sometimes put a brake on creativity. We tried to solve problems with the technical knowledge we had, and I tried to get a simple message across: we have to do today what everyone else will do tomorrow. For example, the 350 GT, the first Lamborghini, was already innovative compared to other sports cars. For one thing, it had a V12 engine with twin camshafts, while those of the competition had single camshafts. Instead of using rocker arms, we had the cams directly on the tappets: a different system, racier, which was a novelty on a V12 for road use. “We had independent rear suspension, which was a great thing at the time, when almost everyone had rigid links with leaf springs. For roadholding and comfort it was a big advantage. It general, all aspects of handling had been carefully considered. This was mainly thanks to Dallara, who always paid special attention to handling. “After the first twenty-four or twenty-five 350 GTs, which mounted a ZF gearbox, we realised that it didn’t work for us: the synchronisers deteriorated rapidly because our engine reached 7500 rpm, while the gearbox had been designed for engines which only reached 5000 rpm. So we were forced to design and
3, 4 Innovations were constantly introduced, even with respect to elements concealed from the customer’s gaze. Thus the chassis of the 400 GT (above) was improved compared to that of the previous 350 GT (top).
5 The complete mechanics of the 350 GTV prototype, Lamborghini’s first car. The tubular chassis was not suited to industrial production and was radically modified by engineer Dallara to create the 350 GT series.
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