Here are ten classic Lamborghini models for sale in 2024, each promising to deliver an unforgettable driving experience and a prestigious addition to any garage.

10 Classic Lamborghini models for sale list:

1. 1981-1988 Lamborghini Jalpa (Price range: $26,390- $135,000 estimated)

The Jalpa is the most cheapest and perhaps the most affordable car in our classic Lamborghini models for sale list. The Japa was essentially the Gallardo of the 1980s as Lamborghini’s “entry-level” V8 model slotted below the flagship V12 Countach. Its 3.5L V8 produced a modest 250 hp and 235 lb-ft of torque.

While performance was unremarkable by modern standards with a 0-60 mph time of 6.0 seconds and a top speed of 145 mph, only 411 Jalpas were built in total, making it quite collectible today. Prices have been driven up by its rarity despite some questionable 1980s-era reliability.

The Jalpa’s closest rival was the Ferrari 308, which offered similar performance with a more reliable V8 powertrain. However, the Jalpa’s angular Bertone-designed bodywork and Countach-inspired looks help it stand out from the Ferrari.

2. 1976-1979 Lamborghini Silhouette (Price range: $60,500 – $130,000 estimated)

The Silhouette was a Targa-topped version of the Urraco, featuring angular Bertone styling. It used a 3.0L V8 with 265 hp and 203 lb-ft of torque. The Silhouette could accelerate from 0-60 mph in 6.5 seconds and reach a top speed of 162 mph. Only 54 Silhouettes were produced, making it extremely rare. Prices range from around $60,500 – $130,000 for the few well-preserved examples that remain.

3. 1972-1979 Lamborghini Urraco (Price range: $33,317- $149,534 estimated)

Combined with poor build quality and reliability issues, less than 800 Urracos were sold over 7 years. However, its quirky Bertone styling, rarity, and historical significance make it an intriguing collector’s item today. It’s one of the cheapest classic Lamborghini available.

The Urraco competed against the Maserati Merak and Ferrari Dino 308 GT4. Both rivals offered better performance, handling, and build quality. The Urraco was ultimately an ambitious but flawed attempt to capture a new market segment for Lamborghini.

4. 1970-1976 Lamborghini Jarama (Price range: $66,167- $188,954 estimated)

A successor to the Islero, the Jarama had a shortened chassis designed to meet U.S. regulations. Its 4.0L V12 produced 350-365 hp and 289 lb-ft of torque depending on GT or GTS trim.

The GTS added styling changes, an updated interior, power steering, a removable roof panel, and an optional automatic transmission. Only 328 Jaramas were built in total. While prices have risen with its collectible status, it remains one of the more affordable vintage Lamborghini models.

The Jarama’s closest competitors were the Ferrari 365 GTC/4 and Maserati Ghibli. The Jarama offered similar V12 power and 2+2 practicality but wrapped in a more angular, modernist design. However, build quality and reliability were not up to the standard set by Ferrari.

5. 1968-1978 Lamborghini Espada (Price range: $13,795 – $285,627 estimated)

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The fifth spot in our classic Lamborghini models for sale list is the Espada. The Espada was a groundbreaking four-seat grand tourer with futuristic styling and advanced mechanical specs for its era. Its 3.9L V12 generated 350 hp and 290 lb-ft of torque with a 5-speed manual and fully independent suspension.

Over its 10-year production run, the Espada stood out as a more practical alternative to the Miura supercar. Well-preserved examples fetch six-figure prices today, but it’s still one of the cheaper avenues to classic Lamborghini V12 ownership.

The Espada’s long-running arch-rival was the Ferrari 365 GT 2+2 and later 365 GT4 2+2. The Ferrari offered a similarly powerful V12 in a more conventionally styled (and arguably better-built) package. The Espada was the wilder, more avant-garde alternative for those wanting to stand out.

6. 1990-2001 Lamborghini Diablo (Price range: $68,200- $637,655 estimated)

The Lamborghini Diablo continued the Countach’s legacy as the ultimate 1990s supercar. It was the company’s first model developed under Chrysler’s ownership. The Diablo was powered by a 5.7L or 6.0L naturally aspirated V12 engine producing between 485-550 hp and 428-457 lb-ft of torque, paired with a 5-speed manual transmission. Rear-wheel drive was standard, with all-wheel drive available on VT models.

The Diablo could accelerate from 0-60 mph in 4.5 seconds and reach a top speed of 202-208 mph. It retained the Countach’s iconic wedge shape but smoothed out the sharp edges for better aerodynamics. The Diablo was wider, longer, and sleeker than its predecessor.

Later models added features like adjustable suspension, traction control, and ABS. The Diablo range included the base Diablo (1990-1998, 900 units), Diablo VT (1993-1998, 200 units), Diablo SV (1995-1999, 100 units), Diablo VT Roadster (1995-1998, 200 units), Diablo GT (1998-2000, 80 units), and Diablo VT 6.0 (2000-2001, 260 units). Racing versions like the SV-R and GT1 Stradale added to the Diablo’s mystique.

In total, 2,884 Diablos were built over its 11-year production run. Prices today range from around $150,000 for early models to over $300,000 for later special editions. The Diablo was the last “raw” Lamborghini supercar before Audi took ownership of the company in 1998.

7. 1986-1993 Lamborghini LM002 (Price range: $170,500 – $476,688 estimated)

The Lamborghini LM002 was a wild departure from the brand’s sleek supercars. It was a rugged off-road SUV powered by the Countach’s 5.2L V12 engine producing 450 hp. The LM002 had a tubular steel space frame, aluminum and fiberglass body panels, and all-wheel drive. It could accelerate from 0-60 mph in 7.9 seconds and reach a top speed of 130 mph, impressive figures for such a heavy vehicle.

Only 328 LM002s were produced. Well-maintained examples can fetch prices from $170,500 – $476,688 today.

8. 2001-2010 Lamborghini Murciélago (Price range: $107,500 – $865,000 estimated)

The Murciélago succeeded the Diablo as Lamborghini’s flagship supercar for the 2000s. It featured a 6.2L V12 that was later enlarged to 6.5L, with output ranging from 572-661 hp. The Murciélago used all-wheel drive and could accelerate from 0-60 mph in as little as 3.3 seconds, with a top speed of up to 212 mph.

The model range included the original coupe, roadster, LP640, LP640 Roadster, and LP670-4 SV. Prices range from around $107,500 for early models to over $800,000 for the final LP670-4 SV special edition.

9. 1974–1990 Lamborghini Countach (Price range: $228,250 – $2,200,000 estimated)

Perhaps one of the most striking cars in our 10 Classic Lamborghini models for sale list is the Lamborghini Countach. This futuristic sporstcar picked up where the Miura left off, setting a new standard for supercar performance and style through the 1970s and 80s. The Countach was powered by a longitudinally mounted naturally aspirated V12 engine, which grew in displacement over the model’s lifespan from 4.0L to 4.8L and finally 5.2L. Power output ranged from 370 hp to 455 hp, with torque figures spanning 302 lb-ft to 369 lb-ft depending on the specific variant. A 5-speed manual transmission delivered power to the rear wheels.

The chassis utilized a tubular space frame design with aluminum body panels for lightweight. Performance was suitably impressive for the era, with 0-60 mph arriving in the mid-5-second range and top speeds approaching 180 mph. Designed by Marcello Gandini, the Countach introduced the iconic “Italian Wedge” style characterized by sharp angles, scissor doors, and a cab-forward stance. Its avant-garde design was just as revolutionary and influential as the Miura that preceded it. The Countach evolved significantly over its lengthy 16-year production run.

