{"id":38353,"date":"2015-01-14T14:53:25","date_gmt":"2015-01-14T14:53:25","guid":{"rendered":"http:\/\/www.influx.co.uk\/wordpress\/?p=38353"},"modified":"2022-06-14T11:10:01","modified_gmt":"2022-06-14T10:10:01","slug":"lamborghini-miura-jota","status":"publish","type":"post","link":"https:\/\/www.adrianflux.co.uk\/influx\/blog\/lamborghini-miura-jota\/","title":{"rendered":"Lamborghini Miura Jota."},"content":{"rendered":"

images courtesy RM Auctions<\/a><\/p>\n

OK, so the Miura was badass. But it was no racing car. Enter the Jota.<\/strong><\/p>\n

But even though it was designed explicitly as a street-going car, the Miura could still handedly keep up with many of its race-bred rivals in terms of performance – so it fell to Bob Wallace, Lamborghini\u2019s chief test driver and road development engineer to create something extra special for the track.<\/p>\n

\"AZ15_r227_003\"<\/a><\/figure>\n

The Jota was originally built in 1970 as a one-off test bed to fit into the FIA\u2019s Appendix J (that’s where they got the name from). The Jota was like the Miura, but more so.<\/p>\n

\"AZ15_r227_005\"<\/a><\/figure>\n

There was an SV-spec powertrain with split-sump lubrication. With a higher compression ratio the Jota\u2019s engine produced 440 horsepower at 8,000 rpm. The chassis was stiffened and the rear track was widened. The fenders were flared to fit wider rear tires and the Miura\u2019s characteristic headlight eyebrows disappeared. Weight was balanced better than the road car by repositioning the fuel tanks in the door sills rather than in the nose, and the spare tire was fitted just behind the engine. There is plexiglass, a lighter chassis and aluminium panels. it is therefore light and VERY powerful.<\/p>\n

But enough with the mechanics of the beast. Just look at it. The thing oozes a brutal power. The one before you is an original factory Jota conversion and is for sale in Arizona very soon with RM auctions.<\/p>\n

Now where IS that Kidney? You’d probably have to sell both.<\/strong><\/p>\n\n\t\t