There's virtue in starting with a hopeless example of a classic car, investing years of time and loads of cash into a restoration, and coming out with one more example of that particular classic on the road and able to visit shows. We can all hope that we aren't the ones to foot the bill or spend the hours in the garage massaging the panels, but for every car we've spent a little bit too much time, money, or effort on, there's a net benefit to the automotive community.
Sometimes - in the case of cars of significant historic value - these restorations can lead to some financial benefit. In order for this to happen, the car must be acquired prior to renewed interest in the particular model in question. Time it right, and by the time the restoration is complete, the vehicle is ready for sale in a competitive market. We've seen this with nearly every 1960s Ferrari, among other Italian classics.
The practical Lamborghini shopper has no use for something as mild as the US-spec Tipo P111 P250 Urraco. In his eyes, $119,000 buys a 3-4 nice Lotus Elises, and the math tracks. Both are mid-engined, make around 180hp, and proclaim their sporting intentions unabashedly. Only one is really worth driving around a racetrack in anger. In fact, that same money would buy a reliable Gallardo, which would show up the whole lot at the track, and would make for a more comfortable weekend getaway machine to boot.
And yet, here we are, suggesting that you take a real look at one of 21 Urracos built for the US market. The seriously (86x53mm) over-square 2.5L V8 - a Paolo Stanzani creation - is derated from 220hp to a relatively wheezy 180hp. If our Milano Verde is any indication of how enjoyable 180 Italian horsepower can be, we'd be prepared for a pleasant surprise in the acceleration department. US-spec bumpers hardly detract from the Gandini wedge, and originality considerations aside, we'd leave them be regardless.
We have it on good authority that the Stanzani V8s are difficult to rebuild. As in, a mechanic who regularly builds Colombo V12s and Lancia Aurelia V6s informed us that it takes a true nut to keep one on the road. So, count us in. Can't be the bad?
We've made it fairly clear that we prefer these to the contemporary Ferrari Dino 308 in spite of the dearer pricing. The design has more room to spread out, and while the Ferrari V8 and chassis would, in all likelihood, make for a better driving experience, we can't help but imagine how much cooler it would be to open the garage to reveal one of these low-slung wedges. This might be a good one to buy.
Introduced at the 1970 Turin Auto Show, the Lamborghini Urraco would not find its way onto the market until 1973. The timing of its launch suffered from delays in development, and very likely due to the overlap with the sale of the Lamborghini Automobile division to a Swiss firm in 1972. Though the Urraco became available after his departure, the mid-engine 2 crush 2 sports coupe was the realization of Ferruccio Lamborghini's vision of a smaller, lighter, but not down-market Lamborghini.
Under engineering direction of Giampaolo Dallara, engineer Paolo Stanzani led the development of a 90 degree V8 to power the Urraco. The ambitious road-holding goals of the project necessitated a lightweight engine to be designed. The aluminum crankcase was a two-piece design, split horizontally along the crankshaft journal centerline. Cast iron wet liners were fully surrounded by the water jacket. To simplify valve lash adjustments, the cylinder heads carried their single cams as well as tappets in a separate casting above the lower cylinder head casting, which contained the valves. Finally, a belt drive synced the cams to the crankshaft via individual fiber-reinforced rubber belts that connected the cams to intermediate pulleys, which were splined to the nose of the crankshaft. I recently had the opportunity to hold the aluminum casting tasked with containing the timing drive belts, and was impressed with its elegant design.
1973 Lamborghini Urraco This highly collectible 1973 Lamborghini Urraco is available in yellow with black interior. It comes equipped with a 5-speed manual transmission, air conditioning, power windows and Campagnolo wheels. It also includes $17,000 in service records for an engine out service in 2016. A very clean and presentable example which has been with the same owner for many years and is mechanically sound. For $79,500 If you have any additional questions Please call 310-975-0272 or email with any questions! We also welcome all international buyers. We can help with shipping quotes and arrangements.
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With Countach LP400 prices in the stratosphere, where does one find an affordable, clean Gandini wedge these days? For this thought exercise we can exclude the X-1/9, as its shape does not quite capture the wedge we're after. And the Maserati Khamsin, while beyond reproach, doesn't quite classify as a wedge, angular as it is. In our opinion, the Dino GT4 and the Urraco are the last bastions of sub-$100k Gandini wedges.
So, which fits the bill? The GT4 should prove easier to maintain, if only because V8 Ferrari parts are not exactly difficult to procure, at significant cost, of course. Opt for something a bit more rough around the edges, such as this Urraco with disconcertingly few details from the seller, and the road ahead could be challenging. Discussions with the seller should hopefully provide detail beyond the disclosure of recent engine-out servicing. We're more than partial to anything blessed by Dallara, so you know where we'd put our money.
