#Lamborghini

How does one get a Lamborghini cheap? By buying one that doesn't currently have an engine.

The Lamborghini Huracán Sterrato is out, and Lambo has a hype video for it. And boy is it weird.

The revived Lamborghini Countach (now using the LPI 800-4 suffix) is under recall following reports of at least one model shedding the glass cover that shields the electronically assisted 6.5-liter V12 engine from the elements. Having conducted an internal investigation, the manufacturer is faulting the supplier. Though one could make the argument that such problems make the Countach ownership experience even more authentic.

We all know the scene in Ferris Bueller's Day Off where Ferris and Cameron tried to roll back the mileage on Cameron's dad's prized Ferrari -- an attempt that ended with the car shooting out of the garage and into a ravine.

Lamborghini isn’t known for its subtlety, so it’s hard to miss the signs when a new model is on its way. The automaker has teased an off-road version of the Huracan several times, and now Lambo has officially announced the release date for the new car.

Once in a while, I see a Bentley Bentayga or Lamborghini Urus bopping around town. We also know the Ferrari Purosangue is on the way. So, I wonder, which automaker has gotten the extreme high-dollar luxury SUV right -- and wrong?

Ferruccio Lamborghini finally realized his dream of a proper four-seat grand touring coupe with the introduction of the Espada in 1968. The Espada entered production after a long and difficult styling process, which occurred simultaneously with a long and difficult engineering process. After multiple restyling attempts (and the use of a canned Jaguar coupe design), the Espada was produced in its Series I format from March 1968 to November 1969.

In 2021, Lamborghini announced the Aventador Ultimae, a super-limited swan song to the automaker’s iconic V12 engine. Unfortunately for Lambo and anyone waiting for one of the cars, a shipwreck took some of the cars down with it, leading the automaker to extend the timeline and build more cars.

It was a long, uphill battle to get the Espada into production. Seemingly no designer would deliver on Ferruccio Lamborghini’s desire for a four-seat grand touring coupe. While style was fine, outlandish design was unacceptable. Yet designers disappointed him on the Islero (which was supposed to be a real four-seater) and fought him on what became the Espada.

Marcelo Gandini at Bertone was forced to redesign the Espada more than once to comply with Lamborghini’s wishes, even though its Jaguar Pirana looks stayed intact. Gullwing doors were a favorite feature of Gandini’s, but Ferruccio declared they were ridiculous and impractical for such a car. And while the styling was being settled, there was quite a bit of new engineering taking place for the Espada, too.

In 1968, Lamborghini launched two new front-engine grand touring coupes at the same time. It was only the second time the company introduced two new models in the same model year. The two cars in question were the restrained and conservative Islero 2+2, and the larger more in-your-face Espada. While we covered Islero’s rapid demise previously in this series, the four-seat Espada had a much more successful life. 

It was the realization of a large four-seat coupe from company founder Ferruccio Lamborghini, who’d wished for a car of said type since the company’s inception. The short-lived Islero turned into a last-of-moment for Lamborghini, as its sales flop proved the company with the raging bull logo was better served by more exciting, outlandish designs. 

We covered Espada's styling in our previous entry. Penned by Marcelo Gandini at Bertone, the Espada was nearly a Xerox copy of the Jaguar Pirana concept, at 125 percent magnification. But its large size and generous interior space for four caused some new challenges for Lamborghini’s engineers; the road to the production Espada was not a smooth one.

We return to our timeline of front-engine Lamborghini GT coupes, but take a step back in time. Our last entry left us at the conclusion of 1969 when the slow-selling Islero ground to a halt. Dealers had a difficult time shifting all 225 examples of the Islero, comprising 125 regular Isleros and 100 of the upgraded Islero S.

Ferruccio Lamborghini dictated the Islero’s restrained and elegant design to Mario Marazzi, after several concepts to replace the aged 400GT did not meet with the boss’s approval. What Lamborghini was really after was a four-seat grand tourer in the finest tradition of grace and pace. The Islero fit most of those qualifications, but was a 2+2 and (as mentioned) almost impossible to sell. Luckily, there was another front-engine Lamborghini GT that debuted at almost the same time as Islero in 1968. Say hello to Espada.

We return to our Rare Rides Icons coverage of Lamborghini’s front-engine coupes at a moment of relative triumph. After three earlier design proposals failed to pass muster with Ferruccio Lamborghini, a fourth received approval and was chosen as the 400GT’s replacement. Part of an in-house collaborative effort between Mr. Lamborghini, Carrozzeria Marazzi, and Lamborghini’s engineers, the resulting coupe was sedate, elegant, and not that removed from the outgoing 400GT 2+2.

When we last left Lamborghini’s front-engine coupe timeline, Ferruccio Lamborghini found himself about out of time to designate a replacement for the 400GT 2+2. Touring’s Flying Star II two-seat shooting brake was radical and possessed neither the restrained GT styling Mr. Lamborghini desired, nor the full four-place capacity. The company turned to Bertone and design legend Marcelo Gandini, who proposed the four-seat Marzal. 

The Marzal’s design was as radical as the Flying Star if not more, and had gullwing doors and an interior filled with silver textile. After it debuted Ferruccio remarked how the Marzal was just a fun design exercise and was not intended to be a production car. Whether that statement was actually true remains unclear, but seems unlikely given the events that occurred post-Marzal. Lamborghini needed a real production design, and fast.

We pick up our Lamborghini front-engine grand touring coverage at a time of design disappointments. Though the exotic Miura gave the company instant notoriety as it simultaneously created the super car class, the company’s other model was due for replacement. A more traditional looking two-door, the 400GT 2+2 was an edit of the 400GT Interim (2+1), which was itself an engine upgrade on the 350GT, the company’s first production car.

Ferruccio Lamborghini anticipated the need for a new design, and went in search of a 400GT replacement around the time it entered production in 1966. Lamborghini turned first to Carrozzeria Touring. But even though they penned the 350GT and 400GT designs, their two-seat shooting brake suggestion, Flying Star II, was not to Lamborghini’s taste.

In fact it was sort of like Touring didn’t read the prompt. An abandoned race car design called the 400GT Monza from Neri & Bonacini was also presented as an option. The firm built Lamborghini’s tube frames a few years before, but that didn’t lend them enough goodwill at Lamborghini to get their design accepted. Time for take three!

Lamborghini proved it could make a luxurious grand touring coupe that a few people were willing to buy instead of a Ferrari with its first-ever production car, the 350GT. Based on the 350GTV prototype that was not actually drivable, the 350GT eventually grew and matured into the very similar 400GT we featured last time.

At its inception, the 400GT was just a 350GT with a larger engine, since the intended roof edits to turn the 2+1 into a 2+2 were not production ready. Lamborghini advertised the 350, 400, and 400 2+2 as three separate models, a fun take on the truth. But after three variations of the original 350 design, it was time for something new. The replacement process was not without drama.