Consequently Dallara, Stanzani and Wallace focused their attention on an ultra-exotic mid-engined road car - a supercar as it would subsequently become known. The Miura was made in three basic versions, the P400, P400 S and finally the P400 SV, each directly replacing the other while a handful of factory-built specials were also manufactured. To begin, a completely new monocoque chassis with deep-section triple platform spot-welded construction was drilled for lightness and had tubular spaceframes front and rear. The monocoque of this prototype (chassis 509) was made with 0.8mm gauge steel that was increased to 0.9mm thereafter (this later rising again to 1mm in early 1968). Suspension was via independent double wishbones with coil springs, telescopic dampers and anti-roll bars. Hydraulic Girling disc brakes were servo-assisted, the 15-inch Campagnolo knock-off alloy wheels shod with Pirelli Cinturato High Speed tyres of seven-inch width front and rear. Although a new cylinder block was designed, the Miura's transversely-positioned engine retained all the fundamental characteristics of Bizzarrini's original 60¡Ë¢çE¢®Ec¡Ë¢ç¢®¡¿¢®E¡Ëc V12 including its 3929cc displacement thanks to bore and stroke measurements of 82 x 62mm respectively. Output was rated as 350bhp at 7000rpm with compression set at 9.5:1 and four triple choke downdraught Weber 40 IDL 3 carburettors. Competition-spec Borg & Beck triple plate clutches were used on the prototype Miura's but with a transplant being needed every 3000km or so, these were replaced by single plate items for production.

The rolling chassis and engine were debuted bereft of bodywork at 1965's Turin Salon where the response was everything Lamborghini had hoped for even if many commentators doubted the vehicle as viable for production. Had Carrozzeria Touring of Milan not gotten into dire financial difficulties, they may well have been commissioned to execute the Miura's bodywork, this after designing Lamborghini's first production models. However, with Touring in receivership, the task fell to Bertone in Turin and one man in particular, Marcello Gandini. Gandini penned the new car between late 1965 and early '66, his design probably ranking among the top three most beautiful automobiles of all time.

Innovative details were the retractable headlights surrounded by slatted black eyelashes on each wonderfully curvaceous front wing. Further back, engine-cooling scoops were artistically crafted behind each door window while Gandini's Kamm tail capped the design off beautifully. This prototype (chassis 509) remained practically unaltered for production although the roofline was marginally raised and the clear ventilated rear screen replaced by distinctive matt black slats. The interior was surprisingly airy for a mid-engined supercar, the dash featuring two primary cowls (for the speedo and tach) a central binnacle containing all supplementary instrumentation. A chrome plated open gate gearchange appeared for the first time on a Lamborghini while reclining bucket seats were trimmed in vinyl and could be specified with contrasting velour centres. Launched at the March 1966 Geneva Salon, Lamborghini's creation caused an absolute sensation and immediately after the show an extensive development programme was initiated. This included Bob Wallace travelling to the Monaco Grand Prix with chassis 509 in May 1966 where it would act as pace car for the race. Furthermore, it is an oft-recounted part of Sant¡Ë¢çE¢®Ec? Agata folklore that on the Saturday night, Ferruccio Lamborghini parked the car outside the Place du Casino where a very large crowd quickly gathered. Periodically throughout the night he would exit the casino and demonstrate the incredible new car to some close friends ? and the surrounding throng. The Miura was going to be a great success judging by public reaction.

The first production Miura (chassis 0909) was delivered in December 1966 after Wallace had been developing the three prototypes (509, 0706 and 0862) for nine months. Performance figures were very impressive with a top speed of 161mph and zero to sixty in just 6.1 seconds. Unfortunately though, the first prototype (509) was destroyed in a road accident. 108 P400's were delivered during 1967 and after the 125th had been completed, chassis's were thickened from 0.9 to 1mm gauge steel (thus all '66 and '67 cars will have the 0.9mm chassis). From April 1968, customers could specify leather interiors, production ending later that year after 473 cars.