The Lamborghini Miura is widely regarded as one of the cars that defined the modern supercar. Introduced in the mid-1960s, it placed a large V12 engine transversely behind the passenger compartment in a radically low, mid-engine chassis, wrapped it in one of Marcello Gandini‘s most famous Bertone bodies, and delivered performance that was extraordinary for the period.
Before the Miura, most high-performance GT cars were front-engined. Lamborghini’s own 350 GT and 400 GT followed that traditional formula. The Miura broke from it completely.
Its basic architecture was developed largely by a group of young Lamborghini engineers working after hours, including Gian Paolo Dallara, Paolo Stanzani and Bob Wallace. Ferruccio Lamborghini initially viewed the project cautiously because of its competition-inspired layout, but the chassis attracted such strong attention that the company approved a production version.
The Miura evolved through three principal factory road-car series: the P400, P400 S and P400 SV. Each brought meaningful mechanical and body changes rather than merely cosmetic updates. The rare Jota and SV/J derivatives add another layer of complexity for collectors.
1965: The Bare Chassis Appears
Lamborghini displayed the Miura’s rolling chassis at the 1965 Turin Motor Show before the body had even been completed. The chassis itself caused a sensation. It used a low steel structure designed around a transversely mounted V12 placed immediately behind the passenger compartment. The engine and gearbox were packaged together in a compact assembly, allowing an exceptionally short wheelbase and low overall height.
This architecture was closely related conceptually to contemporary racing cars rather than conventional grand tourers. The chassis was also unusually light, with numerous openings pressed into the steel structure to reduce weight while retaining stiffness.
1966: The Production Miura P400
The completed Miura debuted publicly at the 1966 Geneva Motor Show. The production model was called the P400. The “P” is generally understood to refer to Posteriore, indicating the engine’s rear placement, while “400” referred to the nominal four-liter engine.
The Miura used Lamborghini’s existing aluminum DOHC V12, enlarged and adapted for the transverse installation. Displacement was 3,929 cc. Six Weber carburetors fed the engine. Initial output was approximately 350 horsepower.
P400 Engine and Transmission Layout
The Miura’s engine installation was mechanically unusual. The V12 sat sideways across the chassis, directly behind the seats. The engine, gearbox and differential shared a common oil supply on the early cars. This compact arrangement saved space, but it also created engineering compromises. Contaminants from the gearbox could circulate through the engine lubrication system, and vice versa. Later Miuras would address this issue.
The five-speed manual gearbox was integrated directly into the engine assembly.
P400 Suspension
The Miura used fully independent suspension. At each corner were unequal-length control arms, coil springs and telescopic dampers. This was far more sophisticated than the live rear axles still found in many high-performance road cars of the period. Anti-roll bars helped control body motion.
The chassis was very responsive, but early cars could become nervous at very high speed, particularly as aerodynamic lift developed at the front. This high-speed behavior became one of the areas Lamborghini gradually improved.
P400 Brakes
Early P400s used four-wheel disc brakes. The brakes were adequate for the car’s original specification but could be challenged by repeated high-speed use. As power and performance increased through later Miura versions, Lamborghini upgraded braking components accordingly.
P400 Body Design
Marcello Gandini designed the Miura while working at Bertone. The body was extraordinarily low and compact. The front and rear sections hinged open as large clamshell assemblies, exposing much of the chassis and mechanical hardware. The headlights were surrounded by distinctive black trim often described as “eyelashes.” Large side air intakes behind the doors supplied the engine compartment. The rear window area incorporated horizontal louvers that became one of the Miura’s most recognizable design elements.
1967: Production Increases
Miura production increased through 1967. Early cars were still effectively hand-built, and detail differences are common. The P400 remained mechanically similar, but Lamborghini made continuous small improvements to assembly, cooling, interior trim and chassis components. The car’s combination of roughly 350 horsepower and low weight produced exceptional performance.
Top speed was generally quoted around 170 mph, though exact figures varied. That placed the Miura among the fastest road cars in the world.
High-Speed Front Lift
One of the early Miura’s most discussed weaknesses was front-end lift at very high speed. The low nose and airflow under the body could reduce front-axle loading as speed increased. A nearly empty fuel tank made the issue worse because the fuel tank was located near the front of the car. As fuel was consumed, front-end weight decreased. Drivers reported that the steering could become noticeably light at very high speeds.
Later versions, especially the SV, received changes intended to improve stability.
