The Lamborghini Espada, produced from 1968 through 1978, was one of the most ambitious grand touring cars of its era. Combining a front-mounted 3.9-liter V12, four genuine seats, independent suspension and dramatic Marcello Gandini styling, the Espada offered the performance of an Italian exotic with considerably more passenger space than most contemporary sports cars. Its extraordinary proportions, long production life and mechanical sophistication make it one of the most distinctive automobiles built during Lamborghini’s formative years.
The Espada was introduced at the 1968 Geneva Motor Show, joining the mid-engine Miura and front-engine Islero in Lamborghini’s expanding model range. While the Miura established the company’s reputation for spectacular two-seat supercars, the Espada addressed a different market: wealthy customers who wanted a high-performance automobile capable of carrying four adults and their luggage over long distances.
Three principal versions were produced: the Series I (1968–70), Series II (1970–72) and Series III (1972–78). Although all shared the same basic V12 engine and striking four-seat body, Lamborghini introduced significant changes to engine output, interior design, suspension, brakes and equipment during production. Approximately 1,200 Espadas were built, making it one of Lamborghini’s most successful early models.
Ferruccio Lamborghini’s Grand Touring Philosophy
Ferruccio Lamborghini founded Automobili Lamborghini in 1963 with the intention of building refined, powerful grand touring cars that could compete with Ferrari while offering superior comfort and usability. His original vision emphasized smooth engines, high-speed stability and sophisticated road manners rather than uncompromising racing performance.
The company’s first production model, the 350 GT of 1964–66, established that philosophy with a front-mounted V12 and elegant Touring coachwork. The subsequent 400 GT 2+2 of 1966–68 added more passenger accommodation, demonstrating Lamborghini’s interest in creating a genuinely practical high-performance grand tourer.
The Espada represented the fullest expression of this approach. Rather than accepting the cramped rear seats typical of many 2+2 coupes, Lamborghini developed a car with enough space for four adults while retaining a low roofline, powerful V12 and exceptional high-speed performance.
The Espada’s Design Origins
The Espada’s appearance was shaped by Marcello Gandini at Bertone, one of the most influential automotive designers of the period. Gandini had already created the Lamborghini Miura and was developing a design language characterized by low proportions, sharp surfaces and dramatic geometric forms.
The Espada’s origins can be traced to Bertone’s Marzal concept car of 1967, a futuristic four-seat Lamborghini with a transverse rear-mounted six-cylinder engine and enormous gullwing doors. Although the Marzal was never intended for direct production, its low roofline, extensive glazing and four-seat layout strongly influenced the Espada.
Another important influence was the Jaguar Pirana, a Bertone-bodied Jaguar E-Type-based concept commissioned in 1967. Its front-engine proportions and angular fastback design helped bridge the gap between the radical Marzal and the more practical production Espada.
1969 Lamborghini Espada Series 1 coupe, from an auction in France on February 3rd, 2023
The 1968 Geneva Motor Show Debut
The production Espada debuted at Geneva in March 1968, attracting attention for its unusually low, wide body and expansive glass area. At approximately 4.7 meters long and only about 1.2 meters high, it had proportions unlike those of conventional luxury coupes.
The name Espada is Spanish for “sword,” particularly associated with the sword used by a matador. Lamborghini’s fascination with bullfighting imagery had already influenced the Miura name, and the Espada continued that tradition.
The production car retained the Marzal’s dramatic four-seat concept but used a conventional front-engine, rear-wheel-drive layout. This arrangement allowed Lamborghini to install its existing V12 engine while providing a spacious passenger compartment and usable luggage area.
Marcello Gandini’s Exterior Design
The Espada’s most recognizable feature is its extraordinary silhouette. The hood is long and nearly horizontal, the roof is exceptionally low, and the rear body extends into a broad fastback with extensive glazing.
Unlike the rounded forms of many 1960s Italian grand tourers, the Espada used crisp edges and large, relatively flat surfaces. The result was a car that appeared futuristic in 1968 and remains visually distinctive decades later.
The rear window arrangement is particularly unusual. A large sloping rear glass panel and additional glazing provide excellent outward visibility while reinforcing the car’s low, elongated profile. The wide rear body also creates enough space for a surprisingly practical luggage compartment.
