Lamborghini Jarama

Lamborghini Jarama

Lamborghini
aka	GT 400 GTS 400
Production	1970–1976 Jarama: 176 units Jarama S: 152 units
Class	Grand tourer
Body Style	2-door 2+2 coupé
Length	4,486 mm (176.3 in)
Width	1,820 mm (71.53 in)
Height	1,190 mm (46.77 in)
Wheelbase	2,380 mm (93.53 in)
Weight	1,550 kg (3,396 lb)
Transmission	5-speed manual 3-speed TorqueFlite automatic
Engine	3.9 L (3,929 cc) Lamborghini V12
Power	350 hp @ 7500 rpm
Similar	Lamborghini Espada
Designer	Marcello Gandini at Bertone

The Lamborghini Jarama is a sports coupé which was built by Lamborghini between 1970 and 1976. It was designed by Bertone designer Marcello Gandini.

Name[]

Jarama is an area renowned both for bullfighting and for its motor racing circuit. Ferruccio Lamborghini originally intended for the name to recall the fighting bulls that were bred in the area.

Jarama is a famous Grand Prix track near Madrid in Spain, in case of this Lamborghini the name refers to a breed of some of the fiercest bulls in Spain, bred by Don Manuel de Gavaria in La Mancha, they pastured near the Jarama river in Titulcia.

Overview[]

In 1970, Lamborghini had to redesign the Islero to meet new United States safety and emissions regulations. The new car was built on a shortened version of the same platform as the Espada. Two different models were made, the original GT 400 (1970-1973) model having 350 bhp V12, and the GTS 400 (1973-1976) with its output upped to 365 bhp. Also, with the GTS there were a few minor body modifications and power assisted steering, removable roof panels, and an automatic transmission became available as options. A total of 327 Jaramas were built.

A one-off, race modified Jarama called the Jarama Rally was built by Lamborghini test driver Bob Wallace. It featured many improvements to the original car, including a modified V12 engine producing 380 hp and a near-50/50 weight distribution, compared to the original's 53/47. It could allegedly reach a top speed of 270 km/h (167.7 mph). In the end it never participated in any races, and it was reportedly restored in the UK in 1990.

Jarama GT 400 (1970-1972)[]

During the March 1970, Geneva Auto Show Automobili Lamborghini SpA unveiled the Jarama as the successor to the Islero, designed by none other than Marcello Gandini, who also designed the Espada and Miura. The Jarama body panels were made by Bertone with assembly at Carrozzerio Marazzi, who also built the Islero by the way, this new 1970 2+2 became the last front engine V12 GT by Lamborghini.

The Lamborghini Jarama was aiming at the same market segment as the Islero did before, the wealthy businessman who wanted a high performance, luxurious car that didn’t draw too much attention for him to enjoy on a daily basis without being too large like the Espada, or too exotic like the Miura Ferruccio wanted to keep a 2+2 model in the line up for those customers with impressive looks without being offensive and the Jarama fit that description perfectly.

As Chief Engineering Giampaolo Dallara left the company it was up to Paolo Stanzani to develop the Islero successor, the latter used a 27cm (10.7 in) shortened Espada chassis to keep development costs down, this resulted in a wider track compared to the Islero, giving the Jarama a wide and low, aggressive stance perfectly suited for a Lamborghini GT. The wheelbase on the Jarama was even 7cm shorter compared to the Islero, but this didn’t impose a problem for the interior as the engine could be mounted lower into the modified Espada chassis.

The suspension setup for the Jarama was a duplicate of the Espada system with coil springs over Koni shock absorbers while the wheels became the well known Campagnolo knock-off 15-inch units seen on the Islero, the Espada and naturally the Miura.

The design of the Jarama showed very nice, flared wheel arches, two NACA ducts on the engine cover (inspired by the Espada hood probably), a small winglet integrated into the rear edge of the roof and an overall hatchback look, do note however that there was no rear hatch but only a rather small luggage compartment cover that opened up into a 250 liter large space for even more luggage space the rear seats could be folded down.

One of the most characteristic features on the Lamborghini Jarama are the four, large headlights installed behind folding down covers unlike the pop-up headlights on the Islero or the exposed lamps on the Espada, the Jarama used a totally innovative way to hide the headlights when not in use. The design of the front looked very clean and aerodynamic during the day, but when the headlights were needed small electric motors would tilt down the covers to reveal the quad setup.