1968: The P400 S
Lamborghini introduced the Miura P400 S, commonly called the Miura S. The S represented the first substantial development of the original car. Engine output increased to approximately 370 horsepower. Changes included revised camshaft and induction tuning. The S also received various chassis, braking and interior improvements.
Miura S Mechanical Changes
The S retained the 3,929-cc V12 and transverse layout. Power remained naturally aspirated through six Weber carburetors. While the basic engine architecture was unchanged, improved breathing and tuning increased both response and maximum output.
The gearbox remained a five-speed manual. The shared engine-and-transmission lubrication system also continued during much of S production.
Miura S Suspension and Brakes
Suspension geometry remained fundamentally similar to the P400, with unequal-length control arms and coil springs. However, Lamborghini continued refining spring rates, damping and alignment. Braking capability also improved.
Later S cars could receive upgraded ventilated brake hardware, depending on production period and specification. Because Lamborghini introduced changes gradually rather than strictly by model year, individual cars should be evaluated by chassis number and actual equipment.
Miura S Body Changes
Externally, the S was intentionally subtle. The basic Gandini shape remained almost unchanged. Bright trim around the windows became more prominent. “S” identification could appear in badging. Interior equipment became more luxurious, with improved trim, power windows on many cars and upgraded materials.
These refinements made the S more usable as a grand touring car without compromising the original design.
1969: The Miura S Matures
By 1969, the Miura S had become the established production version. Lamborghini continued improving cooling, build quality and component durability. This period also saw the Miura become a symbol of extreme automotive design. Its appearance in films, photography and celebrity ownership helped transform Lamborghini from a small GT manufacturer into a globally recognized exotic-car brand.
Mechanically, however, the car remained demanding. Cabin heat could be substantial. Clutch effort was high. Rear visibility was limited. The V12 required careful tuning of its multiple carburetors.
None of that reduced its appeal.
1970: Preparing the SV
By 1970, Lamborghini was working on a more extensively revised Miura. The company had learned a great deal from several years of road use. The new version would address handling, cooling, lubrication and tire requirements while increasing power again. This became the P400 SV.
1971: The Miura SV
The Miura SV, introduced in 1971, represented the most developed regular-production Miura. “SV” stood for Spinto Veloce, generally interpreted as a further-developed high-speed version. Engine output rose to approximately 385 horsepower. The displacement remained 3,929 cc. The increase came from revised carburetion, cam timing and other engine changes.
More important than the power increase were major changes to the chassis and rear suspension.
SV Rear Suspension Changes
The Miura SV received significantly revised rear suspension geometry. The rear track became wider. The rear wishbones and mounting geometry were redesigned to improve wheel control and reduce undesirable camber changes. This allowed the use of substantially wider rear tires.
The changes improved traction and made the car more stable near the limit. For drivers, the SV feels more planted than the earlier P400 and S.
Wider Rear Tires
The SV’s revised rear body accommodated larger wheels and tires. The rear tires became much wider than those fitted to earlier cars. This increased mechanical grip and changed the car’s stance noticeably. The wider rear track is one of the easiest ways to distinguish an SV from earlier Miuras when viewed from behind.
SV Body Changes
The SV body received subtle but important modifications. The rear fenders were widened to cover the broader track and larger tires. The taillight area and rear body details were revised. Most famously, the headlight eyelashes disappeared. Earlier P400 and S cars have the distinctive black eyelashes around the headlights, while standard SVs generally do not.
This is one of the most recognizable visual distinctions among Miura generations.
SV Front-End and Stability Improvements
Lamborghini also made changes intended to improve high-speed behavior. Suspension tuning was revised. The wider rear track improved stability. Production tolerances and chassis development had also improved since the earliest cars.
The SV was still a 1960s-derived supercar without aerodynamic aids in the modern sense, but it was better controlled at speed than the earliest Miuras.
Separate Engine and Gearbox Lubrication
One of the most important late Miura improvements involved separating the engine and gearbox lubrication systems. On early cars, the engine, gearbox and differential shared oil. Later SVs adopted split-sump lubrication, with separate oil systems. This prevented metallic debris or contaminants generated by the gearbox from circulating through the engine.
Not every SV has exactly the same specification because the change occurred during production. Collectors therefore distinguish between early shared-sump and later split-sump SVs.
SV Brakes
The SV received improved brakes appropriate to its higher performance. Ventilated discs and revised brake components improved heat management.
As with many Lamborghini production details of this period, specifications can vary somewhat between cars. Condition and correct restoration are often more important than assuming every car from a given production year was identical.
