Guide: New Owners, New Era - a Historical & Technical Appraisal of the Lamborghini Jalpa P350
Background
After years of mismanagement, Automobili Lamborghini was declared bankrupt in late 1978. The firm spent the next couple of years in receivership struggling to make ends meet.
To supplement the handful of Countach still trickling out of the factory, Lamborghini’s new court-appointed boss, Alessandro Artese, kept things ticking over with a contract to convert Fiat 127s into off-road vehicles.
Thankfully, new buyers for the company emerged in July 1980, five months after it had entered liquidation.
Armed with an unlimited credit note from their bank, young Swiss industrialists Patrick and Jean-Claude Mimram were first given permission to manage Automobili Lamborghini as a test of their ability. After several successful months at the helm, the Italian courts approved a sale to the Mimram Group for $3m.
The Mimrams retained all the key members of Lamborghini’s staff and set about reviving the company’s fortunes. In complete contrast to the previous Rossetti–Leimer era, Lamborghini blossomed under their custodianship.
To complement the Countach, the Mimrams commissioned two new models: a targa-topped two-seat V8 based on the Tipo 118 Silhouette and a wild luxury all-terrain vehicle based on the Cheetah.
The V8-engined Tipo 118/B Jalpa was unveiled at the Geneva Motor Show in March 1981. Deliveries began in early 1982, three-and-a-half years after the last Urracos and Silhouettes had rolled off the production line.
Giulio Alfieri was responsible for managing the Jalpa programme. He replaced the original architect of Lamborghini’s V8 project, Paolo Stanzani.
Alfieri had already overseen the introduction of the spectacular Countach S.
Alfieri instigated a straightforward update of the Silhouette which had been a fine looking automobile with excellent driving dynamics. However, for reasons unrelated to its capabilities, the short-lived model had been a commercial disaster with only 52 built.
Chassis
The Silhouette’s steel monocoque chassis was reinforced to bring it up to the latest safety standards.
Suspension was largely unaltered; it comprised MacPherson struts with lower A-arms at the front and Chapman struts with reversed lower A-arms and trailing arms at the back. Coil springs and telescopic shocks were fitted to each corner along with anti-roll bars at either end.
The Jalpa used a twin circuit hydraulic brake system with ventilated Girling discs. Brake disc diameter was reduced from 278mm on the Silhouette to 254mm.
At the Turin Motor Show in April 1980, Bertone had unveiled a one-off show car called the Athon. Based on Silhouette underpinnings, the otherwise unremarkable Athon’s most significant design feature was its Campagnolo disc wheels. These were adopted for the Jalpa (to replace the Silhouette’s Teledial rims) and were widely replicated by other manufacturers throughout the 1980s.
Campagnolo supplied the 16 x 7.5-inch rims for the Jalpa. They were cast in electron alloy and originally shod with Pirelli P7 tyres.
Compared to the Silhouette, track was 16mm wider at the front and 22mm wider at the back.
An 80-litre fuel tank was once again housed within the engine bay.
Engine / Gearbox
At the heart of the Jalpa was a further development of the original Paolo Stanzani-designed 90° V8.
Once again mounted transversely in the chassis, the Jalpa’s wet-sump motor was stroked from 64.5mm to 75mm for an additional 490cc. Bore went unchanged at 86mm. Overall displacement was now 3485cc.
An all-alloy motor with dual overhead camshafts and two valve heads, the Jalpa’s extra capacity enabled Lamborghini to reduce the compression ratio from 10.1:1 to 9.2:1. This helped reduce emissions and extend engine longevity.
Four new twin choke Weber 42 DCNF carburettors were installed.
Also new was the Magnetti Marelli electronic ignition system.
Peak output was now 255bhp at 7000rpm compared to 260bhp at 7500rpm for the Silhouette.
More importantly, the torque rating was much improved; it jumped from 195lb-ft to 231lb-ft at an unchanged 3500rpm. This gave the Jalpa far better real world flexibility.