The Lamborghini V12 Engine
All 1968–78 Espadas used a development of Lamborghini’s original V12, originally designed by Giotto Bizzarrini and subsequently refined for production by Lamborghini’s engineering team. The engine displaced 3,929cc, commonly described as 3.9 liters, with a 82-mm bore and 62-mm stroke.
While Giotto Bizzarrini designed the original high-rpm 3.5L racing engine prototype (used in the 350 GTV concept), Gian Paolo Dallara and Bob Wallace completely re-engineered the powerplant for production reality (detuning it, fitting wet-sump lubrication, changing the valve gear, and converting it into a smooth street engine). Bizzarrini had already severed ties with Lamborghini before the 3.9L evolution used in the Espada was developed.
The V12 used an aluminum block and cylinder heads, dual overhead camshafts for each cylinder bank and two valves per cylinder. Six twin-choke Weber carburetors supplied fuel, while the relatively short stroke allowed the engine to operate smoothly at high rpm.
This engine was closely related to the units used in the 400 GT, Islero and early Miura, although installation and tuning differed among models. Its combination of smoothness, flexibility and willingness to rev made it particularly well suited to a high-speed grand tourer.
Six Weber Carburetors
The Espada’s six Weber carburetors are among its most distinctive mechanical features. Each carburetor feeds two cylinders, providing individual induction paths and excellent airflow at higher engine speeds.
When correctly adjusted, the system produces smooth throttle response and strong acceleration throughout the rev range. The V12’s induction sound becomes particularly pronounced as the engine approaches its power peak, contributing significantly to the Espada’s character.
However, six carburetors require careful synchronization and maintenance. Worn throttle shafts, incorrect jetting, vacuum leaks and deteriorated fuel lines can create poor running or fire hazards. A properly tuned Espada should idle smoothly and accelerate cleanly without hesitation.
1969 Lamborghini Espada Series I coupe, from an auction on October 9th, 2020
The 1968–70 Espada Series I
The Espada Series I, produced from 1968 through approximately 1970, established the original specification. Its 3,929cc V12 produced approximately 325 horsepower, giving the large four-seat coupe performance comparable with many contemporary two-seat sports cars.
The Series I used a five-speed manual transmission and rear-wheel drive, with independent suspension at all four corners. Its combination of a relatively low center of gravity, wide track and powerful engine made it exceptionally capable at sustained high speeds.
Early cars are recognizable by their distinctive dashboard, exterior trim and wheel designs. The original interior was particularly futuristic, featuring an unusual instrument arrangement and a broad, low dashboard that reflected Gandini’s experimental approach.
Series I Interior
The 1968–70 Series I interior is one of the most unusual aspects of the early Espada. The dashboard features a distinctive horizontal instrument arrangement, with gauges and controls distributed across a broad panel rather than grouped in a conventional binnacle.
The design emphasizes the car’s width and low seating position. Large areas of glass provide excellent visibility, while the front seats are positioned relatively low to preserve headroom beneath the shallow roof.
Although visually striking, the early dashboard was not universally praised for ergonomics. Some controls were awkwardly placed, and the unusual layout made the instruments less immediately legible than conventional designs.
1971 Lamborghini Espada Series II coupe, from an auction on October 12th, 2025
The 1970–72 Espada Series II
The Series II, introduced in 1970 and produced through approximately 1972, incorporated substantial mechanical and interior improvements. Engine output increased to approximately 350 horsepower, largely through revised tuning and compression.
The additional power improved acceleration and reinforced the Espada’s position as one of the fastest four-seat grand tourers of its era. The car retained the five-speed manual transmission and independent suspension, but Lamborghini refined various components to improve usability.
The most obvious change was the redesigned dashboard. The Series II adopted a more conventional instrument layout, addressing criticism of the original Series I design while retaining the Espada’s distinctive interior architecture.
Series II Dashboard and Equipment
The 1970–72 Series II dashboard grouped the main instruments more directly in front of the driver, improving visibility and ease of use. The revised layout was more conventional than the original Series I design but remained distinctive in its materials and proportions.
Interior trim and equipment were also improved, reflecting Lamborghini’s efforts to make the Espada a more competitive luxury grand tourer. Air conditioning, electric windows and other comfort features became increasingly important to customers, particularly in export markets.
The Series II therefore represents a useful balance between the early car’s unusual styling and the greater refinement of later versions.
