Driving a Lamborghini Miura SV puts the world’s first supercar in perspective.
The cool design touches don’t stop once you get inside. A clicky door release handle opens the wide doors, which feature funky winglets on the trailing end that blend into the body lines when shut. Getting into the laid-back bucket seat is an exercise in controlled falling, allowing you to sit low and far back within the cabin. It’s here where the disappointment begins, as the Miura’s seating position is the worst I’ve experienced in any car, ever.
The cabin is seemingly the result of designers prioritizing the car’s exterior shape over cabin space. The pedal box area is so tight that even I, at 5’9,” had my knees smacking against the comically large-diameter steering wheel. The seat was on sliders, but if I moved close enough to get my arms in a comfortable position, there would be no room to operate the pedals. I had to compromise by sitting farther back, my arms fully extended to reach the wheel.
The frustration goes away as soon as the roads open up. On a smooth, fast section of tarmac, the Miura came alive. The steering, once a nuisance, was delicate and gushing with feel. When it had room to breathe, the 12-cylinder turned into an orchestra, delivering unmatched smoothness and an epic, mechanical noise that no modern car can match. The gearbox was far more eager to slip into gear at speed, allowing you to soak in the delightful metallic clanks as you change gear.
As my time with the Miura came to a close, I began to make excuses. If I owned one of these, I could just put a full-size pillow behind my back for support. I could get used to the weird brake system with a day of practice, and swap a smaller steering wheel in for more legroom. And I could get used to the shifter, too. Despite its flaws, I was in love. I wanted to keep driving the Miura. Its charm was undeniable.
Road & Track staff writer with a taste for high-mileage, rusted-out projects and amateur endurance racing.
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