As if the Miura wasn’t already radical enough, Lamborghini let test driver Bob Wallace make an experimental version that was even better. Prepared as a quasi-racecar, it had no compromises to comfort. Known internally as ‘Miura Privata’ by the factory, the project was later named Jota to potential customers. Unfortunately the original Jota was lost in the crash, but the factory fitted some Jota modifications to several road cars and these became known as the SVJ.

Wallace described his first car as a testbed “to see what could be done to improve engine oiling, stabilize handling and provide overall better build quality.” Although eligible for Appendix J racing, Ferruccio’s strict no-racing policy meant the Jota remained as one of the huge ‘what ifs?’ in automotive racing history.

Only one original Miura Jota was ever made, and it was Bob Wallace’s personal test car built around chassis #5084. He used it to test various ideas that would prepare the Miura for the track and improve overall performance. Having plenty of time on his hands, the Jota became evermore radical to the point were it eclipsed standard Miura performance by several degrees.

The main focus of Bob’s modifications was to decrease and balance weight. This meant the car had a completely stripped interior, single window wiper, Plexiglas windows and fixed headlights. Most of weight savings came from the use of a light-gauge aluminum alloy called Avional which was used for the new body, floor pan and front spoiler.

A proper weight balance was achieved by repositioning the fuel tanks into the sills and the spare tire just behind the engine. This reduction in weight, combined with the a near perfect front to rear balance, must have made the Jota handle on par with other race cars of the period.

From the outside, the new Jota was instantly recognizable from its Plexiglas headlight and aggressive front splitter used to decrease front lift. At the side were new air apertures to increase brake cooling with riveted-in ducts.

Under the hood, the V12 received a comprehensive race treatment that used aggressive cams, an increased compression ratio of 11.5, unfiltered Weber carburetors, and a straight-through ‘Megaphono’ exhaust. Depending on the state of tune, 370 to 440 bhp was reached which was more than enough for the 1764 lbs (800 kgs) it propelled.

To keep everything in check, the transmission and engine cooling systems were separated and a dry sump lubrication system was installed. Power was transferred to the rear wheels trough a close-ratio ZF differential.

Soon after Wallace’s modifications proved the Miura could become even more serious, customers began to request Jota-like options in their orders. Lamborghini obliged and six cars, sometimes called Miura SVJs, cosmetically mimicked the performance of Bob’s original.

Unlike the original, these customer cars had some interior comforts, but kept the purposeful body modifications and engine tuning. They also had suspension, exhaust and brake cooling upgrades. One or two received dry sump lubrication and an auto blocking differential.

While the customer cars didn’t match the raw performance of Wallace’s original, they did offer a huge improvement on an already outstanding supercar. No doubt they are now the most sought after Lamborghinis in existence.

Currently around sixteen Miuras have been upgraded to reflect the performance and styling of the original Jota. Of these, only chassis #4860, #4892, #4990, #4934, #5090 were sold with original factory upgrades. The other ten or so cars were officially updated later by Lamborghini or by Wallace himself.

type	Series Production Car
production years	1971 – 1975
built at	Italy
engineers	Bob Wallace, Ubaldo Sgarzi, Paolo Stanzani
production	5
predeccesor	1971 Lamborghini Miura P400 SV
engine	60º V12
position	Mid, Transverse
aspiration	Natural
valvetrain	DOHC, 2 Valves per Cyl
displacement	3939 cc / 240.4 in³
bore	82 mm / 3.23 in
stroke	62 mm / 2.44 in
compression	11.5:1
power	328.1 kw / 440.0 bhp @ 8500 rpm
specific output	111.7 bhp per litre
bhp/weight	550.0 bhp per tonne
torque	401.32 nm / 296 ft lbs @ 6500 rpm
body / frame	Fibre Glass Body over Steel Box Section Semi-Monocoque w/Front And Rear Subframes
driven wheels	RWD
front brakes	Vented Discs
rear brakes	Vented Discs
front wheels	F 38.1 x 22.9 cm / 15 x 9 in
rear wheels	R 38.1 x 30.5 cm / 15 x 12 in
f suspension	Parallelogram Arms w/Coil Springs, Telescopic Adjustable Koni Shock Absorbers
r suspension	Parallelogram Arms w/Coil Springs, Telescopic Adjustable Koni Shock Absorbersle
curb weight	800 kg / 1764 lbs
wheelbase	2505 mm / 98.6 in
front track	1460 mm / 57.5 in
rear track	1540 mm / 60.6 in
length	4390 mm / 172.8 in
width	1780 mm / 70.1 in
height	1000 mm / 39.4 in
transmission	5-Speed Manual
0 – 60 mph	~3.6 seconds
designers	Bob Wallace