1973 Lamborghini Espada Series III coupe, from an auction at The Quail on August 15th, 2025
The 1972–78 Espada Series III
The Series III, introduced in 1972 and produced through 1978, was the final and most developed version of the Espada. It retained the 3,929cc V12 with approximately 350 horsepower, but incorporated numerous changes to suspension, brakes, interior equipment and exterior details.
The Series III received a revised dashboard, improved ventilation and more conventional controls. Exterior changes included updated lighting, trim and wheel designs, while later cars incorporated additional modifications required by changing safety regulations.
Because the Series III remained in production for approximately six years, individual cars can differ significantly according to model year and market. Early Series III examples retain much of the original Espada’s appearance, while later cars may have more substantial bumpers and other regulatory equipment.
Series III Interior
The 1972–78 Series III interior was more conventional and luxurious than the earlier versions. The dashboard adopted a more traditional arrangement, with clearer instrumentation and improved control placement. The seats were revised for greater comfort, and Lamborghini continued improving ventilation and climate-control equipment. These changes were particularly important because the Espada was intended for long-distance touring rather than occasional high-performance driving.
The later interior sacrifices some of the Series I’s futuristic character but offers better ergonomics and generally greater usability. For owners who intend to drive their Espada regularly, these improvements can be significant.
The Five-Speed Manual Transmission
Most 1968–78 Espadas used a five-speed manual transmission, an important feature at a time when many large luxury coupes still offered only four speeds or automatic gearboxes. The gearbox was designed to handle the V12’s substantial torque while providing ratios suited to high-speed touring. The relatively tall fifth gear allowed the Espada to cruise at sustained highway speeds without excessive engine rpm.
Shift quality is generally deliberate rather than exceptionally light. Worn synchronizers, linkage components and bearings can create difficulty engaging gears, particularly when the transmission is cold.
A properly maintained manual Espada should shift positively and smoothly, although it requires more effort than a modern sports-car gearbox.
The Automatic Espada
Lamborghini introduced an automatic-transmission option during Series III production, generally associated with the mid-1970s. The automatic was intended to broaden the Espada’s appeal among luxury-car buyers, particularly in the United States. The transmission was a Chrysler-derived three-speed automatic adapted for use with the Lamborghini V12. It provided smoother operation in traffic but reduced driver involvement and slightly compromised performance compared with the five-speed manual.
Automatic Espadas are relatively uncommon and represent an interesting aspect of Lamborghini’s attempt to compete more directly with traditional luxury grand tourers. However, manual-transmission cars are generally preferred by enthusiasts and collectors.
Chassis Construction
The Espada uses a steel platform chassis developed to accommodate its front-mounted V12 and four-seat body. The structure was designed to provide sufficient rigidity for high-speed driving while allowing a relatively low overall height. The engine sits longitudinally ahead of the passenger compartment, with the transmission behind it and power delivered to the rear wheels. This conventional grand-touring arrangement contrasts sharply with the transverse mid-engine layout of the Miura.
The long wheelbase contributes to high-speed stability and interior space, while the wide track and low center of gravity help the car maintain composure through fast corners.
Independent Suspension
All 1968–78 Espadas use fully independent suspension, with double wishbones, coil springs and telescopic dampers at both ends. This was a sophisticated arrangement for a large four-seat grand tourer of the period. The suspension was tuned to balance handling precision with the ride comfort expected of an expensive luxury coupe. Compared with the Miura, the Espada was intended to be more stable and less demanding during long-distance travel.
Worn bushings, ball joints and dampers can significantly affect handling, particularly because the car is relatively heavy. Correct ride height and alignment are important to preserving the Espada’s intended balance.
Steering
The Espada’s steering uses a conventional mechanical system with assistance depending upon production specification and market. Early cars generally have relatively heavy steering at low speeds, reflecting the wide front tires and substantial weight over the front axle. At speed, the steering becomes more communicative and contributes to the car’s stable grand-touring character. The long wheelbase and wide track make the Espada particularly effective on fast, sweeping roads.
Wear in steering joints, suspension bushings and associated components can introduce vagueness. A properly restored Espada should feel precise and stable rather than nervous or excessively loose.
Four-Wheel Disc Brakes
The 1968–78 Espada uses disc brakes at all four wheels, appropriate for a car capable of sustained high-speed operation. The system was developed during production, with later cars receiving improvements to braking performance and reliability.
The brakes are generally effective when properly maintained, but the Espada’s weight places substantial demands on pads, discs and hydraulic components. Repeated hard braking can produce fade, particularly on early cars.
