It’s called the Luce, and whether you like the idea or not, it represents one of the biggest moments in Ferrari’s modern history.

Not because it’s another fast Ferrari. Maranello has been building those for decades. This is significant because it asks a question that enthusiasts have been arguing about ever since electrification became inevitable.

Well, here it is.

Can a Ferrari still feel like a Ferrari without an engine? Ferrari certainly seems to think so.

Unveiled in Rome, the Luce is not being positioned as a replacement for Ferrari’s V8s, V12s, or hybrid models. Instead, it as an expansion of the range and part of a broader multi-energy strategy. In other words, if you still want a screaming naturally aspirated V12, Ferrari isn’t taking it away from you. At least not yet.

What the Luce does introduce, however, is something entirely new.

Built on a dedicated electric platform, the Luce is powered by four electric motors producing a combined 1,050cv. That translates into a claimed 0-100km/h sprint of 2.5 seconds, a top speed exceeding 310km/h, and a driving range of more than 530 kilometres.

Those numbers are suitably ridiculous, but then again, this is Ferrari. If the company launched a car that wasn’t obscenely quick, we’d probably be more surprised.

Unlike many manufacturers that source large portions of their electric drivetrains from suppliers, Ferrari has developed the key components itself.

The motors, battery pack, control systems and software have all been engineered in-house, resulting in more than 60 patents associated with the project.

The design is equally unconventional.

Rather than relying solely on Ferrari’s own design studio, the company partnered with LoveFrom, the creative collective founded by Sir Jony Ive and Marc Newson. The result is a car that looks unlike any Ferrari before it.

There are four doors. Five seats. A huge glasshouse. And enough interior space to make a Purosangue owner raise an eyebrow.

If that sounds sacrilegious, remember that people said similar things about the FF, the GTC4Lusso and, more recently, the Purosangue. Ferrari has a habit of upsetting purists before quietly proving them wrong.

Perhaps the most interesting challenge wasn’t performance or design, but sound.

After all, Ferraris are supposed to sound magnificent. It’s part of the experience. Nobody hangs a poster of a Ferrari on their bedroom wall because of its charging speed.

Rather than creating an artificial soundtrack piped through speakers, the company has developed a system that amplifies the natural mechanical sounds generated by the electric motors and drivetrain.

The idea is not to imitate a V12, but to create a new acoustic identity that remains authentic to the machine underneath. Whether that succeeds in practice remains to be seen.

What cannot be denied is the sheer ambition of the project. Ferrari could have built an electric car that simply followed the industry trend. Instead, it appears to have approached the challenge the same way it approaches everything else: by attempting to do it differently from everyone else.

As Ferrari Chairman John Elkann put it, “With Ferrari Luce, we are once again redefining the limits of what is possible.”

Because love it or hate it, the Luce isn’t just Ferrari’s first electric car. It may well be the most important Ferrari launched this decade.

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The showcase was hosted in collaboration with Wearnes Automotive, marking another step in Zenvo’s global expansion efforts ahead of the model’s production launch.

While the Republic remains one of the world’s most challenging markets in which to own a car, it also boasts a highly knowledgeable community of collectors and enthusiasts with an appreciation for rare and exclusive machinery.

The Singapore event forms part of Zenvo’s broader international engagement programme.

The company has already showcased the Aurora in key markets including Montreal, Nashville and New York, as it continues introducing the hypercar to prospective customers around the world ahead of production.

“Singapore is an important market for Zenvo, with a highly knowledgeable community of collectors and enthusiasts who appreciate rare, highly engineered automobiles. We are pleased to introduce Aurora here with the support of Wearnes Automotive, whose reputation, experience, and understanding of the luxury automotive customer make them a natural partner for this preview.”

Jens Sverdrup, Executive Chairman of Zenvo Automotive

At the heart of the Aurora is a newly developed 6.6-litre quad-turbocharged V12 engine, developed in partnership with MAHLE Powertrain. The powerplant produces 1,250bhp on its own and revs to an impressive 9,800rpm. Working alongside a lightweight triple electric motor system, total output rises to as much as 1,850bhp.

The Aurora will be offered in two distinct variants. The Agil is the lighter, more track-focused interpretation, delivering 1,450bhp while remaining road legal.

Buyers seeking a more grand touring experience can opt for the Tur, which develops the full 1,850bhp and is designed to combine outright performance with long-distance usability.

“For 120 years, Wearnes has represented premium and luxury automotive marques in Singapore and across Asia. We are proud to support Zenvo Automotive as Aurora is introduced to Singapore.”

