The Lamborghini Countach, part 6

Named to honor the company's 25 year anniversary in 1988, the 25th Anniversary Countach was mechanically very similar to the 5000QV but sported much changed styling. The rear 'air boxes' were restyled and enlarged, while the vents behind them were changed so that they ran front to back instead of side to side. In addition, a new air dam and side skirting, both with air intakes, were fitted, and the taillights were restyled to be narrower, with body-colored panels replacing the upper and lower parts of the previous large taillights. The styling changes were unpopular with many, particularly since the intakes had strakes in them that appeared to mimic those on the Ferrari Testarossa, but they improved the engine's cooling, a problem the Countach had always struggled with. It also featured 345/35R15 tires; the widest tires available on a production car at the time. The Anniversary was produced through 1990 when it was replaced by the Lamborghini Diablo.


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The Lamborghini Countach, part 5

In 1985 the Countach's engine was improved again, bored and stroked to 5.2 liters and given four valves per cylinder (quattrovalvole in Italian). The carburetors were moved from the sides to the top of the engine for better breathing - unfortunately this created a hump on the engine deck, reducing the already poor rear visibility to almost nothing. Some body panels were also replaced by Kevlar. In later versions of the engine, the carburetors were replaced with fuel-injection.

For the first time, a US specification model was produced by the factory, with styling changes to allow bumpers to meet US federal standards (large, bulky bumpers were used that, to many people, ruined the smooth lines of the car). Although this change was the most notable on the exterior, the most prominent change under the hood was the use of Bosch K-Jetronic fuel injection, rather than the six Weber carburetors used in the Euro-spec model.



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The Lamborghini Countach, part 4

In 1978, a new LP400S model was introduced. Though the engine was slightly upgraded from the LP400 model, the most radical changes were in the exterior, where the tires were replaced with much wider Pirelli P7 units, and fiberglass wheel arch extensions were added, giving the car the fundamental look it kept until the end of its production run. An optional V-shaped spoiler was available over the rear deck, which, while improving high-speed stability, reduced the top speed by at least 10 MPH. Most owners ordered the wing. Dynamically, the LP400S was a better car, the wider tires making it more stable in cornering. Aesthetically, some prefer the slick lines of the original while others prefer the more aggressive lines of the later vehicles, beginning with the LP400S. The standard emblems ("Lamborghini" and "Countach") were kept at the rear, but an angular "S" emblem was added after the "Countach" on the right side.

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The Lamborghini Countach, part 3

The rear wheels of the Countach were driven by a traditional Lamborghini V12 engine mounted longitudinally with a mid-engined configuration. For better weight distribution, the engine is pointed 'backwards'; the output shaft is at the front, and the gearbox is in front of the engine, the driveshaft running back through the engine's sump to a differential at the rear. Although originally planned as a 5 liter powerplant, the first production cars used the Lamborghini Miura's 4 liter engine. Later advances increased the displacement to 5 liters and then (in the "Quattrovalvole" model) 5.2 L with four valves per cylinder.

All Lamborghini Countaches were equipped with six Weber carburetors until the arrival of the 5000QV model, at which time the car became available in America, and used Bosch K-Jetronic fuel injection. The European models, however, continued to use the carburetors until the arrival of the Lamborghini Diablo, which replaced the legendary Countach.

The Countach used a skin of aircraft-grade aluminum over a tubular space frame, as in a racing car. This is expensive to build but is immensely strong and very light (in spite of its size, the car weighs approximately 1500 kg (3300 lb)). The underbody tray was fiberglass.

A single prototype was built, the LP500 (the 500 standing for the 5 L displacement of the engine which was intended to be used). Painted bright sunflower yellow, the car was a stunner at the Geneva Motor Show in 1971. Sporting Gandini's original design concepts, the car's design needed extensive modification for production. In particular, the small air intake ducts on the car's rear shoulders proved insufficient to cool the engine, and large 'air box' scoops were added in that position. Large NACA ducts were added on the sides to give additional air. The experimental car was also constructed of aluminum honeycomb sheeting among other things, which was dropped for production.