In total, 1,983 Countach models were produced, far exceeding the Miura’s 764 unit production run. Today, good condition Countachs are highly sought after by collectors, with values typically ranging from $228,250 – $2,200,000. The most desirable limited edition models often command even higher prices at auction. The Countach remains a quintessential 1980s supercar and one of the most recognizable automotive designs ever.

10. 1966–1973 Lamborghini Miura (Price range: $813,312 – $4,900,000 estimated)

Amongst the top of our 10 Classic Lamborghini models for sale list is the Lamborghini Miura. The Miura is produced from 1966 to 1973, and it is widely considered the world’s first supercar. It set new standards in automotive design and performance that would define the genre for decades to come.

Under the Miura’s sleek bodywork was a revolutionary 3.9L naturally aspirated V12 engine mounted transversely behind the cabin. This mid-engine layout, combined with a 5-speed manual transmission and fully independent suspension, provided exceptional handling balance and performance. Output ranged from 350 to 385 hp and 300 lb-ft of torque depending on the specific variant. This allowed the Miura to accelerate from 0-60 mph in the low 6-second range and reach top speeds of 170-180 mph, remarkable figures for the era.

The Miura’s stunning design was penned by Marcello Gandini at Bertone. Its sleek, flowing lines and low-slung proportions pioneered the rear mid-engine two-seat layout that would become the standard template for high-performance sports cars going forward. The Miura’s gorgeous looks and incredible performance made it an instant icon.

Over its production run, just 764 Miuras were built across three main variants. The original P400 was produced from 1966-1969 with 275 units made. It was followed by the updated P400S (1968-1971) with 338 examples built, and finally, the ultimate P400SV (1971-1973) of which only 150 were made. Rare special editions like the one-off Roadster, Jota, and SVJ models added to the Miura’s mystique and collectibility.

Today, well-preserved Miuras are highly sought after by collectors, routinely selling for over $1 million at auction. The Miura’s combination of beauty, innovation, and rarity has cemented its status as one of the most significant and desirable sports cars of all time. It remains a high watermark in automotive history and a key part of the Lamborghini brand legacy.

How to Buy the Classic Lamborghini Models for sale?

Buying a used Lamborghini can be a great way to experience the thrill of exotic car ownership at a more affordable price point. However, given the complexity and potential repair costs of these high-performance machines, it’s critical to do your due diligence before making a purchase. Here are some key things to look for and quality checks to perform:

• Get a professional pre-purchase inspection (PPI) from a qualified Lamborghini specialist to assess the car’s condition and uncover any potential issues
• Check for complete service records documenting regular maintenance and any repairs/replacements
• Verify the car hasn’t been in any major accidents by getting a vehicle history report and checking for signs of paint/panel repairs
• Scrutinize the interior and exterior condition for excessive wear or damage beyond what’s expected for the age/mileage
• Arrange an extended test drive to evaluate performance and identify any concerning sounds, vibrations, or drivability issues
• Factor in anticipated ownership costs like insurance, fuel, tires, and routine service which can be much higher than a typical car

If you’re in the market for a classic Lamborghini models for sale, there are several reputable dealers and websites to consider:

1. Lamborghini’s certified pre-owned program with an extended warranty (Click here)
2. Exotic car marketplaces like duPont Registry (Click here) and James Edition (Click here) that specialize in high-end vehicles
3. Well-known auction sites like Bring a Trailer (Click here) and Cars & Bids (Click here) where you can find a range of classic to modern Lamborghinis

From the pioneering Miura and Countach to the entry-level Gallardo and Huracán, Lamborghini has a history of pushing boundaries with its designs and performance. While even the “cheapest Lamborghini” models are still costly, they represent the most accessible entry points to experiencing the brand’s uncompromising style and excitement.

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The first Lamborghini V12 engine was developed for the inaugural Lamborghini 350 GTV prototype, designed by Giotto Bizzarrini. This engine was a 3.5-liter V12 that produced 280 horsepower, a significant amount for that era. It was known for its high-revving nature and exceptional performance.

Since then, the V12 engine has become synonymous with Lamborghini, powering models like the iconic Miura, Countach, Diablo, Murcielago, and Aventador series. Over the years, Lamborghini continually refined and improved its V12 engines, increasing their displacement, efficiency, and power output.

Embark with us as we navigate through the Lamborghini V12 models, illuminating the evolutionary trajectory of this legendary Italian marque.

Lamborghini 350 GT (1964-1966)

Our journey commences at Lamborghini’s dawn with the 350 GT. Born out of Ferruccio Lamborghini’s dissatisfaction with the then-available luxury sports cars (Ferrari), the 350 GT was his affront to Enzo Ferrari. It was introduced in 1964 and packed a punch with a 60-degree V12 engine that produced 280 horsepower. The 350 GT wasn’t just a debut model but a statement of intent, establishing Lamborghini as a severe contender in performance vehicles.

Lamborghini Miura (1966-1973)

Next on our journey is the Lamborghini Miura, a groundbreaking model that redefined supercar configuration with its mid-engine, two-seat layout. In production from 1966 to 1973, the Miura’s aesthetic appeal and engineering prowess established it as one of the world’s most stunning vehicles. Its fame was further cemented by its 3.9-liter V12, which sat snugly between the driver and the passenger, creating the perfect balance for high-speed cornering.

Lamborghini Espada (1968-1978)

The third model in our Lamborghini V12 Model list is the Espada. The Espada showcased Lamborghini’s commitment to creating vehicles that harmonized performance with luxury—pioneered by Gandini (Renowned for his contributions to the automotive design industry, the Italian car designer gained widespread acclaim for his exceptional craftsmanship in collaboration with the esteemed automotive design firm, Gruppo Bertone).

A 4.0-liter V12 engine (capable of generating 325 horsepower, while the later variant with few technical upgrades produced close to 365 horsepower) powered this four-seater GT car, turning heads for its innovative design and blend of comfort and raw power. Over a decade of production, the Espada won many admirers and owners, embodying Lamborghini’s vision of the ultimate grand tourer.

Lamborghini Countach LP400 (1974-1999)

The Countach LP400 exemplifies Lamborghini’s audacious approach to design and performance. Its sharp, angular lines and its low, wide stance created a vehicle that looked like it had arrived from the future. However, beneath its striking exterior lay a 4.0-liter V12 capable of 375 horsepower. Despite the many Countach versions that followed, the LP400 remains the purest interpretation of Gandini’s original LP500 prototype design.

Lamborghini LM002 (1986-1983)

Fifth in our Lamborghini V12 models list, and perhaps the most notable car, is the LM002. The LM002 was Lamborghini’s unique answer to the world of luxury SUVs.

Starting as a military vehicle concept, it quickly morphed into the “Rambo Lambo,” a high-performance SUV powered by a Countach V12 engine capable of producing 450 horsepower and 500 lb-ft of torque. The LM002 marked a radical departure from Lamborghini’s sports car heritage, demonstrating the brand’s willingness to push the boundaries of design and engineering.

Lamborghini Diablo SE30 Jota (1993)

The 90s introduced the Diablo SE30 Jota, a model celebrating Lamborghini’s 30th anniversary hence the “SE30” in its name. Only 150 units of the SE30 were produced, making it a rare vehicle. The SE30 Jota featured a number of performance enhancements, like an increased engine output, a revised suspension, a modified exhaust system, and aerodynamic improvements. This variant was far from a symbolic commemorative edition; the SE30 Jota was a racing machine.

Equipped with a highly potent version of Lamborghini’s iconic 5.7-liter V12 engine. In the standard Diablo SE30, this engine was already capable of producing about 525 horsepower. However, for the Jota version, Lamborghini took things a step further. As a result of many technical upgrades, the SE30 Jota’s engine was capable of producing an impressive 595-603 horsepower approximately.

