Supercar Legends

Letʼs get the inevitable argument out of the way first: for the purposes of this collection, the ʻsupercarʼ was born when the Le Mans-bred Ford GT40 racer made the transition to the road. The blueprint was refined and in many ways defined by the Lamborghini Miura: a mid-mounted, multi-cylinder engine, rear-wheel drive and looks that can stop traffic. Thereʼs the odd exception, such as the front-mid-engined Mercedes-Benz SLR McLaren and Bristol Fighter, but in the main weʼve stuck to this definition – you wonʼt find any pre-war ʻsuper-carsʼ or the likes of the Mercedes-Benz 300SL Gullwing here, fabulous machines though they are. Our selection of Supercar Legends includes some of our favourite stories from the pages of Classic & Sports Car over the past 20 years, and if you turn…

There are faster, prettier, more valuable cars, certainly. But few can hope to match the sheer thrill and blue-collar appeal of our test cars – gathered as a trio for the first time in their history. Weʼve been at Fordʼs Dunton highspeed test circuit for five minutes and are already struggling to contain schoolboy levels of excitement, pressing our noses to the glass of the brand-new, otherworldly blue GT and eyeing the sumptuous lines of its white predecessor. But one of the three commands our attention like nothing else: the spectacular GT40 MkIII. The story of the GT40 began with a bust-up. Henry Ford II attempted to buy his way into top-flight competition by throwing money at Ferrari, but it ended with a bad-tempered parting of the ways. Ford, peeved…

Stradale, Scaglione and show cars – all are linked to Alfa Romeoʼs most exotic supercar, based on the Tipo 33 sports-prototype, which wowed the automotive world when it was unveiled at the Festival dellʼAutodromo at Monza in September 1967. Even Enzo Ferrari was impressed, stating that the only thing wrong with it was the badge! But the word ʻstruggleʼ would be equally apt for the troubled gestation of this fabulous mid-engined 2-litre coupé. In 1963, Carlo Chiti was enlisted to run Alfaʼs Romeoʼs racing operation as a separate wing christened Autodelta, and as well as developing the TZ coupés he was given the challenge of creating a 2-litre sports-prototype partially based on the old Scarabeo. The first T33 was launched at Balocco in March 1967, but the mid-engined 270bhp V8…

When the Turin motor show opened on 3 November 1965, everybody present was bowled over by a beautifully crafted chassis featuring a V12 engine located amidships, race-car style. Its maker, an upstart called Lamborghini, claimed that the combination would form the basis of a street-legal ʻsuper sports carʼ. The young car-makerʼs plan was clear: owner Ferruccio Lamborghini wanted to take on the automotive prima donna of Italy – Ferrari. Yet, at first, enthusiasts and industry experts didnʼt really take the project seriously. It was therefore quite a shock when, a little over four months later, Lamborghini unveiled a complete car on the opening day of the Geneva Salon. The Miura became not just the star of the show but the progenitor of the term ʻsupercarʼ. For the best part of…

P400 Sales began in 1967. The allalloy 3929cc V12 was positioned transversely in a steel tub and gave 350bhp, which was enough for 170mph and 0-60mph in 6.7 secs. Aluminium panels kept the weight down to 1305kg, while suspension was via wishbones and telescopic dampers. Produced until 1969, with 474 built. P400S The S lasted from 1969 to 1971. Upgrades included wider tyres (Pirelli Cinturatos rather than HSs), a 20bhp hike in the engine’s output (reducing the 0-60mph time to 6 secs) and improvements to the interior. The rear suspension was also tweaked, and vented discs were fitted. Only 140 were made. P400 ROADSTER Bertone had to strengthen the tub before removing the roof for this one-off, unveiled at the 1968 Brussels motor show. The rear end received wider vents…

It’s hard to believe that driving a Miura will live up to the external drama of its exquisite shape, but the experience is unforgettable for so many reasons. Even the simple act of getting into it has the potential to undo any air of nonchalant ‘cool’ that you might be trying to exude, thanks to the required technique of dropping – or perhaps falling – into the low, reclined seats. Once ensconced behind the wheel, one aspect strikes you more than any other. No doubt you will previously have read about the Italian ‘long arms, short legs’ driving position. The Miura takes this to extremes. For shorter folk such as me, the only way to achieve a usable position with your arms is to splay your legs either side of…