The Lamborghini Espada 400 GTE Series II is the sharper, more powerful middle chapter of Lamborghini’s front-engine V12 grand tourer. Built from 1970 to 1972, it kept the long, low Bertone body of the original Espada but added the more desirable 350 hp version of the 3,929 cc Lamborghini V12, a revised cabin, vented disc brakes, and important driveline updates. It sits between the purer early Series I and the more developed Series III, which makes it especially interesting for buyers who want classic styling, early chrome-bumper character, and improved performance in one car.
Collectors still care because the Series II captures Lamborghini before the Countach fully changed the brand’s image. It is dramatic, hand-built, fast, genuinely usable as a four-seat GT, and complex enough that condition matters far more than mileage or cosmetic shine.
Table of Contents
- Why the Series II Espada Matters
- V12, Chassis, and Key Specifications
- Series II Production, Options, and Identification
- Bertone Design and Lamborghini Engineering Details
- How the 400 GTE Drives
- Maintenance, Corrosion, and Restoration Risks
- Values, Inspections, and Buying Priorities
Why the Series II Espada Matters
The Series II Espada matters because it combines the early car’s clean shape with the stronger 350 hp V12 and better braking. It is often the sweet spot of the Espada line for buyers who want the original Gandini shape but prefer the more mature mechanical package.
The Espada was Lamborghini’s answer to a difficult brief: build a true four-seat grand tourer that still felt worthy of the raging bull badge. Ferruccio Lamborghini wanted a fast, refined, expensive car for people who loved performance but needed more space than the Miura, Islero, or 400 GT 2+2 could offer. The Espada reached production after the 1967 Marzal concept and used design ideas from Marcello Gandini’s work at Bertone, but without the concept car’s glass gullwing doors.
When the production Espada appeared in 1968, it looked unlike almost anything else. It was long, wide, extremely low, and sharply drawn, with a glass-heavy tail and a full-width rear window arrangement that improved visibility. Unlike the Miura, the Espada placed its V12 at the front. Unlike many 2+2 exotics, it could carry four adults with real luggage space. That mix made it one of Lamborghini’s most commercially important early cars.
The Series II arrived in 1970. Lamborghini named it the Espada 400 GTE, and the changes were more than cosmetic. The engine received a higher compression ratio and a factory rating of 350 hp at 7,500 rpm. Braking improved with ventilated discs. The rear driveline moved to constant-velocity joints, and the cabin was redesigned with a more conventional instrument panel, wood fascia, revised center console, and improved rear ventilation.
Its importance today comes from four things:
- It is one of the last classic front-engine Lamborghini V12 GTs from the brand’s first era.
- It offers a clearer grand touring role than the Miura and a more dramatic shape than the Islero.
- It has enough production volume to be usable and supported, but not enough to feel common.
- It rewards expert inspection because originality, corrosion repair, and mechanical condition vary widely.
Production figures need careful wording. Lamborghini’s own historical material commonly lists Series II production at 575 units, while another official Lamborghini article gives 578 units for the Espada 400 GTE Series II. The difference likely reflects how specific late or transitional cars are counted. For buyers, the practical point is the same: the Series II is scarce, but not so rare that documentation, parts knowledge, or marque expertise are impossible to find.
V12, Chassis, and Key Specifications
The Series II’s headline specification is its 3,929 cc naturally aspirated Lamborghini V12 with six Weber carburetors and 350 hp. The rest of the car follows the classic Sant’Agata formula of hand-built construction, independent suspension, a five-speed manual gearbox, and large four-wheel disc brakes.