The Diablo SE30 Jota embodied Lamborghini’s unyielding quest for power and speed, forever stamping its mark on the supercar landscape.

Lamborghini Murcielago LP640 (2001-2010)

Fast forward to the mid-2000s, and we greet the Murcielago LP640. The Murciélago LP640, which is featured seventh in our Lamborgini V12 Models list, gets many significant updates and improvements over its predecessor. One of the most notable changes was the increase in engine power. The LP640 was equipped with a 6.5-liter V12 engine, producing 640 metric horsepower (631 horsepower in the United States) and 660 Nm (487 lb-ft) of torque. This power allowed the car to accelerate from 0 to 60 mph in just 3.3 seconds and reach a top speed of around 211 mph (340 km/h).

Lamborghini Reventon (2007-2009)

As we edge closer to the modern era, we meet the Reventon, Lamborghini’s maiden venture into limited-run special editions. The Reventón’s design was inspired by fighter jets and featured angular and aggressive lines with sharp edges and aerodynamic elements.

It was built on the same platform as the Lamborghini Murciélago LP640 and shared its 6.5-liter V12 engine. The Reventon produces around 640 Bhp of peak power and 660 Nm of peak torque. The Reventón was produced in a limited quantity of only 20 units, making it a scarce and sought-after car.

Lamborghini Aventador (2011-2022)

The ninth car in our Lamborghini V12 Model list is the Aventador is Lamborghini’s most recent iteration of its flagship naturally aspirated V12 model. The Aventador was first introduced in 2011 as a successor to the Murciélago model and quickly became one of the most iconic and recognizable supercars on the market.

The Aventador is powered by a mid-mounted 6.5-liter V12 engine that produces impressive horsepower, ranging from 691 to 759 horsepower (Lamborghini launched many different iterations of the Aventador). It also features advanced technologies like all-wheel drive, a seven-speed automated manual transmission, and a carbon-fiber monocoque chassis, ensuring exceptional performance and handling.

Lamborghini Revuelto (2023-)

The Last and the latest edition to the Lamborghini V12 Models list is the Revuelto. The Revuelto is also the brand’s first High-Performance Electrified Vehicle (HPEV). The Revuelto blends its legendary V12 power with cutting-edge hybrid technology for the first time. As the successor to the legendary normally aspirated Aventador, the Revuelto finally adopts hybrid technology to cross the 1,000-horsepower mark.

The Revuelto boasts a robust 6.5-liter V-12 engine, generating an impressive 814 horsepower at 9250 rpm and a peak torque of 725 Nm (535 lb-ft/73.9 kgm) at 6750 rpm. Complementing this powertrain are two electric motors located in the front, contributing an additional 148 horsepower and 258 lb-ft of torque each. Additionally, a transmission-mounted electric motor further enhances the performance with 148 horsepower and 110 lb-ft of torque

Lamborghini’s story is a testament to innovation, resilience, and passion for creating the extraordinary. These top 10 Lamborghini V12 models encapsulate the brand’s relentless pursuit of perfection, revealing a narrative interwoven with dreams, challenges, and unyielding ambition.

Each model is not just a marvel of engineering; it’s a chapter in Lamborghini’s ongoing epic, a story we’re all eager to see unfold in the years to come.

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Modified Jalpa’s specs

This transformed Jalpa roared onto the Australian drag strip, defying its status as a relic of the past. The owner of this unique Jalpa dedicated over ten years to redefining the machine for drag duty. Upgrades included replacing the modest 255-horsepower 3.5-liter V8 engine and the five-speed manual transmission with a twin-turbo Chevy LS V8 and a heavily modified Camry transmission, complemented by internals from a GM Turbo 400 gearbox to handle the newfound power and distribute it, smoothy, to its wheels. The pair of Ford XR6 Garrett turbochargers deliver a staggering 690 horsepower to the rear tires on moderate boost. But the madness began when the boost is fully cranked up.

Wheelies

The Lamborghini performed impressive wheelies off the line (watch the 1:05 mark of the clip). While the owner cautiously approached the initial runs, in its best run, the Jalpa completed the quarter-mile in a lightning-fast 8.992 seconds at a top speed of 157 mph (watch the 3:13 mark of the clip to watch its best run).

While this Jalpa may not match the astronomical speeds of its more modern descendants, this achievement is remarkable for a car that is almost 40 years old now

From modest origin to chassis donor

Despite positioning itself as a manageable everyday supercar and an economical alternative to the more powerful and expensive Countach, the Jalpa had a limited production run, with just 410 units sold before discontinuation. After its discontinuation, the maintenance of Jalpa models became increasingly expensive over the years for the owners due to the scarcity of parts and skilled mechanics.

Niks Restoration Journey and other enhancements

Engine

Nik, an Australian owner of a Lamborghini Jalpa P350, decided to enhance the car’s performance boldly. He replaced the stock V8 engine with a more readily available GM 5.7 Liter LS1 engine, instantly boosting the power from 255hp to around 500hp. The conversion involved significant modifications, including custom machining, adapting the transaxle from an MR2 Turbo, and installing a modified automatic transmission from a Toyota Camry which could handle all that additional power.

Chassis

Nik also embarked on a comprehensive restoration of the Jalpa, addressing rust issues and making aesthetic changes such as removing the pop-up headlights, adding a custom exhaust, and integrating reverse lights from a 1966 Ford Mustang. The interior, too, underwent a transformation with black leather and gray stitching.

Braking

Nik improved the braking performance by replacing the original brake system with components from an MR2, which included a brake booster/master and upgraded brake pads.

Results

These modifications led to impressive achievements, as the car achieved a quarter-mile time of 10.65 seconds at approximately 130 mph back in 2014. Furthermore, in his recent run, he surpassed his previous record by covering the same distance in just 8.992 seconds.

Nik’s Previous Run In His Lamborghini Jalpa

Before its current form, Nick actually started upgrading the car with an LS1 engine and obtained a respectable 500hp. But he was not happy and slapped a  Magnuson MP112 Supercharger kit to its LS1, further elevating the power output to 600hp and we have a video of what the car looked like above.

Nik’s unwavering commitment to drag racing and his deep passion for it is exemplified by his exceptional Lamborghini Jalpa. Despite the challenges of sourcing parts and finding skilled mechanics, Nik’s remarkable modifications have transformed the Jalpa into a truly one-of-a-kind performance machine.

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While the Urraco P250 had some decent success with 520 units being sold between 1972 and 1976, both the P200 (66 units) and the P300 (190 units) just weren’t the high volume sales success Ferruccio Lamborghini was hoping for, and that was partly due to the fact they never had the P300 officially certified for sale in the United States, a large market for Lamborghini, instead only the Urraco P250 Typo III could be legally sold in the US at that time, and with all the legislation the latter came with only 180 bhp, which wasn’t really enough to make this Lamborghini interesting when you had the Countach LP400 alongside with 375 hp.

By 1976 Automobili Lamborghini SpA wasn’t in the best financial state, the Urraco development took a lot of investment and sales weren’t really compensating this, so Ferruccio needed something new, but creating a successor to the V8 wasn’t an option, so he asked Bertone to come up with something new to create some new momentum for the entry-level Bull … at the 1976 Geneva Motor Show we got to see the Silhouette, arguably the most beautiful and aggressive looking V8 two-seater made in Sant’Agata, at least that’s what I think, I love the design of the Silhouette.