The car did not survive; it was sacrificed in a crash test to gain European type approval, even though its construction method was utterly unlike production vehicles.

The first 4.0-liter production Countach was delivered to an Australian in 1974. The first recorded person to own the LP400 was D. Milne, who was a member of the Australian Defence Force Transport Corps.[citation needed] Externally, little had altered from the final form of the prototype except at the rear, where conventional lights replaced the futuristic light clusters of the prototype. The styling had become rather more aggressive than Gandini's original conception, with the required large air scoops and vents to keep the car from overheating, but the overall shape was still very sleek. The original LP400 rode on the quite narrow tires of the time, but their narrowness and the slick styling meant that this version had the lowest drag coefficient of any Countach model and possibly the highest top speed. Many people like the looks of this clean, fresh original model the most of all the Countach variants, and indeed it is simple, with smooth lines and few decorations. Even the emblems at the rear simply read "lamborghini" and "Countach", with no engine displacement or valve arrangement clutter as is found on more modern cars.

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The Lamborghini Countach, part 2

The Countach was styled by Marcello Gandini of the Bertone design studio, the same designer and studio that designed the Miura. Gandini was then a young, inexperienced designer—not very experienced in the practical, ergonomic aspects of automobile design, but at the same time unhindered by them. He produced a quite striking design. The Countach shape was wide and low (42.1 inches), but not very long. Its angular and wedge-shaped body was made almost entirely of flat, trapezoidal panels. There were curves, notably the smoothly coke-bottle wing line, but the overall appearance was sharp.

The doors, a Countach trademark, were of a 'scissors' fashion—hinged at the front with horizontal hinges, so that the doors lifted up and tilted forwards. This was partly for style, but just as much because the width of the car made conventional doors impossible to use in an even slightly confined space. Care needed to be taken, though, in opening the doors with a low roof overhead. (With the car's poor rear visibility and wide sills, this led to drivers adopting a method of reversing the car for parking by opening the door, sitting on the sill and reversing while looking over the back of the car from outside.)

Aerodynamics, however, were still unfortunately unable to match the sleek looks of the car.

The pure style of the prototype was progressively enhanced or cluttered (depending on one's point of view) by the evolution of the car to improve its performance, handling, tractability, and ability to meet mandated requirements. This began with the first production model, which included several vents which were found to be necessary to cool the engine adequately. These included the iconic NACA duct on the door and rear fender of each side of the car. The car design changes ended with a large engine vent directly behind the driver, reducing the rearview. Later additions, including fender flares, spoilers, carburetor covers, and bumpers, progressively changed the aesthetic values of the car.

The Countach's styling and visual impression caused it to become an icon of great design to almost everyone except automotive engineers. The superior performance characteristics of later Lamborghini models (such as the Diablo, or the Murciélago) appealed to performance car drivers and engineers, but they never had the originality or outrageousness that gave the Countach its distinction. The different impressions left by the various Lamborghini models have generated numerous debates and disagreements over what constitutes 'classic' or 'great' automotive design (elegant looks and style, vs. technical and engineering superiority).

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The Lamborghini Countach, part 1

The Lamborghini Countach was a supercar produced by Italian automaker Lamborghini from 1974 to 1990. It popularized, but did not pioneer, the wedge-shaped, sharply angled look popular in many high performance cars since. It also popularized the "cabin-forward" design concept that pushes the passenger compartment forward in order to accommodate a larger engine.

The word countach is an exclamation of astonishment in the local Piedmontese language - generally used by men on seeing an extremely beautiful woman. While the term is considered untranslatable, it can be considered the verbal equivalent of a Wolf Whistle.

The name stuck when Nuccio Bertone first saw "Project 112" in his studio. The prototype was introduced to the world at the 1971 Geneva Motor Show. Most previous Lamborghini car names were associated with bulls and bullfighting.

In 2004, Sports Car International named this car number three on the list of Top Sports Cars of the 1970s, and it was listed as number ten on their list of Top Sports Cars of the 1980s.

Despite the fact that the car has been discontinued for 17 years, it still enjoys a massive fan following this day.


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