Guide: Lighter, Faster, Better - a Historical & Technical Appraisal of the Lamborghini Jarama S
BACKGROUND
Despite its handsome Bertone-designed body and a mechanical specification on a par with anything its rivals had to offer, sales of the Lamborghini Jarama proved disappointingly slow following its debut at the Geneva Motor Show in March of 1970.
Several reasons explained the model’s poor take up.
Firstly (and perhaps most importantly) the sensational Espada, which Lamborghini had launched back in 1968 and then updated in February 1970, re-wrote the rulebook on what could be expected from a traditional Gran Turismo capable of carrying more than two occupants. Not only was the Espada at the zeitgeist of automotive design language, it offered considerably more space than the Jarama which ensured a broader potential market.
Secondly, compared to other models in the Lamborghini range (and most of its rivals from other manufacturers), the Jarama’s build quality and ergonomics left much to be desired considering how demanding potential clients in the upmarket GT sector could be. It was also somewhat overweight.
Thirdly, the early 1970s was not a great time for high end European manufacturers; depressed economic conditions, the ever-present threat of industrial action from a heavily unionised workforce and the high cost of adapting to ever-tightening safety and emissions legislation all took their toll, particularly on the smaller boutique car builders operating at the very top end of the market.
Amid this strife, and with brand new models like the Urraco and Countach undergoing expensive development programmes, Lamborghini nevertheless found time to introduce a much-improved Jarama at the Geneva Motor Show in March 1972.
The Jarama S that emerged was not only lighter and more powerful than its predecessor, it ushered in major build quality and ergonomic improvements that resulted in a machine that really fulfilled the Jarama’s potential.
As before, bodyshell assembly was handled, not at Bertone, but the Marazzi works in Milan which was staffed by ex-Touring employees that company boss Ferruccio Lamborghini still felt some loyalty towards.
Upon release, the Jarama S slotted into a Lamborghini line-up that included the Espada Series 2 and the Miura SV. Later in 1972, production of a Series 3 Espada began along with the entry-level V8-powered Urraco following its troubled two-year gestation.
CHASSIS
One of the most significant new features found on the Jarama S was its power-assisted steering system which added to the sense of refined luxury now expected on vehicle of this nature.
Another arrival was an set of modern yet elegant five-bolt magnesium alloy wheels that replaced the original centre-lock type used previously. As before, the new rims were supplied by Campagnolo, measured 7 x 15-inches and were shod with Pirelli Cinturato tyres.
Each Jarama was based around a pressed steel monocoque bodyshell that used a shortened version of the Espada floorpan with wheelbase reduced from 2650mm to 2380mm (a 270mm reduction).
To improve weight distribution, the battery was located in the trunk.
A 100-litre fuel tank was installed underneath the trunk floor.
As per the Espada, the Jarama’s suspension layout comprised double wishbones with coil springs and telescopic Koni dampers all round. An anti-roll bar was installed at either end. Spring rates were adjusted to reflect the weight difference between the two cars.
For the Series 2 Espada, Lamborghini had introduced Girling four-wheel ventilated disc brakes, an arrangement carried over to both the Jarama and Jarama S. The twin circuit and servo-assisted set up comprised discs with a 300mm diameter up front and 280mm diameter at the back.
ENGINE / TRANSMISSION
To increase performance and give the Jarama some much-needed bragging rights over the Espada, Lamborghini decided to offer the S with a high output engine.
This latest iteration of the company’s Giotto Bizzarrini-designed 60° V12 featured uprated camshafts and cylinder heads along with a more efficient exhaust system. The result was 365bhp as opposed to 350bhp at an unchanged 7500rpm and 300lb-ft instead of 290lb-ft at an unchanged 5500rpm.
An improved alternator was fitted for the S.
Otherwise the Jarama S engine was very much as before: it featured an aluminium-alloy block and head with dual overhead camshafts, two valves per cylinder and wet-sump lubrication.
Whereas the Miura SV ran downdraught carburettors, both the Jarama and Espada utilised six sideraught Weber 40 DCOE assemblies to facilitate the lowest possible hood profile. All three models ran an identical 10.7:1 compression ratio with ignition via a single spark plug per cylinder, a single distributor and two Magnetti Marelli coils.
Power was delivered through Lamborghini’s own five-speed gearbox (mounted in unit with the engine), a Borg & Beck single dry-plate clutch and in-house-made differential.