Sebastian Tan, General Manager of Wearnes Automotive

Like all Zenvo models, the Aurora will be designed, engineered, and hand-assembled in Denmark. Production will be strictly limited, with only 100 examples planned globally. First customer deliveries are expected in the second half of 2027.

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For Lamborghini, “63” has gradually become more than just a founding date.

It has evolved into a recurring signature woven into the company’s products, motorsport programmes and identity.

This year, Automobili Lamborghini celebrates its 63rd anniversary, marking more than six decades since Ferruccio Lamborghini officially founded the company in Sant’Agata Bolognese on 7 May 1963.

Lamborghini will commemorate the occasion at Lamborghini Arena across the weekend of 9 and 10 May at the Imola circuit, bringing together owners, enthusiasts, dealers and guests from around the world.

It all began in 1963, when Ferruccio Lamborghini decided to build something that did not yet exist.

It was a philosophy rooted not simply in competition, but in rebellion, the desire to create cars capable of challenging the establishment without following its conventions.

That spirit still defines Lamborghini today.

The timeline itself remains remarkable. Just months after the company’s formation, Lamborghini fired up its first 3.5-litre V12 engine on 2 October 1963.

By the end of the same month, the Lamborghini 350 GTV prototype had already made its public debut at the Turin Motor Show, introducing the world to a completely new Italian performance marque.

More than six decades later, the V12 remains central to Lamborghini’s identity, even as the company transitions towards hybridisation and electrification.

“1963 marks the beginning of a vision that continues to guide us,” said Stephan Winkelmann, Chairman and CEO of Automobili Lamborghini.

“Today, 63 is much more than a number: it is a symbol that expresses our essence. Celebrating it means continuing to evolve while remaining faithful to our roots.”

Over the years, the number has repeatedly appeared across Lamborghini’s most significant projects.

The Sián FKP 37, Lamborghini’s first hybrid production model, was limited to 63 units. The Aventador SVJ 63 and SVJ 63 Roadster adopted the designation as a mark of exclusivity, while the SC63 LMDh prototype carried the number into endurance motorsport competition.

From the Ducati Diavel 1260 Lamborghini to the Panigale V4 Lamborghini Speciale Clienti, the “63” branding has become a subtle thread connecting Italian performance brands built around passion and engineering theatre.

Supercars are never purely rational purchases. They are emotional objects. They represent aspiration, identity and theatre as much as engineering performance.

Lamborghini has spent 63 years refining that formula without diluting the aggression and personality that made the brand famous in the first place.

Today, the company exists in a vastly different automotive landscape compared to 1963.

Electrification, software integration and sustainability targets are rapidly reshaping the industry.

As the brand gathers at Imola this weekend, the anniversary feels less like a retrospective and more like a continuation of a story still being written.

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The Temerario presents itself as the new benchmark in the super sports car segment, thanks to class-beating performance.

Designed, developed from scratch and built in Sant’Agata Bolognese, its new hybrid powertrain combines an entirely new twin-turbo V8 engine with three electric motors, providing a total power output of 920 CV.

Redefining the concepts of uncompromising performance, driving pleasure and comfort, the Temerario features the first and only production super sports car engine capable of reaching 10,000 rpm.

Its performance is an absolute revelation: maximum speed of over 340 km/h (210+ mph), 0 to 100 km/h (0-62 mph) in just 2.7 seconds.

Esperienza Corsa provides the perfect testing ground for customers to experience the Lamborghini Temerario’s performance and emotion in a track environment.

Held at Sepang International Circuit, one of Southeast Asia’s premier motorsports venues, the 5,543-metre-long track features 15 corners and 8 straights, including two high-speed stretches, which allow the Temerario’s extraordinary capabilities to be fully unleashed.

The circuit also played host to Round 1 of the 2026 Lamborghini Super Trofeo Asia season.

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Alongside it, the company has also introduced the MCL-HY GTR, an ultra-exclusive track car developed under the Project: Endurance programme.

The MCL-HY will see McLaren compete once again at the 24 Hours of Le Mans, completing its presence across Formula 1, IndyCar and endurance racing.

“McLaren Racing now has three race cars ready to contest the biggest motorsport series in the world… This means McLaren… can challenge for the Triple Crown.”

Zak Brown, Chief Executive Officer of McLaren Racing

Developed to LMDh regulations, the MCL-HY combines a lightweight carbon fibre monocoque chassis with a hybrid powertrain.