Caliper condition, brake hoses and master-cylinder operation should be inspected carefully. Because the Espada is capable of speeds far beyond those of ordinary 1970s sedans, brake maintenance is particularly important.
Wheels and Tires
Early Espadas used distinctive alloy wheels appropriate to the car’s futuristic styling. Wheel designs changed during production, with the Series III adopting revised patterns and dimensions.
The original tires were relatively wide by late-1960s standards, contributing to the Espada’s strong grip and stable high-speed behavior. Modern replacement tires must be selected carefully because inappropriate dimensions or construction can alter steering feel and suspension behavior.
Original wheel designs are increasingly important to collectors. Aftermarket wheels were frequently fitted during periods when Espadas were inexpensive used exotic cars, and correct replacements can be difficult to source.
Four Genuine Seats
One of the Espada’s greatest achievements is its genuine four-passenger accommodation. Unlike many contemporary Italian 2+2 coupes, the Espada provides enough rear-seat space for adults rather than merely occasional use by children.
The low roofline initially suggests that headroom will be limited, but the seats are positioned carefully within the chassis to maximize interior space. The long wheelbase also provides substantial legroom.
The rear seats are separated by a central console, reinforcing the impression of four individual seating positions. This arrangement gives the Espada a distinctive interior character and makes it considerably more practical than the Miura or most contemporary Ferrari coupes.
Luggage Space and Touring Practicality
The Espada was designed for long-distance travel, and its rear body provides a surprisingly useful luggage compartment. The fastback styling conceals more storage space than the car’s low profile suggests.
The large fuel capacity and relatively tall gearing also support sustained high-speed touring. However, the V12’s fuel consumption is substantial, particularly when driven enthusiastically.
Air conditioning and ventilation are important considerations for modern owners because the extensive glass area can create significant cabin heat. Properly functioning climate-control equipment greatly improves the Espada’s usability in warm weather.
Performance
The 1968–70 Series I was capable of approximately 150 mph under favorable conditions, while the more powerful 1970–78 Series II and III could approach or exceed that figure depending upon specification and test conditions.
Acceleration was impressive for a large four-seat car, with contemporary tests generally recording 0–60 mph times in the seven-second range. The V12’s smoothness and broad power delivery made high-speed acceleration feel relatively effortless.
The Espada’s greatest strength was not standing-start acceleration but sustained high-speed touring. Its long wheelbase, aerodynamic body and powerful engine allowed it to cover long distances at speeds that few contemporary four-seat automobiles could match.
Understanding the Major Lamborghini Espada Variants
- Espada Series I (1968–70): Original production version with 3,929cc V12 producing approximately 325 horsepower, five-speed manual transmission and distinctive futuristic dashboard.
- Espada Series II (1970–72): Revised engine specification producing approximately 350 horsepower, improved interior layout and various mechanical refinements.
- Espada Series III (1972–78): Final and most developed version, retaining approximately 350 horsepower while incorporating revised dashboard, suspension, brakes, equipment and exterior details.
- Espada Series III Automatic (mid-1970s–78): Uncommon automatic-transmission version using a Chrysler-derived three-speed automatic, intended to broaden the car’s luxury grand-touring appeal.
The Espada remained in production until 1978, when Lamborghini discontinued it without introducing a direct replacement. The company would not offer another genuinely spacious four-seat grand tourer with comparable emphasis on passenger accommodation for many years.
What Matters to Collectors
For any 1968–78 Espada, body condition is one of the most important considerations. Rust can be extensive and expensive to repair, while replacement panels, glass and trim are difficult to obtain.
The 1968–70 Series I is particularly interesting because of its original Gandini design details and unusual dashboard. Cars retaining correct early interior components, wheels and trim are increasingly desirable, particularly because many were modified or updated during their lives.
The 1970–72 Series II offers stronger performance and improved ergonomics while retaining much of the early car’s visual character. It is often an attractive compromise for buyers who want a relatively early Espada without the Series I’s more unusual dashboard arrangement.
The 1972–78 Series III provides the greatest refinement and generally the most developed mechanical specification. Later cars may be easier to use regularly, although their additional equipment and regulatory changes can make them less visually pure than early examples.
Manual-transmission cars are generally preferred by enthusiasts, but the uncommon automatic versions have historical interest as evidence of Lamborghini’s attempt to compete in the luxury grand-touring market.
