www.QV500.com - Lamborghini Jarama Part 1: 400 GT Jarama
 
Lamborghini’s Jarama replaced the firms unloved Islero, a front-engined 2+2 that struggled to find buyers despite having eventually been engineered into a very fine car. Next to the Bertone-bodied Espada and revolutionary Miura, the Islero was beginning to look dated and Ferrucio Lamborghini decided Bertone should be enlisted to design a new model after the Marazzi-penned Islero had been met with less than universal praise.
   
To save time and money, the Jarama used a shortened Espada chassis, these frames being constructed at the Bertone works in Turin. Marazzi were still contracted to fabricate bodywork for the new car. Bertone cut over 10½ inches from the Espada's wheelbase and thus gave the Jarama the shortest whel to wheel dimensions of any Lamborghini - despite the fact that it was going to be a 2+2! Because of such a short wheelbase, the Jarama's engine had to be planted right between the front wheels giving an unfavourable weight distribution. The sole concession towards rectifying this was relocating the battery to the boot. Bizzarrini’s sublime 60° V12 once again saw service in 4-litre form, capacity remaining unchanged at 3929cc thanks to a bore and stroke of 82 x 62mm. Output was 350bhp at 7500rpm with compression set at 10.7:1 and six twin choke Weber 40 DCOE sidedraught carbs. Unarguably one of the finest high performance engines ever produced, the 350bhp Lamborghini V12 endowed the Jarama with suitably impressive performance figures, a top speed of 152mph having been possible while 0-60 took 6.6 seconds. The Bertone bodywork was designed by Marcello Gandini (of Miura fame) but its lines were not to everyone’s liking and as it turned out, not to many's.
 
Things worsened when it became clear that Marazzi's second rate manufacturing facility were producing insanely heavy bodywork, Jarama's weighing in as the third heaviest Lamborghini's after the Espada and LM002. Its name meanwhile was most probably chosen after the Spanish bull-fighting region (in keeping with Lamborghini tradition) rather than the racing circuit that has periodically hosted the Spanish Grand Prix.
   
The Jarama was met with a mixed reaction on its debut at the 1970 Geneva Salon, Bertone's innovative styling causing obvious division of opinion – some thought it fine, most thought it disappointing. More serious, however, was the interior that in every sense was worse than that of the original Islero. Could Lamborghini have made the same mistake in the space of just two years? The unfortunate answer was yes. Problems with the dash layout, driving position, rear seats and very heavy steering of early cars meant the Jarama was inevitably doomed to the same fate as the Islero that went before it. But to write the Jarama off entirely is to miss the point somewhat. Sure it was flawed, the styling, ergonomics, build quality and general packaging was not to everybody’s standards and it was also overweight, but the Jarama wasn't supposed to be a rival to the Espada or Miura with which it has so often been compared. Instead, and like the Islero, it was an entirely different motorcar for an entirely different customer. This should never be forgotten as there were many good points to the Jarama, it did after all use the fabulous 4-litre Lamborghini V12. Sales were sluggish from the outset and production was discontinued in early 1972 to make way for the improved S after only 176 examples had been completed.