| Category | Specification |
|---|---|
| Model | Lamborghini Espada 400 GTE, Tipo 108 Series II |
| Production years | 1970–1972 |
| Layout | Front-engine, rear-wheel drive, four-seat grand tourer |
| Engine | 3,929 cc 60-degree Lamborghini V12 |
| Bore x stroke | 82 mm x 62 mm |
| Valvetrain | Double overhead camshafts per bank, 24 valves |
| Fuel system | Six Weber 40 DCOE side-draft carburetors |
| Compression ratio | 10.7:1 |
| Power | 350 hp at 7,500 rpm |
| Torque | About 290 lb-ft at 5,500 rpm |
| Transmission | 5-speed manual |
| Brakes | Four-wheel ventilated disc brakes |
| Suspension | Independent suspension with wishbones, coil springs, and dampers |
| Wheelbase | 2,650 mm |
| Length | About 4,730–4,738 mm, depending on source and measuring convention |
| Width | 1,860 mm |
| Height | 1,185 mm |
| Typical quoted top speed | About 155 mph / 250 km/h |
The V12 is closely related to Lamborghini’s earlier Bizzarrini-derived engine family. It uses an aluminum alloy block and heads, chain-driven cams, wet-sump lubrication, and a high-revving character unusual for a large 1970s grand tourer. The six Weber carburetors are central to the car’s feel. When correctly set up, they give clean response and a hard mechanical intake sound. When worn, dirty, or poorly synchronized, they can make the car feel flat, smoky, hesitant, or difficult to start.
The gearbox is a Lamborghini five-speed manual, not a generic outside unit. It is strong when healthy, but expensive to rebuild and sensitive to past abuse. Synchro wear, clutch condition, shift linkage adjustment, oil leaks, and bearing noise all deserve attention during inspection.
The Series II’s ventilated discs are one of its most important improvements over the Series I. An Espada is a heavy, fast GT, and the brake upgrade better suits the extra power and real-world cruising speeds. Brake feel will not match a modern car, but a properly rebuilt system should stop straight, inspire confidence, and avoid excessive pedal travel.
The chassis and body use a steel structure with an aluminum hood. That mixed construction matters because corrosion and previous repair quality often decide whether a car is a usable classic or a restoration trap. Unlike a simple ladder-frame classic, an Espada’s body integrity, alignment, door fit, suspension pickup points, and lower structure all need expert evaluation.
Series II Production, Options, and Identification
The Series II is identified most easily by its revised interior, stronger 350 hp engine, ventilated brakes, and the cleaner rear glass treatment without the earlier grille. It is also the Espada generation that includes the rare VIP version, one of the most unusual factory special editions of any classic Lamborghini.
Lamborghini built the Espada in three broad series. The Series I ran from 1968 to 1970, the Series II from 1970 to 1972, and the Series III from 1972 to 1978. The Series II is especially desirable because it keeps the early exterior flavor while gaining mechanical and cabin upgrades.
| Version | Years | Key identifiers | Collector notes |
|---|---|---|---|
| Series I 400 GT | 1968–1970 | Early dashboard, 325 hp engine, rear glass grille, solid brake discs | Pure early design, lower production, more delicate braking package |
| Series II 400 GTE | 1970–1972 | Revised dashboard, 350 hp engine, vented discs, rear grille deleted | Often seen as the best balance of early style and improved usability |
| Series III 400 GTS | 1972–1978 | Later dashboard, updated wheels, power steering commonly standard, later trim changes | More developed and often more usable, but less visually pure to some collectors |
The Series II cabin is one of the clearest ways to confirm the model. The Series I’s more experimental dashboard gave way to a broader, wood-trimmed fascia, round instruments, and a more conventional center console. This made the car easier to use and less concept-like, while still feeling expensive and hand-built.
Factory and period equipment could include leather trim, air conditioning, power steering on some cars, and special-order colors or cabin materials. Air conditioning is important for real use because the Espada has a large glass area and a hot V12 ahead of the cabin. However, old air-conditioning systems are often weak unless fully rebuilt, and missing parts can be expensive.
The Espada VIP deserves special mention. Based on the Series II, it added luxury rear-seat entertainment features such as a mini-bar, refrigerator, and Brionvega television. Only a very small number were built. A genuine VIP should have strong documentation because the trim and equipment are too valuable and too easy to misrepresent.
For any Series II, documentation matters. Buyers should ask for:
- Chassis number, engine number, gearbox number, and body-related identifiers where available.
- Factory build information or heritage records.
- Old registration documents and ownership history.
- Restoration invoices with photos, not just summary receipts.
- Evidence of engine, gearbox, brake, suspension, fuel-system, and carburetor work.
- Confirmation of original colors and interior materials if originality affects the price.
- Records from recognized Lamborghini or Italian exotic specialists.