For the Jarama S a new 4.50:1 instead of 4.09:1 final drive ratio was adopted.
BODYWORK
Externally, the S incorporated the same vented front fenders, front apron brake cooling intakes and front bumpers with integrated indicators as fitted to the last few first generation Jaramas.
Brand new Jarama S features included a shallow hood intake located between the existing NACA ducts, parallel action instead of clap hands wipers and an S insignia on the tail fascia.
The Jarama had been styled by Bertone’s head designer, Marcello Gandini, who had previously penned both the Miura and Espada for Lamborghini.
Up front, the headlight clusters were partially obscured by an eyelash that rotated downwards when activated. Gandini had used a broadly similar treatment for the Alfa Romeo Montreal.
Between and underneath the headlights was a large intake aperture. Underneath this was a slim secondary intake with discrete lip spoiler.
The expansive hood was given a discrete power bulge to clear the engine while the angular five window fastback cockpit had slim A and B pillars that gave excellent visibility. C pillars were vented so stale air could escape from the cabin.
The side profile revealed a roofline with a discrete lip spoiler at its trailing edge and subtly flared fenders.
The simple Kamm tail was home to single piece tail lights and a wraparound bumper. A similar single piece bumper (with matching rubbing strip) was used at the front of the car.
Body panels were fashioned exclusively from steel.
INTERIOR
Perhaps the most far-reaching changes made to the Jarama S were found in the cockpit where an entirely new dash assembly and central control panel could be found.
The original gutter-type dash with its flat top and slanting full width fascia was replaced with a more conventional unit that featured a rectangular binnacle directly behind the steering wheel together with a re-shaped centre console and passenger zone. The existing wood-rimmed three-spoke steering wheel with its vented natural aluminium spokes was retained.
Now housed in the upper section of the primary binnacle were large gauges for road and engine speed plus a small battery indicator, ammeter and oil pressure gauge. Located in the lower rail was a clock, a fuel read out, water temperature and oil temperature gauges and a cluster of warning lights.
Updated rocker-type switchgear was adopted throughout and the fresh air vents were moved from the central control panel to the upper dash.
Slimmer seat backs yielded more space for passengers in the rear. The back seats themselves were redesigned.
Aside from the carpeted floors and sidewalls, the rest of the cockpit was upholstered in leather. Other standard equipment included tinted glass and electric windows.
OPTIONS
Buyers could choose from natural aluminium, satin black or wood trim for the dash and central control panel fascias.
Optional extras included air-conditioning, fog lights, a passenger-side exterior mirror, fabric upholstery inserts, side-by-side removable roof panels and a roof-mounted audio system with electric antenna (instead of the backwards-facing unit originally mounted on the transmission tunnel).
WEIGHT / PERFORMANCE
At 1460kg, the Jarama S weighed in at a not inconsiderable 80kg lighter than its predecessor.
Despite less weight and a higher output engine, the S’s higher final drive ratio meant its 0-62mph time was only slightly improved (6.3 seconds as opposed to 6.6) but top speed went from 152mph to 160mph.
PROBLEMS AT AUTOMOBILI LAMBORGHINI
During the course of 1972, the problems facing Automobili Lamborghini got serious. Neither the Urraco or the Countach was ready for production and a worldwide financial crisis was beginning to take hold. Ferruccio Lamborghini’s tractor company was also in big trouble and trade unionised staff could no longer be laid off.
With things beginning to bite, 1972 saw Ferruccio Lamborghini sell his tractor company to SAME and 51% of Automobili Lamborghini to Swiss industrialist, Georges-Henri Rossetti.
To further compound problems, the 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 expensive gas-guzzling machinery dropped off a cliff practically overnight.
In 1974 Ferruccio Lamborghini sold the remaining 49% stake of his auto maker to Rene Leimer, a friend of Georges-Henri Rossetti.
PRODUCTION CHANGES
Lamborghini later added a leather instead of wood-rimmed steering wheel to the specification and introduced the option of a three-speed automatic Chrysler Torqueflite gearbox.
END OF PRODUCITON
Although production was officially discontinued some time in 1976, it was still possible to buy a Jarama S until 1978 at which point Automobili Lamborghini was placed into administration following several years of poor management.
Just 150 examples of the Jarama S were built (18 in right-hand drive) which took total production for the model to 326 units.
Text copyright: Supercar Nostalgia
Photo copyright: Lamborghini - https://www.lamborghini.com