The Jarama body was made from steel which made this 2+2 a rather heavy car, even with a V12 (L405 engine) delivering 350hp the Jarama was slower than the Islero S she replaced, an overall weight of 1540 kg didn’t help either (The Islero S was only 1460 kg) and top speed was published at 250 Km/h.

The engine for the Jarama was an evolution of the 3929cc unit from the Islero, with modified crankshafts, other distributors, a new radiator and water cooling system, and a more powerful alternator, this V12 was now legal in the United States too the Jarama would be sold in the US with those typical side markers fitted at the front and rear.

Air conditioning was available as an option on the Jarama GT while leather seats were standard together with blue tinted, electric windows and a heated rear window. The dashboard was covered with soft Italian leather with the dials on a wooden background, in front of the driver behind the wood-trimmed steering wheel a row of toggle switches were placed on a horizontal section while the wide central console housed controls, air vents and the wood topped gear shifter overall a very luxurious place to be for the distinguished business man.

Over a period of two years, a total of 177 Lamborghini Jarama were built before an improved Jarama S was unveiled at the 1972 Geneva Auto Show, sources state a total of 20 Jarama were delivered with the dual sunroof option (18 of them sold in the USA) and six left the factory in RHD configuration.

Specificacions for the Jarama GT 400[]

General :

Years built	May 1970 – March 1972
Production	177 units
Chassisnr.	10.000 – 10.350
Presentation	March 1970 Geneva Auto Show
Built by	Mario Marazzi in Milano

Dimensions :

Wheelbase	2,380 mm (93.53 in)
Overall length	4,486 mm (176.3 in)
Overall width	1,820 mm (71.53 in)
Overall height	1,190 mm (46.77 in)
Front track	1490 mm / 58.56 in
Rear track	1490 mm / 58.56 in
Ground clear	115 mm / 4.52 in
Front overhang	964 mm / 37.89 in
Rear overhang	1142 mm / 44.88 in
Weight	1,550 kg (3,396 lb)
Distribution	49/51 % front / rear

Chassis :

Structure	Sheet steel platform
Body	All-steel body
Suspension	All-independent, consisting of double transverse wishbones with coil springs, telescopic Koni dampers and anti-roll bars
Brakes	Girling ventilated disc brakes on all wheels operated by two vacuum servo units with independent circuits to front and rear
Front	300 mm / 11.79 in
Rear	279 mm / 10.96 in
Steering type	ZF Worm & roller, 4.5 turns to lock to lock
Turning circle	12 m / 39 ft
Front tire size	215 GR70 VR 15
Rear tire size	215 GR70 VR 15
Type of tire	Pirelli Cinturato or Michelin
Front wheel	7×15 inch
Rear wheel	7×15 inch
Type of wheel	Campagnolo cast magnesium

Engine :

Type	V-12 60 degree, aluminium block with pressed-in liners, front mounted, rear wheel drive
Distribution	Dual overhead camshafts, chain drive, two valves/cyl.
Main Bearings	7
Cyl. Capacity	3939 cc / 240 ci
Bore & stroke	82 x 62 mm
Compr. Ratio	10.7
Max. power	350 Bhp at 7000 rpm
Max. torque	394 Nm at 5500 rpm
Cooling system	Pressurized, vertical flow radiator and twin electric fans
Ignition	Two Magnetti Marelli Super coils and one Marelli distributors
Alternator	B550 Watt
Fuel system	Electric Bendix fuel pump, 6 twin-barrel Weber 40 DCOE 20-21 carburetors
Fuel type	100 Octane Premium
Fuel consumption	24.2 Lit/100 Km
Lubrication	Wet sump
Electr. system	12 V
Plugs	Bosch 235 P21 or Champion N6Y

Drivetrain :

Type	Lamborghini five-speed + reverse manual all-synchromesh driving a Lamborghini differential
Clutch	dry-single plate, hydraulically operated
Disc diameter	241 mm / 9.47 in
1st gear ratio	2.520:1 – Max speed 84 Km/h or 52 Mph
2nd gear ratio	1.735:1 – Max speed 120 Km/h or 75 Mph
3rd gear ratio	1.225:1 – Max speed 171 Km/h or 106 Mph
4th gear ratio	1.000:1 – Max speed 211 Km/h or 131 Mph
5th gear ratio	0.815:1 – Max speed 260 Km/h or 161 Mph
Reverse gear ratio	2.765:1 – Max speed 0 Km/h or 0 Mph
Final drive ratio	4.09:1

