Lamborghini Espada, Jarama & Marzal

This page covers the following models :

Marzal
Espada
Jarama


Marzal

MarzalThe Marzal was first shown to the public at the Geneva Motorshow in 1967. A concept car designed by Gandini (who was working at Bertone), it was Lamborghinis first attempt at a proper four-seater. It used a stretched Miura chassis with an in-line six-cylinder 2-litre engine mounted transversely at the rear. This was derived from the V12 unit in the Miura, effectively being the latter engine cut in half longitudinally. The external design was dominated by the almost completely glass gull-wing doors and the transparent roof panel, and the noticeable lack of height, the overall height was only 1100mm. Lamborghini did not like the design and so it remained a one-off. The next attempt at a four-seater was the Espada.

Technical Details
 
Engine 1964cc (82x62mm) 6 cylinder with 175bhp @ 6,800rpm
Suspension  front : McPherson struts with coil spring/damper units and lower transverse arms plus anti-roll bar
rear : McPherson struts with coil spring/damper units and lower transverse arms plus anti-roll bar
wheelbase : 2620mm
track (front/rear) : 1480mm/1480mm
Brakes discs all round with servo assistance
mechanical handbrake operating on the rear wheels
Transmission 5 speed manual
Steering rack-and-pinion (ZF)
Kerb weight 1,200kg

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Espada

Lamborghini Espada 400GTThe next four seater design from Lamborghini reverted back to the conventional front-engine, rear-wheel-drive layout used in the Islero. That latter car donated almost all the drivetrain and suspension, whilst the chassis was a heavily modified Miura unit. The design was taken mainly from another Bertone showcar of 1967, the Pirana (which had been based on Jaguar mechanicals). A true four-seater, the resulting Espada was unveiled at the Geneva Motorshow in 1968, then being the fastest four-seater production car in the world, with a claimed top speed of 155mph.

A true grand tourer rather than a sports car, the Espada was nevertheless complimented for its neutral handling and exceptional roadholding (in the dry at least). Very little wind noise enabled comfortable high speed cruising, but the common Lamborghini criticisms of heavy steering, poor driving position and chaotic cockpit design remained, at least on the early cars. The big 4-litre V12 engine at the front was more suited to higher engine speeds, where throttle response and power were exceptional, rather than the lower regimes.

Lamborghini Espada The second series, built from 1969, used the more powerful engine from the Islero S together with ventilated disc brakes, whilst power steering became an option. A period roadtest of this version recorded 28.2 seconds for the standing km and 7.8 seconds for the 0-60mph dash. From about 1972 the Espada was also offered with a three-speed automatic transmission (a Chrysler unit), mainly aimed at the US market. That year also saw the third series enter production, with a further improved engine, power-assisted steering as standard, improved air-conditioning, a modified grille and lights, a revamped and improved interior and numerous other small changes.

Approximately 180 examples of the first, 570 of the second and 560 of the third series Espada were built before production ceased in 1978.
 

Technical Details
 
Engine 3929cc (82x62mm) 60deg V12 with 320bhp @ 7,500rpm (later 345bhp @ 7,800rpm)
Suspension front : McPherson struts with coil spring/damper units and lower transverse arms plus anti-roll bar
rear : McPherson struts with coil spring/damper units and lower transverse arms plus anti-roll bar
wheelbase : 2650mm
track (front/rear) : 1490mm/1490mm
Brakes discs all round with servo assistance (ventilated on some versions)
mechanical handbrake operating on the rear wheels
Transmission 5 speed manual
Steering worm and screw (ZF) with power assistance on some versions
Kerb weight 1625kg

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Jarama

Lamborghini JaramaThe replacement for the Islero as the 2+2 model in the Lamborghini range, the Jarama was introduced at the Geneva Motorshow of 1970. The front-engine rear-wheel-drive chassis was based on that of the Espada, although much shorter, whilst the mechanical parts were almost unchanged from that same car. The design was again by Bertone, a very low and wide two door coupé, instantly recogniseable from the partially covered headlights (the coverings were electrically operated) and two black NACA ducts in the bonnet.

Criticised for its heavy steering, poor driving position and weak cockpit design, it was nevertheless appreciated for its excellent ride and very tractable V12 engine. The performance was noted for its top-end acceleration, going on to a manufacturers claimed top speed of 162mph, at which speeds the Jarama is exceptionally stable, a trait which it also maintains when the roads get twistier with body roll well controlled. Road tests with an early car saw the standing km dispatched in 27 seconds and the 0 to 60mph sprint in 6.8 seconds.

During 1971 and 1972 the Jarama underwent a series of improvements, including more power, a redesigned interior of higher quality, new wheels, air vents, the option of a two-panel targa roof, redesigned bumpers and modified lighting (both these latter specifically for the US market). At Geneva in 1972 the car was 'relaunched' as the Jarama S.

Soon afterwards an automatic transmission (the same 3 speed Chrysler unit as offered in the Espada) became available as an option.

About 177 GT and 150 GTS cars were built before production ceased in 1976.

Technical Details
 
Engine 3929cc (82x62mm) 60deg V12 with 320bhp @ 7,500rpm (later 345bhp @ 7,800rpm)
Suspension front : McPherson struts with coil spring/damper units and lower transverse arms plus anti-roll bar
rear : McPherson struts with coil spring/damper units and lower transverse arms plus anti-roll bar
wheelbase : 2380mm
track (front/rear) : 1490mm/1490mm
Brakes ventilated discs all round with servo assistance
mechanical handbrake operating on the rear wheels
Transmission 5 speed manual
Steering worm and screw (ZF)
Kerb weight 1540kg

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