top speed was achieved at 170 MPH.

The Miura was first show to the public at the November 1965 Turin Auto Show. At the time, it did not have a body. It was just a rolling-chassis. The design was mid-engined, very revolutionary at the time. Bertone was chosen to body the vehicle. Nuccio Bertone gave the project to Marcello Gandini. In early 1966 the Bertone body and the chassis designed by Giampaolo Dallara were assembled into one unit. In completed form, it was show to the public at the 1966 Geneva Auto Show and dubbed the Miura. The name coming from a breed of Spanish fighting bulls.
The vehicle was instantly popular with demand overshadowing the supply. Ferrucio Lamborghini had originally planned the Miura to be a low production, flagship vehicle with production set to around 30 models. The demand for the vehicle eventually changed the plan for the vehicle and throughout its lifespan, three series of the Miura were produced, the P400, S, and the SV. Each series brought with it mechanical and aesthetical changes through either fixed problems from the prior series or brought about new developmental improvements.

The P400 was the first series, the 'P' stood for Posteriore, the location of the engine. The 400 represented the engine size, or 4.0 liters. The four-liter engine was capable of producing 350 horsepower to the rear wheels. The spot-welded chassis was made from steel and the steering was a rack-and-pinion unit built and designed by Lamborghini. The front and rear hoods were both 'clamshell' design. There were two small compartments in the rear allowing a small amount of luggage or storage space.

Since the vehicle had been initially intended to be a temporary vehicle, it was poorly assembled and lacked quality. Another major problem was the lack of materials available. The builders of the vehicle rarely had the parts and resources they needed to keep up with demand. As time progressed, so did the quality.

Production began in March of 1967 and offered at a price of nearly $20,000 US dollars with 108 units being constructed. The Miura S series appeared in December of 1968. It was debuted to the public at the 1968 Turin Auto Show. The 'S' stood for 'Spinto' meaning 'Pushed' or 'Tuned'. Horsepower had been increased to 370, thanks in part through the use of a new combustion chamber and larger intakes. The later 'S' series models were given ventilated disc brakes and a modified rear suspension. Air conditioning was available for an extra cost.

In March of 1971, the final version of the Miura, the SV, was displayed at the Geneva Auto Show. The SV was the pinnacle of performance in regards to the Miura series. The rear suspension received modifications including a wider track. Wider tires were placed increasing the performance and handling. The headlights, turn signals, bumper and tail lights received changes. A carburetor change and larger intakes brought the horsepower rating to 385. During its production lifespan only 142 examples of the Miura SV were created. The acronym 'SV' represented 'Sprint Veloce'.

750 examples of the Miuras were built, the last being constructed on October 12, 1973. Production would have continued but Lamborghini was preparing to introduce its successor, the Countach. Since Lamborghini was a small shop, it could only handle the production of one model.

2011 Honda CR-Z Hybrid R Concept

Also unveiled at 2010 SEMA were two concept vehicles from HPD: the CR-Z Hybrid R Concept and the HPD CR-Z Racer. Though neither vehicle is intended for sale, HPD, Honda,s North American racing company, was determined to demonstrate the potential of the CR-Z for both street and racing performance. Both vehicles share many performance enhancements, wîth the CR-Z Hybrid R Concept highlighting Honda-designed street styling and the HPD CR-Z Racer opting for serious racing capability. To demonstrate that capability, HPD will campaign two HPD CR-Z Racers at the 25 Hours of Thunderhill endurance race in December. HPD enhancements to both cars include: a turbocharger and upgraded IMA hybrid system, resulting in an estimated combined 200 horsepower and 175 lb-ft. of torque; performance clutch; limited-slip differential; 'circuit-tuned' suspension; upgraded brakes and aerodynamic components.

1954 Mercedes-Benz 190SL Prototype

After the destruction of its Stuttgart factories during World War II, Mercedes-Benz began its postwar reconstruction with limited production of the Mercedes Type 170 series sedan complete with styling and a side-valve 1.7-liter four-cylinder engine that was strictly pre-war.

In September of 1953, foreign car importer and visionary, Max Hoffman, proposed to the Mercedes-Benz Board of Directors, the production of a sports car. It would be a smaller, more affordable, version of the 300SL Gull Wing. They accepted his proposal and Walter Hacker and Karl Wilfert were able to design and built two prototypes in five months. The non-working prototype was introduced at the 1954 New York Auto Show to great acclaim. The production version was similar but many details were changed for production. Unfortunately, neither of the prototypes have survived.

This car is an exact reproduction of the original prototype. The work began with the restoration of a 1956 190SL. Careful study of original factory photographs and extensive research was undertaken to ensure all details inside and out, from the interior to the chassis and engine compartment were accurately and authentically reproduced. Modifications had to be made to many components ranging from body panels to chrome details, interior pieces and mechanical components in order to exactly reproduce the lost prototype in all its detail. This project involved many hours of hand work and fabrication to produce the needed parts. All the efforts succeeded and this recreation is accurate to the finest detail.

Max Hoffman was responsible for the sporty two-seat Mercedes-Benz 190SL sports car. The S represented 'Sports' while the L meant Light, or 'Sehr Leicht'. With a curb weight of 2560 pounds, it was hardly 'light' when compared with other vehicles in it class, some 500 through 1000 pounds less. It was however an excellent alternative to the higher-priced Mercedes-Benz 300SL. The gullwing-door 300SL was available only as a coupe while the 190 SL could be purchased as a Roadster with a soft top convertible or with a removable hardtop roof.

In 1954, Mercedes introduced its two-door 190SL at the New York Auto Show. Fifteen months later the production version was displayed at the 1955 Geneva Auto Show. Gone was the air-scoop that had been on the hood, along with other aesthetic aspects.

The 300SL was initially priced at $7,460 while the 190SL was $3998. As a result the 190SL outsold the 300SL by nearly eight to one. In its best year 4,032 190SL's were produced. In its worst year only 104 examples were produced.

Under the hood was an 1897 cc four-cylinder OHC engine that was capable of producing around 105 horsepower. It took 14.5 seconds to go from zero to sixty and had a top speed of nearly 110 mph. Drum brakes were placed on all four corners of the 14 foot, one inch vehicle. Servo brakes were optional until 1956 at which point they became standard.

The engine capacity was taken into account when naming the vehicle. By moving the decimal place once to the left, it created 189.7. The number was then rounded up to 190. So the 190 represents the approximate engine capacity in liters, meaning about 1.9 liters.

The 190SL production run lasted from 1955 through 1963. Most of the body-styles were open roadsters the rest were coupes. In comparison to many other nameplates, this is a very low number, guarantying its exclusivity and rarity in today's standards. It was a beautiful sibling to the prestigious and awe-inspiring gullwing door 300SL.