Performance :

Top speed	260 Km/h / 161 Mph
0 – 100 Km/h	6.80 sec.
Standing Km	25.00 sec.
1/4 Mile	15.60 sec. reaching 97 Mph

Capacities :

Fuel	100 Liter / 26 Gallon
Engine oil	14 Liter / 4 Gallon
Cooling system	14 Liter / 4 Gallon
Luggage	250 Liter / 66 Gallon

Jarama GT 400 Gallery[]

Jarama GTS 400 (1972-1976)[]

The Lamborghini Jarama was kept in production for a period of two years, during which a total of 177 units were delivered, but she received some serious criticism from both journalists and owners the workmanship wasn’t too good, panel fitments left much to be desired, the dashboard looked cluttered while switches and controls weren’t always labeled logically there was room for improvement.

This came in the form of the Jarama S or GTS at the 1972 Geneva Auto Show, the overall design was kept more or less the same but there was an additional air intake on top of the engine cover a very thin horizontal opening to feed extra air into the V12 engine compartment note that the Jarama S was the only new model for Lamborghini back in 1972 and was built to order.

On the outside the bumpers were modified, the windshield wipers were now parallel action while on the original Jarama they folded together in the center, the Miura style knock-off wheels were replaced by five bolt Campagnolo units as seen on the Espada while a stylish ‘S’ took place on the rear fascia. Some sources state the taillights were modified too, some sources mention they were shared with the De Tomaso Deauville units.

The biggest change on the Jarama S could be found in the cockpit with a revised interior, the front seats now had slimmer seatbacks that resulted in more legroom for the rear passengers who now had two separated seats. The wood trim on the dashboard was replaced with brushed aluminum and the switch labeling was improved, no more switches with ‘start’ on them that released the front hood, on top of the dashboard extra air vents were installed in general the fit and finish of the interior were vastly improved. Most of the Jarama were delivered with a very nice wood-trimmed steering wheel, from 1973 on, starting with chassis (#10500) the steering wheel received leather trim.

Power-assisted steering became available during production but a handful of Jarama GTS were delivered without it, starting from 1974, a Chrysler TorqueFlite automatic transmission became optionally available, it didn’t perform too good, so only about 10 Jarama were actually equipped with it. Another option that didn’t found a lot of customers were two small removable roof panels, resulting in an ‘open-top’ Jarama, in fact only about 20 Jarama were ordered with this option, none of the Jarama GTS as far as we know. The Jarama GTS was also available in RHD configuration from the factory, about 28 were delivered in this setup.

A new, more efficient exhaust system, together with revised heads, cams and a modification of the tuning on the Weber carburetors, raised the power of the GTS up to 365 hp at 7,500 rpm, resulting in a 260 Km/h. top speed, this made the Jarama faster than the Espada at that time. An oil cooler could be fitted underneath the front section of the car, sitting so low to the street it was rather prone to damage from debris.

Despite all the improvements, the Jarama GTS still couldn’t convince buyers, only 150 units were sold when production was officially halted in 1976 but at least 5 Jarama GTS were built after that, as late as 1978 in fact partly because the Lamborghini factory was falling into severe problems and parts just weren’t delivered by suppliers anymore.

The Jarama GTS chassis # 10418 was Ferruccio Lamborghini’s personal car, it was stored in his private museum at his wine making vineyards, today it can be found at the personal museum founded by Tonino Lamborghini as a tribute to his father, Ferruccio Lamborghini bought only one brand new Lamborghini when he owned the company, this Jarama GTS #10418 with engine number #40979 (unfortunately engine is sitting in VIN #10564 now), the other cars he bought were second-hand ones like the Miura SV and the Countach S, all on display in the Museo Ferruccio Lamborghini. ^[1]

Specificacions for the Jarama GTS 400[]

General :

Years built	March 1972 – 1976
Production	150 units
Chassisnr.	10.352 – 10.660
Presentation	March 1972 Geneva Auto Show
Built by	Mario Marazzi in Milano

Dimensions :

Wheelbase	2,380 mm (93.53 in)
Overall length	4,486 mm (176.3 in)
Overall width	1,820 mm (71.53 in)
Overall height	1,190 mm (46.77 in)
Front track	1490 mm / 58.56 in
Rear track	1490 mm / 58.56 in
Ground clear	115 mm / 4.52 in
Front overhang	964 mm / 37.89 in
Rear overhang	1148 mm / 45.12 in
Weight	1460 kg / 3219 lbs
Distribution	49/51 % front / rear