1972: Final Miura Production
Miura production continued into 1972. By this time, Lamborghini was already preparing its replacement. The radically angular Countach represented a completely different design direction. Where the Miura was flowing and organic, the Countach was sharp-edged and futuristic.
The final production Miuras were primarily SVs. These late cars incorporate the most developed factory specification, including the wider rear suspension and, on applicable chassis, split-sump lubrication.
1973: The Miura Era Ends
Although most regular production was completed earlier, final deliveries and completion of some cars extended into the early 1970s. Total Miura production was approximately 760 cars, although published figures can vary slightly depending on prototypes and special cars. Within that total, the earliest P400s, later S models and relatively limited SV production form distinct collector categories.
The P400
The P400 is the original Miura. Its 3.9-liter V12 produces approximately 350 horsepower. The early body has narrow rear fenders and distinctive headlight eyelashes. Its chassis is lighter and more delicate in appearance than the later SV.
The P400 also preserves the Miura in its purest original form. For collectors, the earliest examples carry exceptional historical importance. However, they also have the least-developed suspension, braking and high-speed behavior.
The P400 S
The Miura S combines the appearance of the original car with increased power and improved equipment. Output rises to approximately 370 horsepower.
The S retains the narrow early body and eyelash headlights. It also offers a more luxurious interior. For some collectors, the S represents an ideal compromise because it retains the visual delicacy of the P400 while incorporating useful mechanical refinements.
The P400 SV
The Miura SV is the most developed standard production version. Its approximately 385-horsepower V12 is stronger, while the revised rear suspension, wider track and larger tires substantially improve handling. The rear body is correspondingly wider. Headlight eyelashes are generally absent. Late cars can have separated engine and gearbox lubrication.
Because of these changes, the SV is generally regarded as the best-driving regular-production Miura. It is also typically the most valuable of the three principal production versions.
The Miura Jota
The Miura Jota was a one-off competition-oriented development created by Lamborghini test driver and engineer Bob Wallace. The original Jota was not simply a modified SV. Wallace extensively reworked the car to explore what a Miura built more closely to competition specifications might be like. Weight was reduced dramatically. The chassis was strengthened. Suspension, braking and cooling were upgraded. The body incorporated substantial modifications and lightweight materials.
Jota Engine
The Jota’s V12 was extensively modified. Higher compression, revised induction, aggressive camshafts and competition preparation increased power well beyond the standard SV. Output figures are generally cited around 440 horsepower, though exact period measurements vary. The engine used dry-sump lubrication. This allowed better oil control under hard cornering and permitted changes to engine installation and cooling.
Jota Body and Chassis
The Jota received unique bodywork. The front spoiler, additional vents, revised lighting and competition-oriented details made it visually distinct from a normal Miura. The suspension and chassis were also extensively strengthened. The result was lighter, louder and substantially more aggressive than any regular-production Miura.
Unfortunately, the original Jota was destroyed in a road accident and subsequent fire. It therefore no longer survives.
The SV/J
After wealthy customers learned of the Jota, several wanted cars with similar appearance or mechanical upgrades. Lamborghini subsequently created a very small number of SV/J cars. These should not be confused with the original Jota. Some SV/Js were built or converted by the factory using SV chassis and incorporated selected Jota-style features.
Exact specifications differ from car to car. Some received engine upgrades, body changes or suspension modifications. Because the number is tiny and histories can be complicated, each genuine SV/J must be evaluated individually.
Factory SV/J Versus Later Jota Conversions
The enormous value of genuine SV/J cars has encouraged numerous later conversions. Some standard Miuras have been modified to resemble the Jota or SV/J. A visually convincing recreation is not equivalent to a period factory-built SV/J. Factory records, chassis history, period photographs and documented correspondence are essential. This is one of the most provenance-sensitive areas of Miura collecting.
Miura Roadster
Bertone also created a spectacular one-off Miura Roadster. It was displayed publicly as a design exercise rather than developed as a normal production model. The body was extensively altered to function without the conventional roof. Lamborghini never offered a regular-production Miura convertible.
Consequently, any ordinary Miura encountered today without a roof requires careful investigation.
Engine Development Across the Miura Range
All regular-production Miuras use versions of Lamborghini’s 3,929-cc aluminum V12. The engine has dual overhead camshafts and six Weber carburetors. The main development progression is approximately:
- P400: 350 horsepower.
- P400 S: 370 horsepower.