Power comes from a twin-turbocharged V6 engine paired with a hybrid MGU system, delivering up to 520kW (707PS) to the rear wheels.

With a minimum weight of 1,030kg, the focus is not solely on outright performance, but on balance and efficiency.

The car will undergo an extensive testing programme throughout 2026, with development drivers including Mikkel Jensen, alongside McLaren Driver Development Programme members Gregoire Saucy and Richard Verschoor.

Visually, the MCL-HY has been revealed in a 2026 test livery inspired by the McLaren M6A, a nod to the brand’s Can-Am dominance in the late 1960s.

From the F1 GTR’s victory at Le Mans in 1995 to its earlier successes in Can-Am, endurance racing has long been part of McLaren’s DNA.

Running in parallel with the race car is the MCL-HY GTR, a track-only derivative designed for a select group of clients.

Unlike the race car, the GTR omits the hybrid system, relying instead on a 2.9-litre twin-turbocharged engine producing around 730PS. The result is a lighter car with a more direct, less complex driving experience.

Through Project: Endurance, owners are offered a two-year programme that includes six track events across international circuits, complete with professional coaching, dedicated pit crews and engineering support.

“The MCL-HY GTR will offer an FIA Hypercar experience… unprecedented in its accessibility.”

Nick Collins, Chief Executive Officer of McLaren Automotive

On-track testing for the MCL-HY begins in May 2026, with homologation planned ahead of its WEC debut in 2027.

Deliveries of the MCL-HY GTR track car are expected to commence towards the end of the same year.

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The steering would fight back. The gearbox would require negotiation. The suspension would bounce you around like a cocktail shaker in a nightclub. And if, at the end of it all, you arrived slightly sore and faintly annoyed, you’d nod approvingly and say, “Yes… that’s a proper 4×4.”

Because hardship, you see, was authenticity. Then along comes the MY26 Land Rover Defender and quietly ruins all of that nonsense.

I found myself in southern Taiwan, courtesy of Jaguar Land Rover, ostensibly to drive the updated Defender. This wasn’t just a press drive in the usual sense. No, this was one of those carefully orchestrated affairs where you are made to feel like you are part of something bigger.

On one side, we had the usual drive programme. On the other, the Defender Trophy Asia Pacific Qualification, a series of challenges designed to test resilience, teamwork, and the sort of composure usually reserved for surgeons and bomb disposal experts.

And somewhere in between, the Defender itself. Not as a car, but as a… facilitator.

Which is a deeply irritating word, because it usually suggests PowerPoint slides and middle management. But in this case, it’s entirely accurate.

Because what the new Defender represents is access. Now, “access” is not a word you’d typically associate with a vehicle that looks like it could climb Everest while carrying a fridge. But that’s precisely the point.

The old Defender made you earn your adventure. The new one simply… gives it to you. And that’s either brilliant, or deeply offensive, depending on how nostalgic you are.

Then there is the Defender Trophy Edition.

Finished in something called Deep Sandglow Yellow, which sounds like a designer candle but looks like a highlighter pen, it has all the subtlety of a flare gun in a dark room. And I rather like it.

It harks back to the old Trophy events, to expeditions and mud and men with beards and questionable decision-making skills. Park it next to an old Defender and the lineage is obvious.

But so is the evolution.

The old car feels like a farm implement that accidentally became famous. The new one feels like something that’s been engineered, very deliberately, to sell you the idea of adventure, without the inconvenience of suffering.

Air-conditioning works. The seats are comfortable. The cameras can see things you can’t. It is, in short, civilisation wearing hiking boots.

Out on the off-road course, I kept waiting for drama. Mud? Dispatched. Water crossings? Done.

Rutted terrain that should have had the cabin shaking like a washing machine? Filtered out with the sort of indifference usually reserved for ignoring spam emails.

There was no theatre. No struggle. No sense of “good grief, we might not make it”. The Defender simply… got on with it.

And this is quite the oxymoron. Older off-roaders made a point of reminding you how hostile the world could be. The new Defender seems more interested in demonstrating how much of that hostility it can quietly remove.

It’s like travelling with a very capable friend who insists on carrying all the heavy bags.

Even when presented with narrow trails, steep gradients and rocky surfaces, I found myself completely relaxed.

Behind the wheel of the Defender 110 X-Dynamic HSE D350, the experience was almost disconcertingly easy. The steering was light. The suspension soaked up everything. And the off-road systems worked so seamlessly that you stopped thinking about them altogether.

It was as though the car had taken over the worrying on your behalf. Which is marvellous. And slightly unnerving. Because you begin to wonder: are you still the one in charge?