The Silhouette would become the first production Lamborghini featuring a removable roof section creating a convertible model, the panel could be stored behind the two seats, which required the small rear seats from the original Urraco to be removed, Lamborghini also added a deep front spoiler, wide wheel arch extensions (note this was before the Countach S would come around in 1978 with the wider wheel arches), and we got the first use of the stunning five-hole, telephone dial wheels made specifically for the Lamborghini Silhouette, 15 inch tall and a massive 11 inch wide at the rear.

But once again Lamborghini was unable to legally import the beautiful Silhouette into the United States, from 1977 until 1982 not a single Lamborghini was officially imported into the United States apart from some grey-market cars, by the way, in the end, the Silhouette was only built for two years, production totaling at no more than 52 units from which just 27 to 31 are believed to have survived today.

It seemed the V8 adventure for Lamborghini would end in 1979 when the last of the Urraco left the assembly line, but there was still one chapter to be written … with the 1981 Lamborghini Jalpa P350, the last attempt at creating an alternative to the very expensive, and exotic Countach, taking the Silhouette idea one step further, still a two-seater with a removable panel, but modernized styling and a little more power from a larger 3.5-Liter V8 (255 hp), this really was a Baby Lamborghini and it should have been really popular.

In true Lamborghini fashion, the actual 1981 Geneva Motor Show Jalpa prototype was something special, using a Silhouette base that didn’t get sold and was returned to the factory, they built a metallic bronze finished Jalpa on it, the interior was a very special looking striped version, but not like the vertical stripe on the Silhouette seats, the Jalpa prototype received stripes on the seat and back in a 45 degree angled design, also this prototype showed a ‘ducktail’ rear wing that didn’t make it onto the production version.

By the time the first customers received their Lamborghini Jalpa in 2918 the model evolved a little from the prototype, both front and rear bumpers were satin black, the air scoops behind the side windows were also finished in black, as was the roof panel. The taillights look like they came directly from the Urraco/Silhouette parts bin, while the wheels were flat face 16 inch units first seen on the Bertone Athon prototype, a convertible concept based on the Silhouette.

The Lamborghini Jalpa came with a V8 bored to 3,485 cc, the quadruple Weber DCNF 42 carburetors, and a compression ratio of 9.2:1 would deliver a total output of 255 hp at 7,000 rpm with a maximum torque of 231 ft-lbs @ 3,500 rpm, acceleration from 0 to 60 mph would take just 6 seconds while a top speed of 145 mph was possible, not bad for a $58,000 MSRP ( in 1984 the Lamborghini Countach had an MSRP of $104,000).

The modernized styling for the Lamborghini Jalpa was created by Marc Deschamps, a Frenchman working for Bertone since 1980 as style director, but he was influenced by none other than Giulio Alfieri, General Manager and Technical Director at Lamborghini, after two years of production the Jalpa got a facelift first seen at the 1984 Geneva Motor Show, the engine cover, the side air intakes, and the roof panel all got color-coded to the rest of the body… while the two circular taillight units made their appearance too.

For this facelift, Lamborghini also upgraded the interior of the Jalpa, but the massive success once again didn’t really happen, and in 1988 production of the Lamborghini Jalpa was halted, after just 420 units were sold (some sources state a total production of 410), and truth be told, the Jalpa always remained in the shadow of her illustrious sibling, the magnificent Countach, and that had been reflected in her value ever since, even today the Jalpa, while rising in value, is probably one of the cheapest convertible Lamborghini you can buy.

But the Lamborghini Jalpa does have some serious value in the history of Lamborghini, apart from the Silhouette, the Jalpa was the only production model Lamborghini made as a convertible, albeit a Targa style model, and the entire Urraco up to the Jalpa were the only NA V8 powered Lamborghinis ever made (the Urus is a twin-turbo V8), the next step would become the successful Lamborghini Gallardo with a V10 engine, even the P140 concept and earlier the Cala were both V10 powered, but it would take 30 years, from 1988 to 2018, for Lamborghini to bring out a new V8 model.

Today the Lamborghini Jalpa P350 is celebrating her 40th anniversary, and it might be the best time to add one to your collection in the garage, prices will only rise, especially for a unit in good condition, also note that a highly sought-after option on the Jalpa are the Silhouette telephone dial wheels, you could even add the Countach rear wing to your Jalpa making it really a Baby Lamborghini in the Eighties, but just as with the Gallardo and Huracan later on, the upward-opening doors were reserved for the V12 flagship, even in the Eighties, the doors on the Jalpa open sideways, like on a regular car.

Enjoy some detailed shots of the Lamborghini Jalpa chassis DLA12028 in our gallery below:

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In the early Seventies, Lamborghini already had the idea to build a smaller, less powerful, and most importantly, cheaper alternative to the V12 flagship models, and in 1972 the Lamborghini Urraco was introduced, a 2.5-Liter V8 model with 220 hp at 7,500 rpm, a little low on power perhaps, but still more than enough at that time, in the end, they managed to sell 510 units. Because of high taxes on cars over 2-liter displacement in Italy, Lamborghini even created an Urraco P200, the 2-liter V8 with only 182 hp at 7,500 rpm … only 66 units would ever be sold making it the rarest of the Urraco today. By 1972 the Lamborghini Urraco had grown up, workmanship improved and a 3-Liter engine with a very nice 250 hp at 7,500 rpm was fitted into what’s known as the Urraco P300, still, only 190 units got sold.

But the best was yet to come, in 1976 Lamborghini presented the Silhouette P300, arguably the best-looking V8 made to date, with wide wheel arches, massive rear wheels inspired by the Bravo wheels, also seen on the early Countach S models … nicknamed the ‘telephone dial’ wheels, these are highly sought-after today, and have become both rare, and very expensive, but back to the Silhouette, a car that was created by Lamborghini because they couldn’t afford to build a successor to the Urraco as an entry-level model, and while the main attraction on this new Silhouette was the fact it came with a removable roof panel, Automobili Ferruccio Lamborghini SpA couldn’t convince customers to buy the Silhouette, even worse was the fact the company was unable to certify the Silhouette for sale in the United States, possibly the biggest market for this kind of Lamborghini. Note that from 1977 until 1982 not a single Lamborghini was officially imported into the United States apart from some grey-market cars … only 52 units were ever built.

Things started to look ‘not so good’ for Automobili Lamborghini Spa, and by 1981, when the Jalpa was unveiled, Ferruccio had already sold his shares of the Raging Bull company, it was now called Nuovo Automobili Lamborghini SpA, The Jalpa prototype showed color-coded bumpers and brand new, 16-inch wheels … only the wheels would be retained, the production version of the Jalpa was to receive black bumpers to the front and rear, a black engine cover and similar black finished air intakes just behind the side windows, also early Jalpa would use the taillights from the Silhouette until the 1984 Geneva Auto Show, when a few changes were presented, the black engine cover and side air intakes were now color-coded to the rest of the body and the taillights became circular units.

Over the seven-year production life of the Lamborghini Jalpa, only 410 units would be sold, one of the main reasons for its rather low sales figures was probably the competition, by the time the Jalpa was available to the public in 1982, Ferrari had launched the 308 model that was later replaced by the 328 series, both would be available in GTS version, and it was a serious competitor in the market the Jalpa was intended for, add the successful Porsche 911 that remained in production for ages, and you had two major counterparts to choose from, and let’s be honest about this, next to the legendary Countach, the Jalpa looked a lot less impressive … and it is still known today as the Baby Lamborghini, the car to buy if you couldn’t afford the Countach.

But things have changed over the years, and Lamborghini reinstated the ‘Baby Bull’ with the Gallardo in 2003, now powered by a V10 engine, it was once again the entry-level model into the world of Lamborghini ownership, and she became the best selling model ever with 14,022 units sold before the Huracán took over in 2014, again a V10 model next to the flagship V12, and once again the little Bull sold like crazy, and it’s still selling very well today.