Chassis :

Structure	Sheet steel platform
Body	All-steel body
Suspension	All-independent, consisting of double transverse wishbones with coil springs, telescopic Koni dampers and anti-roll bars
Brakes	Girling ventilated disc brakes on all wheels operated by two vacuum servo units with independent circuits to front and rear
Front	300 mm / 11.79 in
Rear	279 mm / 10.96 in
Steering type	ZF Worm & roller, 4.5 turns to lock to lock
Turning circle	12 m / 39 ft
Front tire size	215-70VR15
Rear tire size	215-70VR15
Type of tire	Pirelli
Front wheel	7×15 inch
Rear wheel	7×15 inch
Type of wheel	Campagnolo cast magnesium

Engine :

Type	V-12 60 degree, aluminium block with pressed-in liners, front mounted, rear wheel drive
Distribution	Dual overhead camshafts, chain drive, two valves/cyl.
Main Bearings	7
Cyl. Capacity	3939 cc / 240 ci
Bore & stroke	82 x 62 mm
Compr. Ratio	10.7
Max. power	350 Bhp at 7000 rpm
Max. torque	394 Nm at 5500 rpm
Cooling system	Pressurized, vertical flow radiator and twin electric fans
Ignition	Two Magnetti Marelli Super coils and one Marelli distributors
Alternator	(2×) 770 Watt
Fuel system	Electric Bendix fuel pump, 6 twin-barrel Weber 40 DCOE 20-21 carburetors
Fuel type	100 Octane
Fuel consumption	19 Lit/100 Km
Lubrication	Wet sump
Electr. system	12 V
Plugs	Bosch 235 P21 or Champion N6Y

Drivetrain :

Type	Lamborghini five-speed + reverse manual all-synchromesh driving a Lamborghini differential
Clutch	Borg & Beck dry-single plate, hydraulically operated
Disc diameter	266.7 mm / 10.48 in
Optional	Chrysler TorqueFlite automatic available from 1974 on
Disc diameter	1241 mm / 9.47 in
Reverse gear ratio	2.765:1 – Max speed 0 Km/h or 0 Mph
Final drive ratio	4.50:1

Performance :

Top speed	260 Km/h / 161 Mph
0 – 100 Km/h	6.80 sec.
Standing Km	25.00 sec.

Capacities :

Fuel	100 Liter / 26 Gallon
Engine oil	14 Liter / 4 Gallon
Cooling system	14 Liter / 4 Gallon
Luggage	192 Liter / 51 Gallon

Jarama GTS 400 Gallery[]

Special versions[]

Lamborghini Jarama SVR (1970)[]

A very heavily modified Jarama GTS has been spotted on the Tonino Lamborghini Museum in Italy, this car was originally a 400 GTS chassis #10364 with engine #40891, but the car had extensive modifications done on the outside, rumor has it Bob Wallace started the work on this car for track use, while the orange Jarama Bob was intended for rallying.

The bright yellow paintwork contrasts heavily with the black interior, the front hood has been replaced by a brushed aluminum unit with two large holes showing the six big Weber carburetors. The front bumper was completely removed while the headlights became fixed ones, held also in some nice brushed aluminum panels, a deep front chin spoiler was mounted with two smaller Naca type air ducts built into it, two bigger air intakes were mounted in the nose and protected by a steel mesh.

The front windscreen and the rear windows were still the original glass ones, but the side windows were replaced with plexiglass units, the ones in the doors now use a sliding part to allow fresh air into the driver’s compartment just like a race car.

The rear bumper was also removed and the rear light units were completely replaced by small round ones, three at either side, including the turn signals. As with the front hood, the rear luggage compartment lid was replaced by a brushed aluminum part and received a massive, completely adjustable rear spoiler.

On the inside of this Jarama Speciale SVR the rear seat was removed, the two front seats remained standard, no race type bucket seats were used. The dashboard received some aluminum parts just like the outside of the car.^[2]

Jarama SVR (1970) Gallery[]

Lamborghini Jarama Bob (1972)[]

In 1972, Bob Wallace modified a Jarama into a pure hot rod, he used the chassis number 10350 (the last Jarama chassis) with engine #40537 originally mounted, however, some sources state the engine was taken from an Islero instead.