This is the paradox at the heart of the modern Defender. It looks like it belongs in a documentary about survival. It drives like it belongs in a luxury SUV brochure. And somehow, it manages to be both without feeling conflicted.

Some will say it’s gone soft. That it has traded grit for comfort. I think that’s missing the point entirely. Because what is the purpose of a vehicle like this?

Is it to make everything harder, so you can feel heroic? Or is it to make the world bigger, so you can go further?

By the time the mud had dried and the ropes had been put away, one thing became clear. The new Defender is not trying to prove how tough it is. It is trying to show you how much more you can do.

Because real adventure shouldn’t be about enduring discomfort for the sake of it. It should be about going further, seeing more, and returning with stories worth telling.

The old Defender made you fight for those stories. The new one simply hands you the keys and says, “Go on then. Off you go.”

Which, if you think about it, might just be the cleverest trick of all.

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The series, released on Porsche’s YouTube channel, forms part of the brand’s wider “75 Years of Porsche Motorsport” celebrations. It is hosted by Le Mans winner Timo Bernhard, alongside former Porsche race engineer Norbert Singer, who offers first-hand insight into the development of the car.

A Racing Car Defined by Evolution

First homologated in March 1976, the Porsche 935 quickly established itself as one of the most dominant racing cars of its era, competing in the World Manufacturers’ Championship and numerous international series.

Built on the foundation of the Porsche 911 and developed for the Group 5 category, the 935 was defined by its ability to evolve rapidly within the limits of the regulations. Widened bodywork, unconventional aerodynamic solutions and constant technical refinement allowed it to remain competitive year after year.

“What truly matters is the spirit that runs through every variant: the precise interpretation of the regulations, the willingness to rethink technical solutions time and again, and the courage to make decisions under intense time pressure.”

Alexander E. Klein, Head of Porsche Heritage Operations and Communications

Five Variants, One Story

The series brings together five distinct versions of the 935, each representing a different stage of its development.

The original 1976 model introduced the concept, combining advanced engineering with a distinctive design that pushed the boundaries of the regulations. It also highlighted the importance of driver feedback and team communication, particularly in an era before radio contact with the pits.

The 935/77 marked a significant technical step forward, most notably with the introduction of twin-turbocharging. By replacing the single large turbo with two smaller units, Porsche improved throttle response and reduced turbo lag, making the car more manageable for drivers.

A different approach was taken with the 935 “Baby”, developed for sprint racing. Engineers focused on weight reduction, removing all non-essential components and reworking the chassis. The result was a lightweight car powered by a smaller 1.4-litre engine, which demanded high revs and precise driving.

At the other end of the spectrum was the 935/78 “Moby Dick”, an extreme interpretation of the concept. Featuring heavily revised aerodynamics and a twin-turbo flat-six engine producing up to 845hp, it was capable of reaching speeds of 366 km/h on the Mulsanne Straight.

Completing the lineup is the 935/77 test car, which, while not designed for competition success, played a critical role as a development platform. It was also used in an unusual project as a pace car for a cycling speed record attempt exceeding 240 km/h.

Engineering Approach and Legacy

Across all five variants, a consistent theme emerges: continuous refinement within strict regulatory constraints.

The 935 was not developed as a single, fixed concept. Instead, it evolved through incremental changes in aerodynamics, powertrain configuration and weight reduction, often under tight time pressures.

This approach allowed Porsche to remain competitive across multiple seasons and racing formats, reinforcing the brand’s reputation for engineering precision and adaptability.

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First introduced in 2001, the Vanquish has consistently represented the marque’s most advanced interpretation of performance, design and engineering.

Today, in its third generation, the Vanquish continues to sit at the top of Aston Martin’s range, now delivering 835PS and 1000Nm of torque, making it the most powerful flagship production model the brand has produced to date.

The Beginning: V12 Vanquish (2001–2007)

The story begins at the 2001 Geneva Motor Show, where Aston Martin introduced the first V12 Vanquish, a car that represented a significant technological step forward for the company.

At the time, it featured advanced systems such as drive-by-wire throttle control and an F1-style paddle-shift gearbox, paired with a 6.0-litre V12 producing 460bhp.

Construction was equally progressive. The car utilised an aluminium structure with carbon fibre elements, forming a rigid safety cell that required precise, computer-controlled manufacturing processes.

This was a model that set the direction for the brand’s future, both in terms of performance and engineering ambition.

The Second Generation: Vanquish (2012–2018)

A decade later, Aston Martin introduced the second-generation Vanquish, further evolving the formula.