Check out the video from Doug DeMuro below for some current driving impressions of a 35-year-old Italian beauty:

The post The Lamborghini Jalpa, a V8 from the Eighties appeared first on LamboCars.

Nowadays, after surviving through two major economic downturns and a global oil crisis, Lamborghini cars are rated as even par to other Italian supercars. This isn’t to say, however, that there aren’t some extremely important, sometimes eminently collectible, cars that have passed through the doors of the factory at Sant’Agata Bolognese. In fact, some models are among the most collectible cars, period, not just Italian or European cars.

It is with this in mind that this list came about. We’re not looking at the overall value of the car, although it does play a factor. We’re looking at what the car meant to the company, what it means to collectors, and what about it makes it just that extra bit special over the “regular” production model Lamborghini’s.

1964 Lamborghini 350 GT

Average Price Today: $400,000+ USD

The first ever complete car made by Lamborghini after the company was founded was a prototype known as the 350 GTV, a classic berlinetta design meant to rub it in the face of the then-new Ferrari 250 GT and 250 GTO models. After a successful trial run and a redesign after the original GTV shape received mixed reviews, the Lamborghini 350 GT launched in 1964.

Like its competitor, it had a front-midship mounted V12, although it had higher displacement at 3.5 liters and, crucially, more power than the Ferrari. With 280 HP on tap, the Lamborghini also revved harder thanks to its lower stroke and side-draft carburetors, and was the first Italian V12 to use a four cam system instead of the standard single overhead cam per cylinder bank.

What makes this car eminently collectible is that only 120 were made over the course of 2.5 years. You will often find them in private collections, parked up in a temperature and humidity controlled garage, although if you are lucky, someone will drive one to a Concours d’Elegance and let the classic Lamborghini berlinetta have its time in the sun.

1968 Lamborghini Miura SVR

Average Price Today: Unknown

The Lamborghini Miura, launched in 1966, is a rare and highly collectible car itself. Only 763 were made between 1966 and 1972. During that time, Lamborghini’s Chief Engineer, Robert (Bob) Wallace took on an after-work passion project, and the Miura Jota P400 was built. It was a massively overhauled Miura with lowered suspension, tighter steering rack, and a hell of a lot more power. That car, sadly, was crashed by a mechanic just before being delivered to a private collector and burned to the ground.

The Miura SVR, however, was a one-off commissioned by a Japanese customer to have the same specifications as the lost Jota P400, but using a 1968 Miura S as a base car instead. It took the company 18 months of work, but in 1974, the car was delivered. At the time, it cost the equivalent of $550,000 USD, and was kept in the same collection for 40 years.

After all that time, Lamborghini themselves inspected the car and decided it needed restoration. With the collector’s permission, they took the car back to Sant’Agata Bolognese and let the full historical and restoration division, Polo Storico, bring it back to beautiful life. It has never been sold other than to the original customer, but it must be into the tens of millions as Miura S’s and the one official Miura Roadsters have recently cleared as much as $8 million USD at auction.

1981 to 1989 Lamborghini Jalpa

Average Price Today: $80,000 to $100,000+ USD

The Lamborghini Jalpa is one of those rare supercars that can actually be collected by the common man that knows what they’re looking for. Well, we say common, but the common man with a big surplus burning a hole in their wallet is more accurate. After the oil crisis in the 1970’s, which saw Lamborghini almost go bankrupt, there was a strategic decision to make an “affordable” Lamborghini.

The result is the Jalpa, which started at about $60,000 in 1980 dollars. It had a 3.0L latitudinally-mid-mounted V8 that produced 255 HP and 225 lb-ft of torque, and as was all the rage in the 80s, had a removable roof that could be stored in the front trunk. 410 units total were produced, and those that bought them originally were hoping that they would catch on and rise in value as most Lamborghinis did.

What happened, however, was that the Lamborghini Countach was also being produced at the same time, and as the more powerful and higher-priced model, that is the one that became the collector’s item. The Jalpa, meanwhile, did hold its value, but it never skyrocketed like buyers were expecting. Today, one can get a Jalpa in good condition, running, everyday-driveable, for a little over $100,000, and those wanting a restoration project can get one as low as $80,000.

1975 Lamborghini Countach Walter Wolf Special

Average Price Today: Unknown (Estimated to be several million USD)

Walter Wolf is a wealthy Canadian who bought a Lamborghini Countach LP400 in early 1975, as well as being the investor and owner of two Formula 1 teams. He first became the primary investor in Frank Williams’ startup F1 team, and when Williams left to form Williams Grand Prix Engineering, he bought out the team and renamed it Walter Wolf Racing. So, this is a man that knows performance, and wants his cars to have it.

Initially disappointed by the power delivery of the Countach LP400, Wolf did something only the wealthy could do: He contacted Lamborghini and spoke with Gianpaolo Dallara, the Chief Engineer. He funded the creation of a special 5.0 liter Lamborghini V12 that was of the same specification of the LP500 Prototype, namely 447 HP at 7,900 RPM and would allow the Countach to reach a theoretical 201 MPH.

The Walter Wolf Special also had upgraded, lightweight wheels, specially designed Pirelli P7 tires, massively flared wheel arches, front air dam spoiler, and was the first Countach to have the now legendary massive rear spoiler. Three total LP400 Walter Wolf Specials were built. The first one, painted red over black/tan interior, is Walter Wolf’s own car. A Bugatti Blue over tan was built to be kept by the company as a show car that eventually made it into the Museo Ferrucio Lamborghini, and a final Dark Navy Blue over tan interior was built as the first LP400 S, premiering at the 1978 Geneva Motor Show, being driven by Walter Wolf to represent the car and Lamborghini before being sold into private hands.

2001 Lamborghini Diablo VT Mk II 6.0 SE

Average Price Today: Over $1 million USD

Pretty much any reader of LamboCars that grew up in the 1990s knows exactly what a Lamborghini Diablo is all about. After the Countach, it is the eponymous “poster car,” the one that adorned many a child and teenagers imagination throughout the last decade of the 20th century. With Lamborghini being sold to VolksWagen Group in the late 90s, who had their own designs on what a Lamborghini supercar should be, the 2001 Diablo VT Mk II 6.0 SE was commissioned as a send-off for the legendary car.

Based on the Diablo VT 6.0 that was the first redesign of the car by Audi designer Luc Donckerwolke, the VT Mk II 6.0 SE used the uprated 6.0 liter Lamborghini V12 that was developed for use in the Murcielago prototype, producing 550 HP and 457 lb-ft of torque. Only 44 cars were made, 42 of them meant for sale to special customers of the company, and only in two colors. The “Oro Elios” metallic gold color was used to represent sunrise, or start of a new century for Lamborghini, and the bronze/maroon color shifting metallic paint was named “Marrone Eklipsis,” to commemorate these cars as the last Diablo’s ever made.

They received special parts, including a magnesium intake manifold, special upholstery in the interior, special leather seats, a short-geared manual transmission for hard acceleration, enhanced carbon fiber trim, and Lamborghini-badged brake calipers under OZ Racing “phone dial” wheels.

2012 Lamborghini Sesto Elemento

Average Price Today: $4.5+ million USD

No other car in the history of Lamborghini has ever gone quite as extreme as what the company made in 2012. Based roughly on the Lamborghini Gallardo, the Sesto Elemento is named that for a very specific reason, that being that carbon is the sixth element on the periodic table, and the car is made of pretty much nothing else. There is no dash, just a structural torsion beam across the cockpit with a little TFT display mounted on it. There are no seats either, just padding applied to the carbon fiber monocoque of the safety cell, much like a Formula car.