- P400 SV: 385 horsepower.
The increase came through continuous development of compression, camshaft timing, carburetion and breathing rather than major displacement changes. The Jota pushed the basic architecture considerably further for competition-oriented use.
The Shared-Sump Issue
One of the most unusual mechanical characteristics of the Miura is its early shared lubrication system. The transverse engine and integrated gearbox used a common oil supply. This simplified packaging but meant the engine oil was also exposed to gearbox wear material. For a road car used moderately, the system could function adequately with correct maintenance. For hard use, however, it was less than ideal.
The eventual move to split-sump lubrication on later SVs is therefore a significant engineering improvement. When evaluating an SV, collectors often verify whether it is an original split-sump car or an earlier example subsequently modified.
Suspension Evolution
The Miura’s suspension changed more substantially than its outward appearance suggests. The P400 established the basic independent unequal-length-wishbone layout. The S retained the same fundamental geometry while benefiting from continuous tuning of springs, dampers and brakes. The SV received the most important revision, particularly at the rear. Its wider track and redesigned suspension geometry improved tire contact, traction and stability.
This is one of the principal reasons an SV behaves differently from an early P400 despite sharing the same basic engine placement and chassis concept.
Body Evolution
The Miura body also evolved carefully rather than through a major facelift. The P400 has the original narrow rear body and eyelash headlights. The S retains essentially the same external shape, with changes concentrated in trim and details. The SV gains wider rear fenders, revised rear details and generally loses the headlight eyelashes.
Because restorations frequently mix details among generations, chassis-specific reference material is important. A restored Miura should not automatically be considered correct simply because it has visually recognizable Miura components.
Understanding the Major Lamborghini Miura Variants
Collectors generally divide the Miura into these principal categories:
- P400: Original production Miura with approximately 350 horsepower, narrow body, headlight eyelashes and early chassis specification.
- P400 S: Improved version producing approximately 370 horsepower, with upgraded trim, equipment and mechanical refinements while retaining the narrow early body.
- P400 SV: Final regular-production development with approximately 385 horsepower, wider rear track, revised suspension, wider rear body and generally no headlight eyelashes.
- Early SV: Uses the revised SV chassis and body but may retain the shared engine-and-gearbox lubrication arrangement.
- Late Split-Sump SV: Later SV with separated engine and transmission lubrication. Often considered the most developed standard Miura mechanical specification.
- Jota: Bob Wallace’s one-off competition-development Miura. Extensively lightened and modified, and later destroyed.
- SV/J: Extremely rare factory-built or factory-converted cars incorporating selected Jota-inspired modifications.
- Miura Roadster: One-off Bertone open-body show car rather than a normal production variant.
What Matters to Collectors
- The Miura is a model where chassis identity, original specification and restoration accuracy are enormously important.
- The first step is determining exactly what version the car was when built.
- A P400, S and SV can differ dramatically in value even though all three look broadly similar to a casual observer.
- Chassis number, engine number, production records and factory documentation should be checked carefully.
- Matching-numbers engines are particularly desirable.
- The Miura’s V12 is complex and expensive to rebuild correctly.
- Its transverse packaging also makes many service operations more labor-intensive than they would be in a conventional front-engine Lamborghini.
- Carburetor condition and synchronization are critical.
- Six Weber carburetors must work together correctly for the engine to deliver smooth power.
- A badly tuned Miura can run poorly, overheat or create drivability problems that may be incorrectly blamed on the basic design.
- Cooling is another major concern.
- The V12 is mounted immediately behind the occupants, and the engine compartment is tightly packaged.
- Cooling-system maintenance, hoses, fans and airflow all require close inspection.
- Fuel-system condition is particularly important on a car of this age.
- Old fuel hoses and carburetor leaks can create an obvious fire risk.
- Given the value of a Miura and the proximity of multiple carburetors to hot mechanical components, proper fuel-system restoration is essential.
- Chassis condition is equally important.
- The Miura’s steel structure is relatively light and complex.
- Corrosion, previous accident damage or poorly executed structural repairs can be difficult and expensive to correct.
- A specialist familiar specifically with Miuras should examine suspension pick-up points, chassis tubes and structural panels.
- Accident history deserves particular attention because these cars were extremely fast by 1960s standards and lacked modern tires, ABS, stability control or aerodynamic downforce.
- Many were damaged at some point during periods when they were worth far less than they are today.
- Body restoration requires specialist knowledge.
