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.
The 350GT was Lamborghini’s first production car, and as we learned in our last entry, was a very rapid adaptation of the 350GTV prototype. And while the GTV was certainly more elegant looking than the GT, the former’s foibles included a hood line that was too low to fit the company’s V12, as well as a general lack of practicality.
Practicality was the word of the day in the 350GT’s development. The 2+1 grand touring coupe brought Ferruccio Lamborghini’s vision to life, as a competitor to the well-established finery from Ferrari. There were just 120 examples of the 350GT produced before its successor joined the ranks. The new car had a larger engine that made more power but looked very similar to its brother. Meet the 400GT.
After Lamborghini’s 350GTV show car debuted in Turin, Ferruccio Lamborghini was very intent on turning the coupe’s good publicity into sales of a real production Lamborghini. But the prototype lacked running gear, an engine that fit under its hood, and there were many other miscellaneous issues. As we learned last time, redesign work began on the GTV’s chassis, engine, and body at a furious pace. That’s where we pick up today.
We return to our coverage of Lamborghini’s front-engine grand touring coupes today, and the story of the company’s first prototype. A teardrop-shaped two-door with sweeping lines and an angular rear, the 350GTV was the first passenger vehicle Ferruccio Lamborghini ever made. His past experience was as a successful businessman and builder of stylish Italian tractors at Lamborghini Trattori.
The high-strung 3.5-liter V12 was completed (albeit in race car specification) and the coupe’s body had been casually assembled by the craftsman of Carrozzeria Sargiotto, who usually made plastic moldings and not cars. Was the next stop the 1963 Turin Auto Show? Nope.
I was reminded the other day (by Facebook) about a particularly beautiful coupe I’d photographed at a local car show in 2014. It had two doors, a big engine in the front, svelte and restrained styling, and a Lamborghini badge on the nose. It’s easy to forget that Lamborghini made elegant grand touring coupes long before it got to the likes of the outrageous Countach or LM002. We start at the beginning, with the company’s very first prototype, the 350GTV.
Luxury coupes were falling out of favor among well-heeled American car shoppers around the turn of the century, with luxury trucks gaining sales ground by the minute, but that didn’t stop Mercedes-Benz from releasing a sporty new C-Class-based two-door with a big V8 and big price tag, starting in the 1999 model year: The CLK 430. As so often happens with costly European luxury machinery, this one took a hard depreciation hit during its time on the road, and now it resides in a Northern California self-service yard.
In the last installment of our Studebaker Avanti series, it seemed after four decades the Avanti was finally deceased. Stretched and pulled beyond recognition, the Avanti ended up as a Camaro and then a Mustang, and suddenly wrapped its Mexican production in 2006.
But there’s more!
In our last entry of the Studebaker Avanti series, things were at a low point. In the late Eighties, Avanti Motors Corporation was renamed AAC Inc., and the oft-edited Avanti coupe and convertible models were joined by a new luxury sedan. After the sedan failed to bring new customers to Youngstown-based AAC, operations shut down in 1991.
But after a few years, a familiar face returned to rescue Avanti.
We return with more Studebaker Avanti history today after the first three chapters brought us through the mid-Eighties and the first bankruptcy of the Avanti Motors Corporation. AMC built the Avanti as a standalone model since Studebaker ended its production in 1964.
We rejoin the action in a darkened room somewhere in South Bend, Indiana. A questionable new owner enters, stage left.
When we concluded last time it was the dawn of the Eighties, and that’s where we pick up today.
In Part I of the Avanti story (which received some great comments) we reviewed the coupe’s design and very short original production timeline at Studebaker. But the car was so unique and so modern that two enterprising Studebaker dealers knew they couldn’t let Avanti die after just two years.
Today we take a walk through the next couple of decades, as the Avanti strayed further and further from its true self, ravaged by the passage of time.
Today’s Rare Ride is a design legend that was built for a very short while by Studebaker in South Bend, Indiana. One of those cars which just wouldn’t die, its two-year history of original manufacture was followed by about 43 years of sporadic independent production.
Onward, to Avanti!
Sweeping lines and a beautiful coupe silhouette, penned by one of the finest Italian design firms and built with care and attention to detail. Yes, the Rolls-Royce Camargue had one of those features. Let’s check out what happened in the Seventies when Rolls stepped outside their typical conservative mold.
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