Guide: No Car for the Oil Crisis Era - a Historical & Technical Appraisal of the Lamborghini Espada Series 3
Background
Having initially produced rather conservatively styled machinery of the type favoured by many low key industrialists, Automobili Lamborghini dramatically changed tack when the firm started its association with Carrozzeria Bertone over the winter of 1965-1966.
Lamborghini’s collaboration with Bertone began even before Carrozzeria Touring (the firm’s original coachbuilder of choice) slid into bankruptcy during early 1967; it was agreed that the exciting new mid-engined Miura (which debuted in fully clothed trim at Geneva in March ‘66) justified a maiden collaboration with a studio that had built itself a reputation for cutting edge, avant garde design.
Twelve months after the Miura took its bow, Bertone presented an arguably even more outlandish machine at Geneva in March 1967 - the Marzal was an other worldly Gullwing-doored Grand Tourer that bucked the trend for toned down coachwork on four-seat models.
The subsequent Espada that emerged at Geneva in ‘68 was a slightly toned down production version of the Marzal with a more conventional front-engined layout and doors that opened in the usual fashion.
Nevertheless, with its wide, flat stance and futuristic appearance, the Espada was every inch as significant as the Miura and perhaps even more so considering the design parameters involved.
Espada production got underway in June ‘68 and ran for around 18 months in its original format.
The Series 1 Espada was subsequently replaced by a Series 2 derivative which debuted at the Brussels Motor Show in February 1970. In addition to its updated interior, the Series 2 ushered in a more powerful engine, ventilated disc brakes and improved build quality.
Tentative plans had been made to create a brand new Espada replacement for 1973, however, the early 1970s proved a tumultuous period for Lamborghini and this idea was ultimately scrapped; in addition to generally poor trading conditions, the company had already invested a vast sum to develop the V8-engined Urraco.
Both the Urraco and the Countach (conceived to replace the Miura) took far longer than anticipated to bring to market, by which time a worldwide financial crisis was beginning to take hold.
With things beginning to bite, in 1972, Ferruccio Lamborghini sold his tractor company to SAME and 51% of Automobili Lamborghini to Swiss industrialist, Georges-Henri Rossetti.
Against this backdrop, it was decided that the Espada, which was still selling relatively well, should stay in production. A Series 3 iteration was created that, in addition to a mild facelift, would also now come with the previously optional air-conditioning and power steering fitted as standard.
The resultant Espada Series 3 (sometimes dubbed the Espada 400 GTS) was unveiled at the Turin Motor Show in November 1972.
Production began that December. The revamped model slotted into a Lamborghini line up that also comprised the Miura SV and Jarama S.
Bodywork
The most obvious change in the transition from Series 2 to Series 3 trim was the Espada’s new front end styling. While this latest iteration retained Marcello Gandini’s full width nose aperture, the twin headlights per side were set further backwards and now lay flush with a new satin black grille treatment.
To avoid any costly development, the existing front bumper arrangement was retained.
New light clusters were fitted at the back as well. Two types were variously used throughout production although there does not seems to have been a particular switchover date.
The first version to appear saw the rear lens vertically split into a simple triple bank.
The second version to appear featured a red upper section and and split clear / amber lower portion.
Both types were off-the-shelf Carello units also used by the likes of Alfa Romeo, Maserati and De Tomaso.
The rest of Bertone’s Marcello Gandini-styled machine was unchanged.
Body panels were steel apart from the bonnet which was fashioned from aluminium.
Interior
While the Series 3’s external changes were easy to spot, arguably the most significant revisions concerned the cockpit for which Bertone created a brand new dash and central control panel.
In an attempt to modernise the interior, the existing dash, instrument binnacle and centre console were discarded. The passenger side of the dash was also reconfigured.
Ahead of the driver was a new rectangular binnacle with a curved inner section that sloped down towards the transmission tunnel.
Directly behind the new leather instead of wood-rimmed steering wheel were large read outs for road and engine speed. Outboard of these were three smaller gauges (oil pressure, oil temperature and water temperature) below which was the audio system. On the curved inboard section were three more small instruments (an ammeter, battery condition read out and fuel gauge) along with half a dozen large rocker switches and a small bank of warning lights.
A natural aluminium fascia replaced the old-fashioned wood type for both the instrument binnacle and central control panel.
The central console panel itself was wrapped in leather to match the lower dash, seats, door panels, sidewalls and transmission tunnel. It housed the air-conditioning controls, an analogue clock and a small number of rocker switches.
The upper dash was typically upholstered in anti-glare mousehair-type alcantara.
As a result of the reconfigured dash, all the controls were now within easy reach of the driver. An improved air-conditioning system was another welcome addition.
Aside from the new dash, the rest of the cockpit fixtures and fittings were unchanged.
