The first time I saw a Miura in the flesh was at the, Concorso Italiano, out in Monterey, CA. -- 2010. It was that intense neon green and it just floored me! What a magnificent machine it is, and in that color -- breathtaking! It will be burned in my memory forever and remain coveted, but unobtainable.
<i>"The Austin Mini revolutionized the world of compact economy cars with its transverse front-drive layout.... Lamborghini also fabricated a transaxle, mounted at the rear of the engine and in unit with the crankcase (like on a motorcycle), meaning the engine and gearbox shared the same oil supply."</i>
Thereby reproducing Sir Alec's biggest mistake with the original Mini. There is a reason why gearbox oil is 90 weight. Using the same lubrication system for an engine and transmission is not a good idea. The gears in the transmission chew up the polymers in the oil, along with adding tiny pieces of metal from gears grinding down, making engine lubrication less than ideal and the low viscosity engine oil just isn't durable enough for gearboxes.
Motorcycles can get away with it because they rarely put on the amount of miles that a car will endure and never work under the loads that a car will generate.
Also easily the best looking Lambo ever. Classic; elegant; purposeful and downright sexy!
The absurd excesses of wings and other tacked on crap eventually reduced the originally stunning Countach to a cartoon; like a 12 year old with an unlimited budget and a JC Whitney catalog was unleashed on it.
I recently came across the yellow Miura from Matchbox or Corgi my parents put in my Christmas stocking back in the '60's. It has a bull to display along with it. That's as close as I'll get to owning any Lambo.
Plenty of engine photos. I wanna see the transaxle. The article states the eng and transaxle are unitized and share lubrication, does that same lube protect the differential? This model is long before synthetic oils came about and I'm certain engine and transaxle must have produced some potentially fatal heat numbers. Not so much for the engine but dangerous for the transaxle and differential and yet, engine too if the tranny frags. Was the oil filtered and or directed into coolers before cycling into the transaxle? What were the viscosity numbers for lubrication? Did the trans have a pump or did it rely on the engine oil pump? I'm interested in knowing this info can anyone direct me to some text on these cars?
I bought a used Urraco S from a Swiss Architect in San Francisco years ago, I remember it was cobalt blue with a tan interior, I had to put a clutch and a water pump in the thing, it was wonderful Andrew, a work of art on wheels, I drove it to work and other business almost every day and even in a supposedly sophisticated city it got a lot of attention, and was a killer regarding handling on California Freeways. I parked it in front of my office building so I could look at it. So did everybody else. Italian builders build cars with spirit, and are art on wheels. I would try to find another Urraco but life is in the way as well as lack of space. Thank you for this.
Ghandini has penned many stunning vehicles, but IMO none even come close to the Muira. What sets this car apart are its stance, wide and low with curves in all the right places, combined with its large wheel/tire size in relation to the body. Lots of concept drawings (even today) show cars with wheels and tires that dominate the side view, but the Muira has real-world rolling stock that actually fills the wheel wells (and then some) while not interfering with the bodywork. Perhaps it is modern-day sacrilege to say that tall profile tires enhance the look of an exotic car, but I would argue that the Muira (and one of my other period favorites the Ferrari Daytona) supports my contention. Who cares if the initial Muira's aerodynamics (not a thing in 1965) were suspect? To this very day the Muira exemplifies for me what a high-performance exotic car should look like, and every time I see one my pulse increases like the first time.