Matching-numbers status can affect value, but it should not be viewed in isolation. A matching engine in poor internal condition can be far more costly than a correct replacement engine that has been rebuilt properly and documented. The best cars combine identity, provenance, condition, and honest maintenance history.
Bertone Design and Lamborghini Engineering Details
The Espada’s design is not just dramatic; it is a packaging solution for a front-engine V12 with real rear seats. Bertone and Gandini created a low, wide GT that looked futuristic while still doing a practical job Lamborghini had set for it.
The shape came from the same creative period that produced the Marzal concept. The production Espada toned down the concept’s glass doors but kept the long nose, crisp surfaces, low roofline, and unusual rear glass arrangement. The car is almost shockingly low for a four-seater. Its height is closer to many sports cars than to most luxury GTs, which is why the body still feels radical decades later.
Exterior details that matter
The Series II keeps the original body’s essential form but cleans up the rear by deleting the grille over the vertical glass panel. This small change gives the back of the car a lighter appearance. The large side glass, long doors, wide stance, and glass-heavy tail are central to the Espada’s character.
Important exterior areas to inspect include:
- Headlamp pods, surrounds, and alignment.
- Door bottoms, sills, and lower front wings.
- Rear glass frame and tailgate sealing.
- C-pillars and fuel-filler areas.
- Wheelarch lips and lower rear quarters.
- Bumper mounts and evidence of old impact damage.
- Aluminum hood fit, corrosion around edges, and hinge condition.
Panel gaps were not modern-supercar perfect when new, but they should make sense. Uneven doors, a twisted hood line, or inconsistent shut lines may point to corrosion repair, accident damage, or tired hinges. Because many Espadas have been repainted, paint thickness readings and restoration photos are more valuable than shine.
Cabin layout and usability
Inside, the Series II is more mature than the first cars. The revised dashboard is easier to read, and the wood trim gives it a luxury GT feel. The seating position is low, the windscreen is broad, and the cabin feels more spacious than the roofline suggests.
The rear seats are part of the car’s appeal. They are not token seats in the same way as many exotic 2+2s. Adults can use them for shorter trips, and children fit easily. The long doors help access, although parking-space width matters. Luggage space is also useful by exotic standards.
Still, the cabin is a major inspection area. Leather can shrink, foam can collapse, veneer can crack, switches can fail, and old wiring behind the dash can become fragile. A retrim that looks attractive but uses incorrect patterns, materials, or stitching may reduce collector value. Original interior trim in good condition is valuable even when it shows light patina.
Mechanical packaging
The V12 sits ahead of the cabin and is reached through a large aluminum hood. Access is better than on many mid-engine exotics, but the engine bay is still crowded. Carburetor linkage, ignition components, cooling hoses, brake hydraulics, and wiring all need careful setup.
The car’s two fuel fillers, rear fuel storage arrangement, long exhaust path, and substantial cooling needs make system condition important. Old fuel hoses, stale tanks, blocked radiators, weak fans, and aging wiring can turn an otherwise good Espada into an unreliable car. The engineering is robust in concept, but it assumes proper maintenance by people who understand the model.
How the 400 GTE Drives
A healthy Series II Espada drives like a fast, mechanical, long-legged V12 GT, not like a small sports car. Its best qualities are engine character, high-speed stability, steering feel once moving, and the sense that the car was built for serious distance rather than short bursts.
The V12 is the center of the experience. It starts with a complex mechanical sound, then settles into a busy idle when warm and correctly tuned. Below the middle of the rev range, it has enough torque to move the car easily, but it comes alive as the revs rise. The 350 hp rating gives the Series II a harder edge than the early 325 hp cars, especially when carburetion and ignition are right.
Acceleration figures vary by source and test conditions, but the Series II is generally understood as a mid-six-second 0–60 mph car with a top speed around 155 mph. Those numbers were serious in the early 1970s, especially for a four-seat GT. The car’s real-world strength is not drag-race launch performance, though. It is the way it gathers speed from a rolling start and settles into fast cruising.
The gearbox should feel mechanical and deliberate. It will not like rushed cold shifts, and first-to-second can be stiff until the oil warms. A good car rewards patience with a precise, satisfying action. A worn car may grind, baulk, jump out of gear, or make bearing noise. Those are not small complaints on an Espada.