- The clamshell front and rear sections must fit properly, and panel alignment affects the entire visual character of the car.
- Because Miuras were hand-built, absolute modern panel-gap perfection is not necessarily authentic, but large inconsistencies can indicate previous damage or poor restoration.
- Correct body details also matter.
- Installing SV-style rear bodywork on a P400 does not make it an SV.
- Likewise, removing eyelashes from an early car or fitting wider wheels can erase important original characteristics.
- Color is another major collector consideration.
- Lamborghini offered the Miura in spectacular period colors, including bright greens, oranges, yellows, blues and metallic shades in addition to red.
- A correctly restored car in its documented original factory color can be especially desirable.
- Original interior colors and materials matter as well.
- Miura interiors often used striking combinations that are difficult to reproduce accurately.
- For the SV/J, provenance becomes more important than almost any mechanical detail.
- Because so few authentic cars exist, every genuine example has an individual history.
- Later Jota-style conversions should be valued and described according to what they actually are rather than grouped with factory SV/Js.
- The same principle applies to modified standard Miuras.
- Period modifications may be historically interesting, particularly if performed by a recognized specialist or for an important owner, but originality remains a major component of value.
- From a driving standpoint, the three regular variants have noticeably different personalities.
- The P400 is the lightest and most historically pure.
- Its steering and chassis feel delicate, but its high-speed behavior demands respect.
- The S adds power and refinement while largely preserving the early car’s appearance.
- The SV is more muscular mechanically and visually. Its wider rear suspension and tires provide greater stability, while the more powerful engine gives stronger performance.
For someone seeking the most developed factory Miura to drive, a late split-sump SV is generally the logical choice. For a collector focused on historical significance, however, a very early P400 can be just as compelling.
The Miura’s larger importance goes far beyond production differences. It helped establish the template for the modern exotic supercar: a powerful engine mounted behind the driver, a dramatic low body, extraordinary performance and styling intended to make the automobile itself an event. Ferrari, Maserati and other manufacturers had built extremely fast road cars before the Miura, but Lamborghini combined race-car architecture and avant-garde styling in a way that fundamentally changed expectations. The Countach would push that philosophy much further in the 1970s, but the Miura established the idea.
Its mechanical evolution also illustrates how rapidly Lamborghini was learning. The P400 proved the concept. The S added power and refinement. The SV addressed important suspension, tire and lubrication issues. The Jota demonstrated what the basic architecture could become when developed toward competition use. That progression makes the Miura more than an automotive design icon.
It is also a fascinating engineering story, moving in only a few years from an experimental mid-engine concept to one of the most sophisticated and desirable high-performance road cars of its era.
Important Sales Reviewed by SCM Experts
Each month 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 Miura, you’ll likely find these profiles critical in helping you make the right decision.
1971 Lamborghini Miura P400 SVThe Spanish bull referred to as the Miura may have first entered the pop-culture lexicon with the publication of Ernest Hemingway’s enduring 1926 classic The Sun Also Rises. Hemingway’s disaffected expatriates travel to Spain to watch the bullfights, and there they are impressed by the brutal capabilities of the Miura, a creature that is muscular, powerful, […]Read more
1971 Lamborghini Miura P400 SVCompleted on October 29, 1971, this P400 SV, chassis no. 4912, was originally finished in Bleu Medio over a Pelle Bleu interior and was shipped new to the U.S. through Modena Car U.S.A. Notably, it was the only Miura SV to be finished in that color. It is one of 11 single-sump Miura SVs to […]Read more
1968 Lamborghini Miura P400 CoupeThis Lamborghini Miura P400, chassis number 3649, left the factory in Sant’Agata on August 7, 1968. Sold new in France, it arrived at the premises of Voitures Paris Monceau, 114 Rue Cardinet Paris 17e, on September 16, 1968. It was painted silver gray with mustard leather interior and electric windows. The car had been so […]Read more
1971 Lamborghini Miura SVJPrior to its conversion to Jota specifications, chassis 4892 was constructed at the factory in July 1971 as a Miura SV that was finished in white with a blue interior. The car remained in Italy and was sold new to a Dr. Alcide of Rome, Italy. It is not known when the conversion was done, […]Read more
1971 Lamborghini Miura P400 SV PrototypeA car, especially at auction, has to have that “wow” factor to excite bidders, and this one really did The Miura presented here is, quite simply, unlike any other. Issued production number 576, this Lamborghini represents the end result of a project undertaken by the factory’s chief development engineer and test driver, Bob Wallace, to […]Read more
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Past Auction Sales – Lamborghini Miura
Average Lamborghini Miura Sale Price by Year from SCM’s Platinum Auction Database:
Lamborghini Miura Sales from SCM’s Platinum Auction Database:
Broad Arrow Auctions
Condition: 2-
Mar 6, 2026
$6,605,000
Gooding Christie's
Condition: 2+
Mar 5, 2026
$2,590,000
RM Sotheby's
Condition: 2
Feb 27, 2026
$1,875,000
Gooding Christie's
Condition: 2
Jan 29, 2026
$4,047,212
RM Sotheby's
Condition: 2+
Jan 28, 2026
$4,451,335
Artcurial
Condition: 2-
Jan 27, 2026
$1,673,401
RM Sotheby's
Condition: 1-
Nov 1, 2025
$1,702,106
Gooding Christie's
Condition: 2+
Aug 15, 2025
$1,765,000
RM Sotheby's
Condition: 2
May 22, 2025
$4,458,573
Broad Arrow Auctions
Condition: 1
Mar 7, 2025
$4,460,000
Gooding Christie's
Condition: 1-
Mar 6, 2025
$2,450,000
RM Sotheby's
Condition: 4+
Oct 26, 2024
$1,325,000
Gooding & Co.