Bob started from the bare shell and welded up the body in several places to add stiffness and rumor has it he moved the engine a few inches to the rear to improve front/rear weight distribution to a near perfect 50/50 balance. Because the engine was moved towards the rear of the car, a new dashboard, and central transmission tunnel were required.

He also replaced several body panels with aluminum-built ones, the doors were changed into aluminum, and he used plastic for the front – and rear-side windows, the front windows had a small sliding part incorporated. The rear seat was removed and a fuel tank and battery were put into place, the fast fuel-filler for the tank was put straight through the rear window.

He replaced the hood and moved the headlights down, the hood now had special radiator air extractors incorporated into it, and to complete the changes to the front, Bob installed a chin spoiler while the covers for the headlamps were removed, they now housed behind transparent plastic covers. The wheels became Miura-style center-lock Campagnolo’s with wider rear rims, as seen on the Miura SV. The front at 8 inches wide, while the rear ones became 10 inches wide mounted with 215/70 and 225/70 VR XWX tires from Michelin.

Four ventilated disc brakes were used and an adjustable Koni based race suspension was installed, the bottom of the car was flattened with aluminum panels, to allow a clean airflow underneath it.

The interior was stripped of all luxury items and a steel roll-over cage was installed to protect the driver and only one passenger in case of an accident, low back Miura seats were put in place together with three-point seat harnesses while most of the interior got covered in Alcantara the central tunnel shows that impressive ‘quilted’ PVC seen in many race cars of that era it reminds me of the Q-Citura stitching seen today.

The engine was tuned to deliver about 380 Bhp at 8000 rpm, Weber 42 DCOE carburetors were mounted and the air filters were removed, the flywheel, pistons, and con-rods were replaced with lightweight units and balanced while a larger oil cooler was installed although the gearbox and differential remained original.

Jarama Bob (1972) Gallery[]

Lamborghini Jarama (1972) Custom[]

A major characteristic on the Lamborghini Jarama were the headlights four large round units that were hiding behind nicely integrated covers when not in use, making the front look very clean during the day, and when needed the covers would be folded down to reveal the quad lights a very innovative idea compared to the pop-up headlights seen on the Islero.

This pearl metallic blue 1972 Lamborghini Jarama custom registered in Hawaii in 2006, with chassis #10258 that was initially finished in brown, was later repainted in black and received a black leather interior during a restoration. The exterior rear-view mirrors were replaced with more aerodynamic ones before the car was sold in the mid-1990s, although it is unclear when the front and rear bumpers were removed.

The new owner had the entire exhaust system replaced with the last stainless steel unit ANSA had available for the Jarama at that time, the brakes were rebuilt and around 2004 the carburetors were rebuilt too, later the distributor, points and ignition wires were replaced with new units.

As the car was located in Hawai at this time, the first signs of rust started to appear on the doors so the owner at that time decided to repaint the black Jarama in a stunning pearl metallic Monte Carlo Blue shade. The wheels were restored to an original silver finish and the center locks got chromed again this 1972 Jarama looked brand new again.

In August 2016 this specific Lamborghini Jarama was offered for sale by Mecum Auctions during their Monterey listing with only 40,380 Miles on the counter an estimate between $150,000 and $175,000 was set the high bid was only $70,000 unfortunately.

Specifications :

Years built	1972
Production	1 unit
Chassisnr.	10258
Engine	3.9 L Nat Aspirated V12

Jarama (1972) Custom Gallery[]

Sources[]

↑ Ferruccio Lamborghini's personal Jarama GTS is on display at the official Lamborghini museum.
↑ All images by LamboCARS used for research purposes

Ferruccio Lamborghini Museum

External links[]

Lamborghini Jarama GT Review by Motor Spins.
Lamborghini Jarama GTS Review by Colleen Sheehan.


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Lamborghini road car timeline ([edit])
Type		1960s										1970s										1980s										1990s										2000s
		0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9
					Ferruccio Lamborghini										Rossetti/Leimer					receivership						Mimram				Chrysler							M'tec/V'Power				Audi
FR	GT					350GT
	2+2							400GT		Islero		Jarama
	Coupe									Espada
RMR	V8/V10																	Silhouette						Jalpa																					Gallardo
	2+2											Urraco
	V12		4000 GT						Miura								Countach																Diablo												Murcielago
SUV																												LM002

[1] Ferruccio Lamborghini's personal Jarama GTS is on display at the official Lamborghini museum.

[2] All images by LamboCARS used for research purposes

[1]

[2]