After the resounding failure of the Islero, the Jarama had to be developed quickly in order to turn the company’s accounts around. Unfortunately, this will be yet another step towards the financial difficulties that will become an integral part of the young Italian manufacturer’s life… Marcello Gandini, Bertone’s brilliant stylist, was far from signing his finest work here, and the lines were hardly unanimous. Things took a turn for the worse when it emerged that Marazzi had not met the quality standards required for the body panels. The Jarama is one of the heaviest Lamborghinis after the Espada and the colossal LM002. Launched in 1970 at the Geneva Motor Show, the Jarama’s offbeat styling divided opinion sharply… With its mixed style, disastrous ergonomics and mediocre build quality, the Jarama weighed heavily on the brand’s image. Wrongly compared to the two successes, the Espada and the Miura, the Jarama failed to convince the press and did not find its audience.

At the 1972 Geneva Motor Show, Lamborghini tried to put things right with the Jarama S, a radically revised version. Firstly, the car had lost 100 kg and secondly, the engine had been boosted to 365 bhp with a new exhaust and new camshafts, resulting in a clear improvement in performance. The Lamborghini Jarama S has regained its rightful place as a superb GT. It also boasts two new air intakes in the bonnet and new bumpers. Inside, a new, more ergonomic dashboard has been fitted, and slimmer seats increase rear legroom. Very much in demand, given the weight on the front axle, power steering comes as standard. A Chrysler Torqueflite automatic gearbox is even available as an option. There is also a unique version with a removable targa roof.

In 1977, the US Army issued an invitation to tender to specialist manufacturers for the design and production of a special all-terrain vehicle capable of transporting men and equipment to any war zone. Lamborghini presented its Cheetah prototype, renamed LM 001. The Hummer was chosen. But Lamborghini, certain of the real qualities and superiority of its machine, decided to launch production and presented the “civilian” version in 1986 under the name LM 002. This behemoth, which benefits from the Countach’s 450bhp V12 engine, was mainly sold in the United States and the Middle East (the Saudi army ordered 40 of them), and an estate version was even built for the Sultan of Brunei.

The Miura was an aesthetic revolution in 1966 and orders poured in quickly, but behind the scenes, development was far from complete. It didn’t finally go on sale until the spring of 1967, although there were still a number of problems, such as cabin ventilation, suspension settings and the transmission with self-locking differential, which was eventually abandoned. To extract hot air from the engine compartment, blinds replaced the glass rear window of the car exhibited in Geneva. Although the Miura was intended to be a marginal model with a strong image, demand for it far exceeded the factory’s production capacity. This 1st version will therefore remain a model with room for improvement… A Spider Miura was presented at the Brussels Motor Show in 1968, but it was never marketed.

At the 1968 Turin Motor Show, Lamborghini presented its first evolution of the model, the Miura P400 S. Its aim was to correct the main shortcomings in terms of finish and comfort. The seats and steering wheel were redesigned. The car’s windows are now fitted with electric controls, while the dashboard features a comprehensive instrumentation package. The car’s chrome window frames are also striking. In terms of differences, the Miura P 400 S is 2 cm longer and 2 cm wider. Its height also increased by 5 cm and its weight rose to 1,050 kg, then 1,125 kg in 1970 and finally 1,250 kg in 1971 as a result of upgraded equipment and chassis reinforcements.

On the Miura SV, maximum power was increased to 385 bhp through modifications to the valve train and carburettor. It remained the fastest production car in the world until 1973. The Miura SV’s rear track width was widened to 1.54 metres to allow the fitting of 60-series tyres. The car weighed in at a hefty 1,300 kg unladen. The Miura SV also gets a new rear suspension. Easily identifiable by its eyelash-less eyes dominating a widened grille, its redesigned rear lights and its wide tyres, the Miura SV was produced until the end of 1972, when production of the model was finally discontinued. It should be noted that a few lucky buyers at the time asked the factory for significant modifications to transform their SV into an SVJ, an SV ‘Jota’, a racing prototype that was never marketed.

This 2nd version of the Murcielago has been extensively reworked: interior design, exterior, engine, suspension, gearbox, exhaust, brakes and electronics. The styling is also more aggressive, with new bumpers. But that’s not all. The exhaust tip has been integrated into the diffuser of the rear bumper. Another innovation is the rear lights, which accentuate the Murciélago’s distinctive features. Finally, while the scoop on the right-hand side is virtually closed, the one on the left-hand side is wide open to cool the oil cooler. The exterior mirrors and windscreen wipers have been modified to optimise the coupé’s aerodynamics. The wheels are fitted with 18-inch Hermera light-alloy wheels. The dashboard has been redesigned, with diamond-shaped stitching giving a new look to the interior trim. The cylinder head and the entire variable geometry intake system have been reworked from start to finish. The crankshaft, camshafts and exhaust system have also undergone innovations. In short, it’s almost like a different car!

Some twelve years after the Diablo, worn out by successive facelifts, the first Lamborghini of the Audi era, answering to the lilting name of Murciélago, has finally been unveiled. This new super sports car, the brainchild of Belgian designer Luc Donckerwolke, is strongly inspired by the lines of its predecessor, but with a sleeker design. As a result, the Murciélago’s dimensions have changed significantly, with an 11 cm increase in length and a 25 mm rise in height. Technically, the chassis and bodywork (roof and door panels) are in steel, while the rest of the car is in carbon. The slight innovation comes from the presence of two removable flaps on the rear flanks, which open occasionally to cool the engine if the need arises. Incidentally, this beast accelerates to 100 km/h in 3.8 seconds. Breathtaking performance for a car that, according to the Taurus brand, is intended to be more versatile on a daily basis. Intoxicating!

No sooner had the Murciélago been released than Lamborghini presented a special edition to mark the brand’s fortieth anniversary. The Murciélago 40th Anniversary Edition is recognisable by its very special colour, Artemis Green (jade green), with three coats of pearl-effect paint. The upper door mouldings and the ‘voletto’ or pillar that surrounds the rear window, where the door holds the petrol, have a carbon fibre coating. The anthracite grey colour of the wheels gives the car a more aggressive look. The car is also equipped with a new exhaust system and silver-grey callipers. Lamborghini continues to ride the wave of exclusivity…

In the family of crazy monsters, I ask for the cabriolet! Designed to scalp its occupants, this Lamborghini should provide a rather unusual sensation: that of having a volcano constantly erupting behind and above your head. The V12 in the old Murciélago was already not particularly puny, with its 580bhp, but the transalpine engineers have decided otherwise. The Lamborghini roadster is now following the same evolutionary path as the coupé, the main one being the development of the engine. Presented in Los Angeles, the LP 640 Roadster is recognisable by its more menacing front end, monumental rear exhaust tailpipe, different side air intakes on each side and various styling touches.