Across all versions, originality and documentation matter. A car retaining its original V12, correct interior, factory wheels and known ownership history is generally more desirable than one extensively modified or poorly restored.
Important Sales Reviewed by SCM Experts
In each month’s issue for the past 38 years, SCM’s analysts have reviewed 5 to 7 significant cars sold at auction, and discuss what options, history, or details made that particular more or less valuable. They give their expert opinion on the market for these cars, and whether this car was well bought or well sold. If you’re thinking of purchasing a Lamborghini Espada, you’ll likely find these profiles critical in helping you make the right decision. Each of the following is an article from our print magazine on a Lamborghini Espada sold at auction.
1973 Lamborghini Espada Series IIINamed after a matador’s sword, the Espada was styled along lines similar to those of the stillborn, rear-engined, 6-cylinder Marzal, but carried its 4.0-liter, 4-cam V12 up front. It produced 325 hp, an output sufficient to propel the distinctive, Bertone-styled coupe to 150 mph. Islero running gear was employed, but wedded to a platform-type, semi-monocoque […]Read more
1969 Lamborghini Espada Series IBuilding on the success of the Miura, Lamborghini tackled a new challenge — to produce a 4-seater supercar that would combine sportiness and roominess. The first signal of this intent appeared at the 1967 edition of the Geneva Motor Show with the Marzal, the work of Marcello Gandini, a recent recruit at Bertone. At the […]Read more
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Past Auction Sales – Lamborghini Espada
Average Lamborghini Espada Sale Price by Year from SCM’s Platinum Auction Database:
Lamborghini Espada Sales from SCM’s Platinum Auction Database:
RM Sotheby's
Condition: 3+
Sep 26, 2026
$86,081
Bonhams Cars
Condition: 2
Oct 12, 2025
$166,290
Bonhams Cars
Condition: 2
Aug 15, 2025
$91,840
Bring a Trailer
Condition: 4+
Jul 9, 2025
$127,824
Bonhams Cars
Condition: 3+
Feb 6, 2025
$142,968
Hemmings
Condition: 2
Feb 5, 2025
$78,750
RM Sotheby's
Condition: 2-
Nov 25, 2023
$160,080
Bonhams
Condition: 3+
Mar 2, 2023
$75,040
Artcurial
Condition: 2-
Feb 3, 2023
$203,014
Bonhams
Condition: 3+
Jul 3, 2022
$81,304
Bonhams
Condition: 4+
Jun 5, 2022
$85,120
Bonhams
Condition: 3-
Mar 3, 2022
$42,560
Artcurial
Condition: 3+
Oct 24, 2021
$110,904
Bonhams MPH
Condition: 3-
Sep 4, 2021
$37,883
Historics Auctioneers
Condition: 2-
Apr 18, 2021
$136,787
RM Sotheby's
Condition: 1-
Feb 13, 2021
$209,468
Bonhams
Condition: 2-
Apr 7, 2019
$117,247
Artcurial
Condition: 3+
Apr 8, 2018
$134,163
RM Sotheby's
Condition: 3+
Feb 7, 2018
$198,642
Bonhams
Condition: 3-
May 21, 2017
$92,562
Artcurial
Condition: 2
Feb 10, 2017
$285,070
Bonhams
Condition: 2-
May 13, 2016
$130,502
Auctions America
Condition: 3
Aug 3, 2013
$70,400
Coys
Condition: 3
May 11, 2012
$73,278
Silverstone
Condition: 2
Nov 4, 2011
$51,014
Bonhams
Condition: 3+
Apr 11, 2011
$37,571
Bonhams
Condition: 3+
Feb 5, 2011
$62,703
Artcurial
Condition: 4
Feb 4, 2011
$98,066
Bonhams
Condition: 3
Sep 17, 2010
$40,354
H&H Auctioneers
Condition: 2-
Apr 16, 2008
$32,916
Bonhams
Condition: 2-
Sep 9, 2006
$16,090
RM Auctions
Condition: 3+
Feb 11, 2006
$22,000
Bonhams
Condition:
May 16, 2005
$13,798
Bonhams
Condition: 2+
Sep 11, 2004
$17,595
Potts Auction Company
Condition: 3-
Apr 24, 2004
$19,902
RM Auctions
Condition: 3+
Mar 9, 2002
$32,450
Bonhams & Brooks
Condition: 1-
Mar 5, 2001
$12,108
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