Steering effort depends on speed, tires, and whether the car has power assistance. Unassisted cars can feel heavy at parking speeds, then much better once rolling. The long wheelbase gives the Espada stability rather than nervousness. It is not a Miura and should not be expected to feel like one. It is a large GT with excellent front-end communication for its size when the suspension, tires, and alignment are correct.
Ride quality is better than the styling suggests. The independent suspension allows the Espada to cover uneven roads with more composure than many pure sports cars. Tired dampers, old bushings, weak springs, or incorrect tires can ruin that balance. Modern tire choice needs care because the car was designed around period high-profile rubber, not ultra-low-profile modern compounds.
Braking should be strong for a classic, thanks to the Series II’s ventilated discs. The pedal may need more effort than a modern car, but it should not feel vague, spongy, or uneven. Pulling under braking, fluid leaks, sticking calipers, or old hoses all need immediate attention.
The less romantic part is heat, noise, and setup sensitivity. Carbureted V12 Lamborghinis need warm-up time. They dislike neglect. Cabin heat can build in traffic. Old cooling systems may struggle if partly blocked. The car is usable, but only if maintained as a complex exotic, not treated like a casual Sunday classic.
Maintenance, Corrosion, and Restoration Risks
The biggest ownership risks are corrosion, poor old restorations, neglected fuel and cooling systems, and expensive V12 or gearbox work. A cheap Espada usually becomes expensive quickly because body, trim, and mechanical repairs are specialist jobs.
Mechanical issues to inspect first
The Lamborghini V12 is durable when maintained, but it is costly to put right after years of neglect. A pre-purchase inspection should include leak-down and compression testing, oil-pressure checks, cooling-system evaluation, carburetor inspection, and a long road test from cold.
Key warning signs include:
- Low oil pressure when hot.
- Persistent smoke after warm-up.
- Heavy timing-chain noise or top-end clatter.
- Fuel smell from old hoses, carburetors, or tanks.
- Overheating in traffic or after a hard drive.
- Coolant contamination, oil contamination, or blocked radiator cores.
- Poor hot starting caused by ignition, heat soak, or carburetor issues.
- Exhaust leaks near manifolds or under the cabin.
- Vibration from worn engine mounts or driveline joints.
Carburetor condition is often underestimated. Six side-draft Webers require clean fuel, correct jetting, tight throttle shafts, balanced airflow, and proper linkage adjustment. A “tune-up” cannot fix worn carb bodies, air leaks, weak ignition, or dirty tanks.
The gearbox and clutch also deserve careful testing. A clutch replacement is not a trivial job, and gearbox rebuilds require rare parts and experienced labor. Listen for rumbling, whining, crunching, or shift refusal. Check for oil leaks from the gearbox, differential area, and rear driveline.
Corrosion and structure
Rust is the most serious Espada buying risk. The body is large, complex, and expensive to repair correctly. Cosmetic paint can hide structural problems for years.
Inspect these areas carefully:
- Inner and outer sills.
- Floorpans and jacking points.
- Suspension pickup areas.
- Front bulkhead and lower firewall.
- Door bottoms and hinge posts.
- Rear wheelarches and lower quarters.
- Boot floor and spare-wheel area.
- Windscreen, rear glass, and tailgate frames.
- Fuel-filler pockets and surrounding metal.
- Front chassis rails and bumper mounts.
A borescope, lift inspection, magnet, paint meter, and restoration-photo review are all worthwhile. A freshly painted car with no metalwork documentation is riskier than an older paint car that honestly shows its condition.
Electrical, trim, and parts availability
Electrical faults are common in neglected Espadas because of age, heat, old connectors, and previous repairs. Window motors, lighting, gauges, switches, fans, ignition components, and charging systems should all be checked. Many problems are fixable, but diagnosis takes time and the dashboard is not something to dismantle casually.
Trim can be harder than mechanical parts. Correct seats, dash pieces, wood trim, switches, glass, lights, bumpers, and original wheels can be difficult or expensive to source. A missing or incorrect interior is not just a cosmetic problem; it can affect restoration cost and resale value.