This iteration adopted a design language influenced by the One-77 hypercar, with every exterior panel constructed from aerospace-grade carbon fibre. This not only improved rigidity but also reduced weight by approximately 25 per cent compared to its predecessor.

Power came from an updated 6.0-litre V12 producing 565bhp, enabling a 0–100km/h time of 4.1 seconds and a top speed of 183mph.

The car also introduced technologies such as dual variable valve timing and carbon ceramic brakes, enhancing both performance and durability. Available in both coupé and Volante forms, it reinforced the Vanquish’s position as Aston Martin’s flagship grand tourer.

The Present Day: Vanquish (2024– )

The current-generation Vanquish represents the most advanced version of the model to date.

Powered by a 5.2-litre twin-turbocharged V12, it produces 835PS and 1000Nm, delivering a 0–60mph time of 3.3 seconds and a top speed of 214mph, the highest of any Aston Martin series production car at launch.

The car is built around a bonded aluminium structure with double wishbone front suspension and multi-link rear suspension, supported by a standard carbon ceramic braking system designed to withstand temperatures of up to 800°C while reducing unsprung weight.

Visually, the new Vanquish adopts a broader stance and extended wheelbase, with the front axle moved forward to create a longer bonnet and more balanced proportions.

Production is limited to fewer than 1,000 units per year, reinforcing its position as a flagship model within the ultra-luxury segment.

A Consistent Benchmark

Across three generations, the Vanquish has remained consistent in its purpose, to serve as Aston Martin’s most complete expression of a front-engined performance car.

As CEO Adrian Hallmark noted, the nameplate has always stood for “something ambitious, different and daring,” reflecting the brand’s broader approach to engineering and design.

While technologies, materials and performance figures have evolved significantly over the past 25 years, the underlying concept has not changed. The Vanquish continues to combine high performance with long-distance usability, positioning itself as a modern interpretation of the grand tourer.

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The story begins, fittingly, at Le Mans in 1996.

Two Porsche 911 GT1 factory entries, dressed in Mobil 1 colours, crossed the line in second and third place. That very day, Porsche and ExxonMobil formalised a partnership that would see Mobil 1 lubricants become factory fill for Porsche road cars worldwide.

Porsche has always treated motorsport as more than just competition. It is, in many ways, its most demanding research facility.

“We have always used competition on race tracks around the world to test technologies and push boundaries.”

Thomas Laudenbach, Vice President of Porsche Motorsport

And Mobil 1 has been there every step of the way.

From the Porsche 911 GT1’s Le Mans triumph in the late 1990s, to the success of the RS Spyder in the 2000s, and later the dominance of the 919 Hybrid, which secured six world championship titles and three overall Le Mans victories between 2014 and 2017, the partnership has consistently delivered results.

More recently, the collaboration has extended into electrification, with innovations in cooling technology supporting high-performance electric platforms like the GT4 e-Performance, capable of delivering up to 800 kW on track.

This year, two Porsche 963 entries competed in the top GTP class at Sebring, decked out in a special anniversary livery. Car #7 also heads into the race as the championship leader, following a victory at Daytona.

There is a tendency to romanticise the past in motorsport. To look back at liveries, at iconic cars, and assume the best days are behind us.

But standing on the grid at Sebring, watching a Porsche 963 dressed in those familiar Mobil 1 colours, it becomes clear that this partnership is not about nostalgia.

It is about continuity.

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It redefined what a high-performance road vehicle could be. The Miura featured a V12 engine that was transversely mounted behind the driver, a layout that was inspired by motorsport design. It was a radical architecture that broke with GT tradition.

The Miura also boasted performance figures that, for the time, seemed surreal. The shape of the car, created by the legendary design firm Bertone, was immediately iconic and remains so today.

Launched just three years after the founding of Automobili Lamborghini, the Miura was the third model to be unveiled, and it established core values of the brand that lasted for decades to come. Courage over convention; innovation without compromise; design and engineering pushed to their limits.

Six decades on from its premiere, the Miura today remains an icon of technical radicalism, visionary engineering and timeless design. Its story is one of youthful ambition and engineering audacity.

“The Lamborghini Miura is certainly not only a dream car for me because of its performance, design, and cult status. It changed the course of automotive history. With its revolutionary architecture, breathtaking design, and uncompromising performance, it defined the very concept of the supercar and set Lamborghini on a path of fearless innovation.”

Stephan Winkelmann, President and CEO of Automobili Lamborghini S.p.A.

