Our alphabetical excursion through the world of collector cars in this column has revealed some true gems from the latter half of the 20th century. Some are as reliable as Old Faithful; others pose challenges for owners not wholly committed to their care and feeding. Anyone with an eye for beauty and an appreciation for V-12 engines, though, has been seduced by two Italian marques ending in “i,” and it’s no secret that Lamborghini’s V-12 engine is an engineering masterpiece and a brilliant runner.
That original 1963 power-plant design grew from 3.5 liters to over 6.5 liters in the Murciélago, powering everything from now-multimillion-dollar Miuras to a couple of far more accessible models. Both of the latter are classic front-engined GTs that were styled by Marcello Gandini, author of the fabulous Miura. And both also have bodies built at Bertone. Lamborghini’s Espada and Jarama are twins under the skin, sharing identical drivetrains and unibody platforms, the Jarama with a wheelbase shorter by 10 inches and featuring two cramped rear seats. The Espada, by contrast, was the first true two-door, four-seat “supercar.”
Powered by Lamborghini’s 325 hp, 3.9-liter V-12, the Espada has a top speed of 155 mph—highly impressive when introduced—and is as happy loafing along in high gear at 1,500 rpm as it is snorting off from a standstill at a respectable clip. But while there’ s no arguing the merits of the mechanical underpinnings, the Espada’s looks—like the gustatory attributes of oysters or escargot—are an acquired taste. Those enamored of the flat-as-a-cockroach styling love it, while others are not so taken.
A total of 1,217 examples—spanning three series—were produced over a 10-year period, from 1968 through 1978, making the Espada the longest-running and highest-production Lamborghini model up until the Countach. From a distance, all Espadas appear nearly identical, though the rare Series I, with 186 made through 1970, is for purists who want thin bumpers, a hexagonal-inspired dash, and other “teething” eccentricities of the earliest cars. The Series II (575 made through 1972) and the Series III had more powerful 350 hp engines, and feature small improvements.
Cars made from 1975 and brought stateside have unsightly impact bumpers (which some subsequent owners remove or replace). A three-speed automatic Chrysler Torqueflite transmission was available from 1974, with 55 examples so equipped. Slower off the line than Lamborghini’s five-speed manual version, the three-speed Espada presents a performance difference that is far less meaningful today. The Espada is a complicated car, and any aspiring owner not versed in wrenching or fettling is advised to stalk less challenging game. A 50-year-old automobile with six Weber carburetors and an Italian electrical system demands attention.
As with many collectibles, Espada values have softened a bit, and it’s possible to acquire one for well under six figures. For decades, these were “poor-man’s Lamborghinis,” suffering deferred maintenance and any number of indignities caused by man or nature, including rust. If so afflicted, one recalls the cartoon vulture saying to the thirsty prospector in the desert about to drink from a poison lake, “You’ll be sorry.”
Espada aspirants are advised to buy the best example affordable, as body panels and trim pieces can be as rare as unicorns, and a full restoration is a fool’s errand, unless one is skilled and wants a multiyear garage project. Finding a complete, well-running car in good condition is the only way to fly, and that should be handily accomplished for under $150,000.
Patience will be rewarded, and Europe is a happy hunting ground, as most examples never left the Continent. The sight of an Espada on the highway going full steam is as inspiring as it is rare. More inspiring still is to be tucked low in the wraparound-leather cockpit and savoring the sounds, smells, and sensations of driving a Lamborghini legend.
Click here for more photos of this 1968 Lamborghini Espada Series I.