Transmission was once again via Lamborghini’s own five-speed manual gearbox (with new ratios), a single dry-plate clutch and an in-house manufactured differential.
Bodywork
Like all V8 Lamborghinis, Bertone were commissioned to design the bodywork and interior.
Although not quite as handsome as the Silhouette, the Jalpa was nevertheless a fine looking motor car and a well executed update. It merged the platform’s soft wedge origins from the 1970s with the kind of boxy features that were becoming popular in the early 1980s.
The front bumper and everything below it was subtly reworked. Fog lights were fitted either side of a full-width grille and a split front spoiler was installed.
Wheelarch extensions were more smoothly integrated to the body and given a less angular profile than before.
The redesigned engine cover (painted dark grey) came with smaller side intakes.
A full width bumper with integral fog and reverse lights was installed at the rear. Both front and back bumpers were anodised black. Tail lights initially came from the Urraco / Silhouette.
Once removed, the targa roof panel could be stowed in the spacious area behind the seats.
Interior
The most substantial cosmetic changes were made inside.
An entirely new box dash was fitted along with modern plastic switchgear.
A rev counter, tachometer, oil pressure gauge and an assortment of warning lights were located in the main binnacle directly behind the steering wheel. Additional read outs for water temperature, oil temperature and fuel were located centrally above an array of switches and the audio system. An ammeter was housed in the outside corner of the dash.
Like its predecessors, the Jalpa’s ventilation controls were positioned on a central console that joined the dash to the transmission tunnel.
Plush new seats were fitted along with updated door panels. A new three-spoke leather steering wheel was also installed as well.
Black leather was used to trim the upper part of the dash and the steering wheel. The instrument binnacle was hard black plastic. Unless black upholstery was chosen, the lower dash, seats, centre console, transmission tunnel, roll bar and windscreen surrounds were coloured leather.
Options
Customers could enhance their cars with an optional Countach-style rear wing, a sports exhaust and contrast piping for the interior.
Weight / Performance
Weight rose from 1240kg to 1510kg. This was primarily as a result of the beefed up chassis and better standard of equipment.
Top speed was 150mph and 0-62mph took 6.4 seconds.
Prototype
The first Jalpa (unveiled in March 1981 at the Geneva Motor Show) was built on a Silhouette chassis (40058).
Chassis 40058 had remained unsold at Achilli Motors in Milan.
The car displayed at Geneva still had the original three-litre engine installed. It was presented in metallic bronze paint with gold used for the wheels, bumpers, roof and engine cover. The interior was even more extravagantly finished; two-tone cream and brown with striped seat centres and door panels.
This car was subsequently renumbered 12001 and later repainted silver.
Production
Deliveries of customer Jalpas started in early 1982.
USA Version
Unlike the Urraco and Silhouette, the Jalpa was available in the USA.
Lamborghini offered the car in 250bhp trim which was just 5bhp less than standard.
US variants could easily be identified on account of their large side marker lights down each flank.
Production Changes
At the Geneva Motor Show in March 1984, a Jalpa with body coloured roof and engine cover was introduced.
New tail lights were fitted at the same time; they featured circular red and amber lenses on a reflective red background. An updated flat face steering wheel was another new addition.
In the final year of production (1987-1988), some Jalpas left the factory with slimline Urraco / Silhouette front bumpers and 15-inch Teledial wheels that were left over from the Silhouette era.
End of Production
Production was discontinued in July 1988.
By this time, 410 Jalpas had been completed, 35 of which were right-hand drive.
Jalpa Roadster Prototype
Two prototype Jalpa Roadsters were produced between 1986 and 1987. The Roadster project was abandoned soon after Chrysler purchased Automobili Lamborghini from the Mimram Group in April 1987.
Text copyright: Supercar Nostalgia
Photo copyright: Lamborghini - https://www.lamborghini.com