The birth of a revolution

Less than two years after the company was founded, Lamborghini was still a niche manufacturer, but the 350 GT had already demonstrated the company’s technical ambition. Ferruccio Lamborghini was proud of the first GT car, but dreamed of an even more powerful vehicle.

On November 3rd, 1965, at the Turin Motor Show, Lamborghini displayed the chassis in satin black, with the engine transversely mounted behind the driver. The model sat alongside the Lamborghini 350 GT and the 350 GTS.

Never before or since has a bare chassis attracted such attention. The steel box, with a wall thickness of only 0.8 millimeters and numerous punch holes, weighed just 120 kilograms, and the four white exhaust pipes immediately caught the attention of visitors. It was a demonstration of power and a radical gesture by the young sports car brand from Sant’Agata Bolognese.

But Lamborghini hesitated. According to legend, Nuccio Bertone appeared at the Lamborghini stand towards the end of the Show and was the last coachbuilder to stop by. Bertone then examined the chassis on display and confidently said to Ferruccio Lamborghini that his studio would design “the perfect shoe for this wonderful foot.”

Whether this dialogue actually took place like this cannot be proven today. What is undisputed, however, is that this anecdote impressively reflects the immediate mutual understanding and creative agreement between the two entrepreneurs.

The first collaboration with Carrozzeria Bertone, where Marcello Gandini served as Head of Design at the time, clothed the steel chassis, characterized by high and wide sills, with an exhilarating bodywork.

Just a few weeks after the first meeting, at the beginning of January 1966, the Bertone design was finalised, and the prototype was completed by March with the support of 30 Bertone employees. It offered comfort and reliability along with very impressive performance numbers. The powerful V12 was paired with a lightweight body, while the wheel design was entirely new

In March 1966, on Bertone’s stand at the Geneva Motor Show, Automobili Lamborghini presented an orange car that ignored existing conventions. The mid-engine concept fundamentally changed the weight distribution and provided a driving experience that was unmatched at the time. This was complemented by Bertone’s incomparable, elegant design of breathtaking beauty.

A name written in legend

The connection between Lamborghini and the symbolism of the bull is deeply rooted in the brand’s history. With the Miura, Lamborghini deliberately used the name of a famous Spanish bull breed for the first time. The model is named after the powerful breed of bulls bred by Don Eduardo Miura Fernández.

This history is directly reflected in Lamborghini’s model nomenclature. Names such as Miura, Espada, Islero, and later Murciélago are deliberate references to legendary bulls and their characteristics.

Depending on customer requirements, the bodywork could be finished in striking colours, making the Miura one of the first super sports cars to offer a bold and highly customisable colour palette.

The Lamborghini V12

The history of the Lamborghini V12 revolves around this engine: a technically revolutionary power unit that shaped the brand’s DNA for almost six decades. It is an expression of engineering artistry, innovation, and vision.

With the last pure V12 fitted to the Aventador Ultimae in 2022, Lamborghini brought to a close an era that stretched back to the 1960s. In 2023, the V12 entered a new chapter with the Revuelto, where the iconic engine was paired with a hybrid system, marking the evolution of the V12 into a new electrified era.

Depending on the model, P400 or P400 S, the engine delivered 350 or 370 hp, making the Miura one of the fastest production cars of its time. The Miura 400 accelerated to 100km/h in 6.7 seconds and was capable of speeds up to 280km/h. At the time, this super sports car was the fastest production car in the world. Power was transmitted via a dry clutch to a manual five-speed transmission with open shift gate.

During production, Lamborghini developed a separate lubrication system for the engine and transmission, a technically significant change.

Engineer Paolo Stanzani played a central role in this success story. He developed the V12, that was originally designed by Giotto Bizzarrini, to be suitable for the road, and ensured it was ready for series production. Stanzani was also significantly involved in the design of other Lamborghini icons such as the Countach, Espada, and Urraco.

To celebrate the Miura’s legacy, Lamborghini unveiled the Miura Concept in 2006, marking the model’s 40th anniversary. Presented at the Geneva Motor Show, the concept paid tribute to one of the most influential super sports cars in automotive history.

Designed by Walter De Silva, the Miura Concept reinterpreted the original’s flat silhouette, wide rear shoulders and short overhangs in a contemporary language, deliberately avoiding retro styling.

Conceived purely as a design study, it remained a technical concept rather than a production proposal.

Today, the Lamborghini Miura remains a benchmark of automotive design and cultural relevance. Sixty years after its introduction, it does not age, but rather matures.

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