In fact, the car is so extreme that Lamborghini partnered with aviation giant Boeing to develop a new type of carbon-plastic that is extremely strong, super-lightweight, yet flexible, for use on the car and upcoming wing components of Boeing passenger jets. On the car, this carbon-plastic is used for the splitters and rear wing, and built to deform very slightly to increase aerodynamic downforce at high speed. The car isn’t even painted, instead using crushed crystals in the clear coat put over the naked carbon fiber to give the air extractors on the hood their red color. Even the wheels are made of pressure-formed, resin-impregnated carbon fiber, and weigh just about 15 lbs… combined.

The car uses a specially tuned version of the 5.2L Gallardo Superleggera V10, producing 565 HP through a 6-speed dual-clutch transmission mated to a high-performance, torque-vectoring all-wheel-drive system designed specifically for the car. The car is so brutally fast, and so light at 999 kg (2,202 lbs), that all 20 units were deemed as track only. As far as the rumor mill goes, only one has been converted, and even then only partially to just meet legality, for road use, but you will probably not even see one of these on the track during a track day, as they are worth North of $4.5 million USD each these days.

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However buying a Lamborghini is only part of the fun, keeping it on the road could soon prove to be a very expensive experience … and to make things worse over the last 25 years maintaining a Jalpa didn’t get any easier with parts being very hard to find and the few people that still know how to work on these classic Lamborghini engines aren’t charging peanuts either.

When Nik from Australia bought himself a genuine Lamborghini Jalpa P350 a few years ago he was impressed with the driving experience and the handling, both could keep up with much more modern cars, however performance from the 255hp V8 just didn’t age that well … so he made a very bold move.

After some sleepless nights wondering how much power he could derive from the original V8 before it could blow up Nik decided to remove the original 3.5 Liter V8 Lamborghini engine and install a much more common GM 5.7 Liter (346ci) LS1 engine in the vacant position … instantly boosting power from 255hp up to around 500hp while lowering overall weight as this new LS1 engine wasn’t as heavy as the older Lamborghini V8 (which already wasn’t too heavy to begin with) … an added bonus of this ‘transplant’ was the fact Nik’s Jalpa now was a lot closer to a 50/50 weight distribution too.

Still you just don’t take a Lamborghini V8 from a Jalpa and drop in an LS1 engine without some serious modifications, hence it took Nik a long time to get it all sorted out … but he managed to create a one of a kind Lamborghini Jalpa in the end, and that is what matters.

In fact the EFI on the newly installed LS1 engine didn’t suffer from the heat as much as the Lamborghini V8, and the GM unit made the Jalpa stand almost one inch taller being about 150kg lighter … and keep in mind parts for this Chevrolet 5.7 Liter V8 are available at every car shop in Australia … well almost I guess.

The original gearbox surely couldn’t keep up with the extra power so Nik decided to install parts from an MR2 Turbo … transaxle, shifter, linkages, clutch, slave cylinder … the works so to say, Nik even used modified MR2 axles on the original Jalpa hubs. One of the hardest things to get right proved to be the adapter plate which had to be custom machined just for this Jalpa, just like the original GM flywheel that needed to be machined down to suit the MR2 clutch setup while the shifter cables were custom made at $400 because the MR2 is a shorter car compared to the Jalpa.

The engine cradle itself remained almost the same, naturally it has been strengthened around the engine mounts and gussets to keep it from flexing … while the weight of the engine and transmission might be lower than the original V8 the additional torque output can easily damage the entire frame.

When Nik started up the new engine in the Jalpa and was able to take it onto the road for an initial test he was really impressed … tires could be sent smoking in every gear with acceleration never seen in this ‘Baby Bull’ before, Nik even managed to get most of the original dials on the dashboard working with the new engine, the rpm gauge played it hard but eventually gave in too.

This 1988 Lamborghini Jalpa P350 was finished in dark blue over a tan leather interior with blue piping when Nik bought it, and at first he was going to keep it like that, Nik even went out and bought those beautiful Silhouette style wheels from EuroSpares, 8×15 inch up front and 11×15 inch at the back with 205mm and 335 tires respectively but Nik decided to completely restore the car after frying a second clutch during a drag race … Nik has a passion for drag racing too by the way.

So when the entire drivetrain had to come out of the car to replace the clutch … again, Nik also modified the transaxle to shift without the clutch on the track while still being able to shift using the clutch on the street … don’t ask me how but he managed to do it … before Nik decided an automatic transmission from a Toyota Camry would be an even better idea.

Stripping the car completely unveiled a lot of bad repairs and rust, as the car came from England Nik even found rust under the rubbers, removing the tar and stone guard/underbody detainer actually took 10kg from the overall weight! Nik also decided to modify the looks a bit, the pop up headlights were removed and their holes welded up, the front bumper showed some damage so it got a one way ticket to the bin as did the rear bumper in fact. Reverse lights were built into the body after being sourced from a 1966 Ford Mustang and that custom made exhaust showing two massive tips at the middle of the car made this unique Jalpa picture perfect.

The all aluminum rear wing remained and for safety reasons Nik installed a complete roll over cage inside the cockpit, note he made this cage in such a way the side intrusion bars are removable to make it easier to get into and out of the car during normal street driving but still being completely legal for drag racing. The exterior rear view mirrors were replaced with small, lightweight race style units and the doors now open at the push of a button … like magic.

The original tan leather interior has been replaced by a nice black shade with gray stitching, color coded to the exterior paint to fit into the overall look of this amazing car.

While the Jalpa was spread all over the place in parts Nik decided to replace the front wheel bearings … which could turn into an extremely expensive experience trying to get original parts, however as it turned out he found a Mazda part that just about fits straight onto the Jalpa … and costs only a third of the Lamborghini part.

Power to accelerate is one thing … stopping afterward might be a totally different story as Nik didn’t feel the original Jalpa brakes were up to the task of getting 500hp to a full stop in all safety. The brake lines were already braided so these didn’t flex like rubber lines would, but still Nik replaced the Bendatalia brake booster/master from the Jalpa with a unit taken from the MR2 he already bought for the transaxle transplant … there was some welding required to fit the MR2 booster onto the Jalpa pedal box. Replacing the original brake pads with EBC Yellow Stuff ones up front and EBC Red Stuff ones at the back really improved stopping performance on this Lamborghini.

Now finished in a nice gray shade this Lamborghini Jalpa LS1 really impresses, starting out with a 500hp output from the 5.7 Liter V8 engine paired with an LS6 manifold, smaller cams, some head work and a few other modifications Nik managed to put down a nice 11.8 seconds at the quarter mile drag reaching 119 mph along the way … but that wasn’t the end of the story.

After some additional modifications and replacing the MR2 gearbox with an automatic gearbox from a Toyota Camry Nik managed to put down a healthy 10.65 seconds reaching 130 mph on the quarter mile at the Calder Park Raceway in Victoria, Australia in mid 2012, this time with massive Mickey Thomson Drag Radials on different wheels at the rear.

Today Nik’s Jalpa shows another very impressive modification … apparently the 500hp power output from the LS1 didn’t keep Nik happy for too long so he installed a stunning looking Magnuson MP112 Supercharger kit onto the engine. This kit comes as a bolt-on for this type of engine and can be installed in about 12 hours, comes with a 3-year/36,000 Miles warranty and when set at a boost of 6psi this Hybrid Roots Style Supercharger increases power by about 120hp while torque gets an extra 120 Lbs.ft., add the MSD Atomic LS EFI supporting up to 1000hp with integrated fuel lines and ECU and we could be talking about a Jalpa P600 here … 600hp in a car from the Eighties, 1988 to be exact as this specific Jalpa is production number 387 of only 412 ever made.