Restoration quality varies widely. Some cars were restored when Espadas were less valuable, so shortcuts were common. Look for correct panel shaping, proper rust repair rather than filler, accurate interior patterns, good chrome, correct instruments, and mechanical invoices that match the visible work.
Useful upgrades can make sense if they are discreet and reversible. Improved cooling fans, modern fuel hoses, electronic ignition hidden within the original look, better relays, and careful brake-system renewal can improve reliability. Heavy modifications, incorrect wheels, non-original interior redesigns, or modernized dashboards usually narrow the buyer pool.
Values, Inspections, and Buying Priorities
The best Series II Espadas are now valuable collector cars, but the market still punishes poor examples because restoration costs can exceed purchase price. Condition, originality, documentation, and specialist maintenance history drive value more than mileage alone.
As of the 2025–2026 market, public sales and market trackers generally place usable Series II cars from the high five-figure range into the mid-six figures, with exceptional, highly original, well-restored, or especially well-documented examples bringing more. Weak, rusty, incomplete, or long-stored cars can look tempting, but they often need body, trim, engine, brake, fuel, and electrical work at the same time.
| Priority | Why it matters | What to look for |
|---|---|---|
| Body structure | Rust repair is expensive and can affect safety, fit, and value | Lift inspection, metalwork photos, clean sills, solid floors, correct panel gaps |
| Engine health | V12 rebuilds are major specialist projects | Leak-down results, oil pressure, temperature control, clean running, invoices |
| Gearbox and clutch | Parts and labor are costly | Clean shifts warm and cold, no jumping out of gear, no bearing noise |
| Originality | Correct colors, trim, and equipment support collector value | Factory records, original materials, correct wheels, correct dashboard layout |
| Documentation | History reduces risk and supports resale | Ownership chain, service records, restoration photos, manuals, tools |
| Usability | A sorted Espada is far more enjoyable and easier to sell | Reliable hot starts, working fans, good brakes, working lights, usable air conditioning |
The best examples to seek are honest, complete cars with known history and no hidden structural questions. A car with older paint, original trim, and strong mechanical records may be a better buy than a glossy car with missing invoices. For collectors, factory color, matching major components, original interior material, period tools, books, and build information all help.
Cars to avoid include:
- Freshly painted examples with no metalwork record.
- Cars advertised as “easy restoration” but missing trim or glass.
- Long-stored cars that have not had fuel, brake, cooling, and tire systems renewed.
- Engines that run but have poor oil pressure, smoke, or overheating.
- Cars with incorrect interiors presented as restored.
- Examples with unclear chassis identity or inconsistent paperwork.
- Bargains that have passed through many dealers without long-term ownership.
A proper pre-purchase inspection should be done by a Lamborghini classic specialist or an Italian exotic workshop with direct Espada experience. A normal classic-car inspection is not enough. The inspector should put the car on a lift, test the car from cold, confirm charging and cooling behavior, assess carburetor balance, inspect structural areas, check numbers, and review all documentation.
Long-term collectability looks favorable because the Series II has the right ingredients: Bertone design, a front-mounted Lamborghini V12, limited production, real usability, and a clear place in the brand’s early story. It may never have the instant poster-car status of a Miura or Countach, but that is part of its appeal. It is more understated in reputation than in appearance, and buyers who understand it tend to value its mix of engineering, design, and usability.
The right Espada 400 GTE is not the cheapest one. It is the one with the least uncertainty. Pay for structure, records, correct parts, and sorted mechanical systems. Everything else on a classic V12 Lamborghini becomes expensive very quickly.
References
- Lamborghini History – Espada | Lamborghini.com 2026 (Manufacturer History)
- Espada 400 GT: the legendary Lamborghini four-seater V12 2022 (Manufacturer History)
- 1971 Lamborghini Espada Series II | Gooding Christie’s 2018 (Auction and Technical Specs)
- Lamborghini Espada – Series II Market – CLASSIC.COM 2026 (Market Data)
Disclaimer
This article is for informational purposes only and is not a substitute for professional diagnosis, repair, appraisal, or restoration advice. Specifications, torque values, service intervals, procedures, and correct parts can vary by VIN, market, production date, and equipment. Always verify details against official service documentation, factory records, and a qualified Lamborghini specialist before buying, repairing, or restoring a vehicle.
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