Condition: 4+
Aug 16, 2024
$2,040,000
Gooding & Co.
Condition: 1
Aug 16, 2024
$2,315,000
RM Sotheby's
Condition: 2
Aug 15, 2024
$1,897,000
Broad Arrow Auctions
Condition: 1-
Aug 14, 2024
$2,700,000
RM Sotheby's
Condition: 1
May 31, 2024
$4,900,000
Bonhams Cars
Condition: 3+
Feb 1, 2024
$1,032,196
Gooding & Co.
Condition: 1-
Aug 18, 2023
$2,260,000
Gooding & Co.
Condition: 1-
Aug 18, 2023
$3,580,000
RM Sotheby's
Condition: 2
May 20, 2023
$1,738,062
RM Sotheby's
Condition: 3-
Feb 1, 2023
$1,108,465
Bonhams
Condition: 3+
Dec 16, 2022
$1,299,849
RM Sotheby's
Condition: 2-
Nov 5, 2022
$2,322,619
Artcurial
Condition: 3+
Oct 16, 2022
$1,375,927
Bonhams
Condition: 3
Oct 9, 2022
$1,092,855
Bonhams
Condition: 2
Aug 19, 2022
$1,957,500
RM Sotheby's
Condition: 2-
May 14, 2022
$2,575,480
Gooding & Co.
Condition: 1-
Aug 13, 2021
$1,902,500
RM Sotheby's
Condition: 2-
Aug 12, 2021
$2,095,000
Artcurial
Condition: 2-
Jul 19, 2021
$1,150,056
Gooding & Co.
Condition: 2
Jun 11, 2021
$1,022,187
RM Sotheby's
Condition: 2+
Feb 13, 2021
$2,934,677
Gooding & Co.
Condition: 2-
Sep 5, 2020
$4,251,587
Silverstone
Condition: 2
Jul 31, 2020
$0
RM Sotheby's
Condition: 3-
Jun 3, 2020
$811,382
Gooding & Co.
Condition: 2-
Mar 6, 2020
$1,435,000
Gooding & Co.
Condition: 2+
Jan 17, 2020
$1,242,500
RM Sotheby's
Condition: 2+
Jan 16, 2020
$1,391,000
RM Sotheby's
Condition: 3-
Oct 24, 2019
$1,609,626
RM Sotheby's
Condition: 2+
Dec 8, 2018
$2,205,000
RM Sotheby's
Condition: 1-
Aug 24, 2018
$2,177,500
Mecum Auctions
Condition: 3
Aug 23, 2018
$1,155,000
Artcurial
Condition: 3+
Jul 7, 2018
$978,251
Artcurial
Condition: 1
Feb 10, 2017
$2,538,630
Gooding & Co.
Condition: 2
Aug 20, 2016
$2,255,000
Bonhams
Condition: 3+
Aug 14, 2015
$1,039,500
RM Sotheby's
Condition: 1-
May 23, 2015
$1,141,504
Gooding & Co.
Condition: 2+
Jan 17, 2015
$1,155,000
Bonhams
Condition: 2+
Sep 13, 2014
$693,300
See all 111 sales of Lamborghini Miura cars from SCM’s Platinum auction database.