The post LAMBORGHINI JALPA WITH LS1 ENGINE ON THE DRAG STRIP appeared first on LamboCars.

This new V8 model was based on the original Urraco, just like the Silhouette a few years earlier, but the Jalpa was more a successor to the Silhouette in concept due to the similar open top, targa style roof configuration of one large removable panel above the driver and passenger.

By the time the Jalpa was ready to be shown to the public, Ferruccio already sold his shares of the Raging Bull company, it was now called Nuovo Automobili Lamborghini SpA and at this time a lot of fresh ideas were emerging from Sant’Agata, some good, some a bit strange, but the idea behind the Jalpa was a sound one to begin with.

Lamborghini showed a brightly finished prototype for their final V8 evolution, a light brown metallic bodywork over a brown leather interior, note that the striped upholstery of this prototype would not be available in the final production version, neither would the rear spoiler that was shown on this prototype.

The prototype also showed color coded bumpers and brand new, 16 inch wheels only the wheels would be retained, the production version of the Jalpa was to receive black bumpers to the front and rear, a black engine cover and similar black finished air intakes just behind the side windows, also early Jalpa would use the taillights from the Silhouette until the 1984 Geneva Auto Show, when a few changes were presented, the black engine cover and side air intakes were now color coded to the rest of the body and the tail lights became circular units.

The dashboard used a new kind of box-shaped instrumentation, on the early production Jalpa a steering wheel similar to the Silhouette’s was used, later to be replaced by a larger, more contemporary model featuring a large triangular shaped center, especially the leather rim became thicker which allowed for more comfort while driving.

On the whole the Jalpa may have looked less spectacular than the angular Silhouette, but it was actually very in style with the other super cars of that era, the deep front bumper was nicely integrated, the wheel arch extensions weren’t as dramatically shaped as the Silhouette ones and the use of larger, 16 inch flat front wheels was very Eighties too, add to this the ‘Targa’ style roof popular on both Ferrari 328 and Porsche 911 and you know the Jalpa went head to head with some serious competition.

The 3.0-Litre V8 engine found in the Silhouette and the Urraco P300 was enlarged to a 75mm stroke resulting in a 3485 cc displacement, power went up to 255 bhp at 7000 rpm, the 3.5 liter engine gave this new model its full name : Jalpa P350.

The Jalpa could be driven topless once again, and this time power and workmanship was right up to the level we’ve come to expect from Lamborghini, this Bull was actually easy to drive, even in city traffic so the Jalpa could have become a massive success but it disappointed again, and after about six years of production only 410 units had left the gates at Sant’Agata.

You might wonder why this new Jalpa didn’t quite live up to its expectations, it was an elegant design executed by Bertone, not overly exotic like a Countach but still very nice, it offered convertible driving with an amazing sounding V8 engine just behind your ears, and it was officially sold in the United States, so what happened?

There were still a few problems with the latest V8 offering, the driving position wasn’t very comfortable, although the nice looking, full leather seats were completely adjustable, including the backrest, which were fixed on the Silhouette by the way, it was still rather difficult to find a good setup behind the steering wheel of the Jalpa.

The windscreen could have some very distracting reflections when driving at night and even the vertically mounted rear window would show reflections when looking into the rear view mirror. Some even complained about the inadequate pop-up headlights or the unstable exterior rear view mirrors which didn’t help the visibility in this new Baby-Lamborghini as it was sometimes called, but even the legendary Countach suffered from the latter two problems who needs to see what’s behind anyway, right?

However one of the main reasons for its rather low sales figures was probably the competition, by the time the Jalpa was available to the public in 1982, Ferrari had launched the 308 model that was later replaced by the 328 series, both would be available in GTS version, and it was a serious competitor in the market the Jalpa was intended for, add the successful Porsche 911 that remained in production for ages, and you had two major counterparts to choose from.

Another possible downside for the Lamborghini Jalpa could be the design, that’s right, perhaps it was a little too elegant, not exotic enough. People that were buying a Lamborghini in the Eighties bought the Countach, which almost looked like an alien spaceship compared to the competition next to such an automotive icon, the Jalpa looked plain, so perhaps people just didn’t like it because it was not different enough from the competition, something they got used to with the radical Miura and Countach, you buy a Raging Bull to be noticed and you have to admit the Jalpa does not stand out in crowd like a Countach would.

To turn things around Nuovo Automobili Lamborghini SpA tried one more trick, a full convertible now that was something the competition from Maranello didn’t have, so two prototypes of a Jalpa Spyder were built, but overall design of this concept didn’t get approval from management at Sant’Agata, it became obvious the rear section of the bodywork was not well balanced without the tunnel back rear section.

Also it became obvious the canvas top would become too difficult to fold down nicely into a recess ahead of the engine cover and the entire project was abandoned in 1987 Jalpa production was halted completely in July 1988, selling only 410 units in six years. Do note that the Jalpa, was again officially certified for sale in the United States, so an important part of the production can still be found over there.

During the final production year, some Jalpa were ordered with the amazing Silhouette wheels that were still around at the factory, only 15 inch tall compared to the original 16 inch units, but those wide Pirellis at the rear more than made up for this smaller height. Today these wheels are highly sought after, and very expensive to come by in decent condition. Some Jalpa even had a massive Countach style rear wing at the back, perhaps a little out of place on the ‘small’ V8 model, but very impressive nonetheless, however several owners removed the wing later on. Some Jalpa were even seen with side moldings connecting the front and rear wheel arch extensions, it is noteworthy that the Jalpa would be tuned more easily than the Countach, probably due to the lower pricing of this V8 model.

Today the Jalpa is one of the most ‘affordable’ Lamborghinis, just do not underestimate maintenance however, a Jalpa can become unreliable, just like any other Lamborghini or exotic car for that matter, when it isn’t regularly and competently serviced, in terms of pure performance however the Jalpa is as good as it gets. With an MSRP of $58,000 back in 1988, 2012 prices range from $17,000 to $41,300 depending on the condition of the car, but it’s better to pay a little more for a great car than buying a money pit, restoring a bad car takes a lot of courage and even more money.

Talking about money, let’s take a look at the other V8 models, the Silhouette had a healthy MSRP of $44,500 back in 1978, and because of the very low production numbers a decent car will still fetch about $45,000 while a nice Urraco P300 from 1976 (MSRP $39,000) will take anything between $15,000 and $32,000 to secure in your garage. The original P250 on the other hand would require about $22,500 when it was in production in 1975, but on the used car market today you can find them for $12,000 to $31,000 which makes it the cheapest Lamborghini available today but don’t think you can afford it too quickly, a Bull not only takes money to buy, but sometimes even more money to keep on the road.

For many years the Lamborghini Jalpa would remain the Baby-Lambo, a smaller counterpart next to the space-age Countach, however 15 years after the last Jalpa left the factory at Sant’Agata a new Baby Lamborghini became available in 2003 the amazing Gallardo, powered by an even more impressive V10 engine.

The design of these early V8 models might look a little dated today, but let’s take a second look at them, especially the Jalpa can still be used as a daily driver, it won’t attract the same attention as a Countach or a Diablo, which isn’t necessarily a bad thing mind you, because of the rather low production numbers compared to the V12 flagship models, the Jalpa isn’t easily recognized by casual onlookers, especially after 25 years.