Chassis
Under the skin, the Series 3 Espada brought with it new spring and shock rates, modified rear suspension arms, better servo-assistance for the brakes and 215 instead of 205 section tyres.
Otherwise the specification remained unchanged.
The Espada was based around a pressed steel monocoque bodyshell with a long 2650mm wheelbase that ensured there was plenty of space to accommodate four adult passengers.
Suspension was via double wishbones with coil springs, telescopic Koni dampers and an anti-roll bar at either end.
Ventilated disc brakes were fitted all round. The servo-assisted set-up sourced from Girling comprised 300mm diameter discs up front and 280mm items at the rear.
As per late Series 2 Espadas built from spring 1972, the Series 3 came with restyled five-bolt wheels instead of the original centre lock type. As always, these magnesium alloy Campagnolo rims were originally shod with Pirelli Cinturato tyres.
Twin fuel tanks with a combined 95-litre capacity were mounted either side of the rear luggage area.
Engine / Gearbox
In the engine bay was an unchanged version of the Giotto Bizzarrini-designed 60° V12 as used by the Series 2 Espada. It was an all-alloy power unit with dual overhead camshafts and wet-sump lubrication that was broadly similar to the motor found in the Miura. However, instead of downdraught assemblies, six sidedraught Weber 40 DCOE carburettors were fitted to facilitate the lowest possible hood profile.
Because the Espada ran a large air-conditioning unit and servo-assisted brakes, power was lower than the Miura. However, the four-seat model had a notably superior torque rating which was arguably more important for this type of car.
The compression ratio was set at an unchanged 10.7:1 from the Series 2. Similarly, ignition was via a single spark plug per cylinder, a single distributor and two Magnetti Marelli coils.
Peak output was 350bhp at 7500rpm and 290lb-ft at 5500rpm.
The five-speed Lamborghini gearbox was mounted in unit with the engine. Transmission was through a Borg & Beck single dry-plate clutch and in-house-manufactured differential.
Options
Instead of the vast glass sunroof offered previously, Espada customers could now specify a conventional sliding steel sunroof.
Otherwise, options were limited to a choice of custom exterior and interior colours with everything else pretty much fitted as standard.
Weight / Performance
Although Lamborghini quoted the Series 3 Espada at an unchanged weight of 1635kg, it seems likely that with the heavy air-conditioning system now fitted as standard, this figure was perhaps closer to 1700kg.
Top speed dropped from 155mph to 153mph while the 0-62mph time went up by two-tenths (to 6.6 seconds).
USA Version
To comply with increasingly stringent safety and emissions legislation, Series 3 Espadas bound for the USA soon found themselves fitted with ungainly 5mph impact-absorbing rubber bumpers, revised carburettors, a smog pump, altered ignition settings and chunky side marker lights.
Oil Crisis & Ferruccio Lamborghini Departs
To compound Automobili Lamborghini’s problems, an energy crisis hit at the end of 1973 when Arab OPEC members announced an embargo on oil sales to the USA, UK, Canada, Japan and the Netherlands.
The embargo was in response to the USA's support for Israel in the Yom Kippur War, where Egypt and Syria (with the support of other Arab nations) had begun a military campaign to regain Arab territories lost during the 1967 Six Day War (when Egypt, Syria and Jordan had been the aggressors).
Oil prices rose exponentially and remained at elevated levels for the next two years. Demand for gas guzzling supercars dropped off a cliff and, in 1974, Ferruccio Lamborghini sold the remaining 49% stake of his auto maker to Rene Leimer, a friend of Georges-Henri Rossetti.
Automatic Gearbox Option
In March 1974, Lamborghini began to offer the Series 3 Espada with the option of a three-speed Borg Warner automatic gearbox.
Unfortunately, it did not really suit the V12 engine’s characteristics and, unlike the auto version of Ferrari’s subsequent rival, the 400, did not prove especially popular.
Automobili Lamborghini Files for Bankruptcy & End of Production
Production of the Series 3 Espada came to an end in October 1978 when Automobili Lamborghini filed for bankruptcy.
The firm had been given a lifeline in 1976 when BMW commissioned Lamborghini to develop and build their M1 supercar. However, the company’s owners took the BMW cash and inexplicably spent most of it to develop the Cheetah military fast response vehicle.
When BMW pulled out, Georges-Henri Rossetti and Rene Leimer were unable to find a buyer for the firm and Automobili Lamborghini was declared bankrupt by the Italian courts.
By this time, 456 examples of the Series 3 Espada had been completed of which a reputed 121 were right-hand drive.
Just 55 cars were built with the automatic gearbox (of which five were right-hand drive).
In total, 1217 Espadas had been built across three different series which made it Lamborghini’s most commercially successful model yet.
Text copyright: Supercar Nostalgia
Photo copyright: Lamborghini - https://www.lamborghini.com, Supercar Nostalgia & unattributed