Pull up in a Countach and you make an instant statement, good or bad, but when you step out of an Urraco or a Jalpa most of the people around you will probably not even know it’s a Lamborghini if that is a good thing or a bad thing depends on where you park it I guess. Still I feel the Urraco, the Silhouette and the Jalpa are full members of the Lamborghini heritage, and receive their place in the ‘Hall of Fame’ of the Raging Bull make.

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Due to the positive response Automobili Lamborghini started working on a Jalpa with a completely retractable roof in 1987, called the Jalpa Spyder, a prototype was created using a silver metallic over blue leather Jalpa that was still owned by factory at that time, a rear treatment similar to the one found on the Bertone Athon was used on this special Jalpa, but the finished car didn’t look nearly as impressive as the Athon did.

When looking at the Jalpa Spyder from the side, you would immediately notice the problem; the rear was out of proportion compared to the rest of the car. The engine cover and tonneau cover were just too large for the Jalpa while the original passenger cell was too much forward in this design, on the regular Jalpa with the section behind the seats still in place this wasn’t visible but on the Spyder it quickly became evident.

You might not expect this, but the Jalpa Spyder did have a fully functional, retractable roof designed for it, as you can see on these images, probably a good idea would have been to include a hard-top version too, but unfortunately it never came this far, and back in the Eighties most convertible cars still had a canvas roof unlike today.

The Jalpa Spyder project was set aside, Lamborghini management at that time didn’t think they should actually offer the Jalpa Spyder in this configuration, it didn’t look exotic enough to be a Lamborghini, although I personally think it would still sell, after all it was an open top Lamborghini, the only official ‘new’ convertible Lamborghini at that time.

For a long time we were under the impression only one Jalpa Spyder Prototype was built, but in fact there were two made by Lamborghini, one that was almost ready to go into production, it could actually be driven while a second Jalpa Spyder was merely an unpainted chassis ready to undergo further development. Rumor has it both were left abandoned at the factory until Tonino Lamborghini bought them both the functional Jalpa Spyder was hidden from view for years, although an image was supplied to me by Raymond Stofer who was able to get a glimpse of this one of a kind Lamborghini, at the time this rare V8 Bull was in a very poor state, a flat tire at the rear, a dent in the door and the front spoiler was probably removed when parts were needed to be mounted on another Jalpa.

In 1986 Eric Thomassey was able to photograph both Jalpa Spyder chassis at the factory, from those photo we could derive that one of the chassis used was from an early Jalpa production with the mirror on the front fender while the second chassis came from a 1986 body as the steering rack was different and the holes were modified to hold the wiring that was changed from the early Jalpa models.

In 2001, when the Murciélago was introduced during an event at the factory I had to possibility to visit the museum in Dosso where Tonino Lamborghini put together a stunning collection of Raging Bull and among them a bright blue Lamborghini Jalpa Spyder was drawing attention.

This car had been restored as good as possible, since nothing much remained from the original specifications, let alone an interior, and various special body panels were completely missing, the people restoring this car for Tonino Lamborghini didn’t have much to start with besides a chassis and something that looked like an open Jalpa.

Up front they went for a bumper that looks very similar to a Ferrari 512 TR unit I would have preferred using an original Jalpa front bumper with the spoiler, but I guess they couldn’t source one for this project as spare parts for the Jalpa have run out at the factory I was told. At the back things didn’t get much better, the exhaust are taken from a Jalpa with US specs this exhaust normally used catalysts and the make things even worse the taillights aren’t even Lamborghini units but again look very much like Ferrari units.

What made it very obvious the chassis Tonino managed to obtain didn’t have too much of an interior left can be seen from the unfinished look of the dashboard, it looks nothing like a Jalpa dashboard I guess spare parts are very difficult to obtain, and if located way too expensive. Add the extensive use of plain DIY silver mesh for all the air intakes and extractors, and you know this rare Lamborghini had to be restored on a tiny budget.

Still this blue Lamborghini Jalpa Spyder is a very interesting piece of Lamborghini history, one that shouldn’t be forgotten and deserves a place in the museum, problem is that many people are asking questions about the state of this car wouldn’t it be a better idea to just get an old Jalpa for parts and create a Jalpa Spyder using this blue car but making it look like a normal Jalpa with the roof section removed.

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So after being in production for only three years, from 1976 to 1979, production of the V8 Silhouette was halted only 52 were built, less than 30 were known to remain in 2010 which makes this model one of the rarest classic Bulls to be found these days.

However the appeal of an open top Lamborghini was too strong to ignore, so Bertone was contacted to turn the Silhouette into a new, more modern looking car the Jalpa. Where the Silhouette used wide wheel arch extensions that looked very aggressive, but totally not integrated into the design of the car, the Jalpa received round wheel arch extensions that were completely molded into the bodywork.

Up front the deep spoiler from the Silhouette was replaced with a more integrated, smooth spoiler with a large air intake in the middle, flanked by rectangular lights. The bumper became a larger unit with driving lights and turn signals integrated and painted in light brown while the rest of the bodywork on the Jalpa prototype would be a metallic brown with an orange hue.

The air intakes behind the side windows were modified and painted in the same light brown shade as the bumpers and the removable roof section, that would still be stored behind the seats by the way, the engine cover of the Silhouette was replaced by a more stylish unit without those two large grilles to allow hot air to escape.

The original Jalpa Prototype even had a rear spoiler integrated into the rear luggage compartment cover, but this feature didn’t make it into production, the Jalpa did not have any rear wing installed at first, later on many owners installed a Countach style wing on their V8 model if it was a factory original option is highly doubtful however.

The Jalpa prototype received the famous Pirelli P7 tires, but no longer on those awesome deep concave telephone dial wheels as the Silhouette did they were deemed too expensive so a totally new design was adopted on the Jalpa, a rather flat and simple alloy wheel was used that looked at bit like the ones used on the Athon prototype, another Bertone concept.

When the Jalpa prototype was presented on the 1981 Geneva Show it was finished in a brilliant metallic bronze, all plastic body parts like bumpers, roof and air intakes were painted in a mustard-color while a beige-and-brown striped leather interior was used something that was only seen once after production started inside a custom made white Jalpa, the striped interior never became a factory option.

This interior for the Jalpa was also completely different from the Silhouette, the dashboard used new instrumentation in a rather cubist design, the steering wheel was changed and the seats now featured adjustable backrests making them much more comfortable compared to the Silhouette units.

Do note the Jalpa Prototype didn’t have the 3.5 liter V8 production engine yet, the show car still had a 3.0-Liter V8 Silhouette power plant, in fact this Jalpa prototype was built on chassis number 40058, which used to be a Silhouette that was delivered to Achili Motors on 9/1/1978. Sadly this particular Silhouette remained unsold at the distributor and was returned to the factory that used it to develop and built the first Jalpa prototype.

For the Jalpa production models the original Urraco/Silhouette 3 liter V8 engine was increased to a 75mm stroke resulting in a 3485 cc displacement and 255 Bhp at 7000 rpm, the transmission ratios were altered and the suspension was revised to use the new 16 inch wheels that replaced the expensive 15 inch rims used on the Silhouette.

Rumor has it the one of a kind bronze prototype was later repainted in a more regular white shade, at the same time the unique interior was redone in black leather, latest information on this car was that it was still owned by Automobili Lamborghini SpA, however in the official factory museum we can’t seem to find a Jalpa today.

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One of these designs was a Jalpa proposal shown here, SZ Design, a company that was founded on the remains of the Zagato Design Studio, designed it.

This design was created after the Cala was already presented to the public, but for some strange reason Michael Kimberley rejected this nice prototype and ordered SZ Design to come up with another proposal, Chief designer Noriko Harada created these drawings himself, but sadly, the car was never even created as a prototype or mock up.

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