Flash back to July 1975 and a classic road test from AMS on the stunning and iconic Lamborghini Countach
Lamborghini Countach (1975)
auto motor und sport tested the Lamborghini Countach in 1975. Auto motor und sport editor Helmut Eicker wrote the test for issue 15.
Although it was presented at the Geneva Motor Show in 1971, it is still causing an unusual stir today - more than four years later: the Lamborghini Countach LP 400 designed by Bertone .
Because more than other dream cars it attracts glances and arouses its viewers, depending on their temperament, in amazement or enthusiasm - just as its godparents expected: Countach (pronounced: kuntatsch) is a Piedmontese exclamation that at the same time admiration Expresses amazement and speechlessness.
Compared to the prototype shown in Geneva as the Miura successor, a whole series of modifications were carried out in the course of the development work aimed at series suitability. In addition to the windscreen that has been modified for aerodynamic reasons, the box-shaped cooling air ducts arranged on the side behind the driver's cell should be mentioned here, which make the already futuristic Countach styling almost bizarre.
The Lamborghini Countach is 4.14 meters long and 1.07 meters flat.
There were also serious changes under the aluminum skin compared to the first edition. The originally planned steel platform frame was replaced by a lighter tubular space construction with a plastic floor and the planned increase in displacement of the twelve-cylinder to five liters was discarded. In the end, the overly abstract instrumentation that Bertone had devised was also rejected - it had to give way to a more objective solution.
Body: unprecedented
No matter from which perspective you look at the Countach - there are hardly any parallels to other comparable competitors. At most, the flat, short front hood and the passenger cell, which is typical of mid-engine cars, moved far forward could be named.
While otherwise almost always trying to achieve visually advantageous effects with the most harmonious, balanced lines possible, Bertone has worked here with highly unconventional, almost brutal style elements. This is particularly evident in the already mentioned, almost inorganic-looking cooling air scoops, on the trapezoidal rear section or in the unusual shape of the rear wheel cutouts. These almost rugged contours are underlined by the idiosyncratic design of the inlet and outlet openings for the radiator and engine compartment ventilation as well as by the functionless miniature rear window in the angular roof.
The doors, which can be swiveled upwards, are held open by gas springs.
But the mischievous, wild appearance of the Countach is also a result of its squat proportions: At 414 cm in length and the considerable width of 189 cm, the unusually low height of only 107 cm makes the car appear aggressive and crouched even when stationary. The Countach gets a downright bizarre note when the angular headlight housings are extended and the wing-like doors are swiveled upwards at the same time. The unusual design of the entrance openings, however, has the advantage of still offering acceptable entry conditions despite the low vehicle height - even if there is only a few centimeters of space to the park neighbor. However, the gas springs used to hold the doors open were sometimes overwhelmed - especially when the car was uphill, the door tended to slam unexpectedly.
The interior of the Countach is cramped in terms of sports cars, but that does not mean that taller drivers cannot sit in a satisfactory position, especially since the small leather steering wheel is adjustable both axially and vertically. But the low roof construction almost always ensures head contact, and the gearbox placed between the seats leaves the two occupants only the bare minimum in width. They are fixed between the high center tunnel and the doors in such a way that one can speak of optimal lateral support when cornering.
It is also tight in the footwell, where perfect pedaling is only possible with appropriately narrow shoes. In addition, the clutch can only be operated with great effort, and the accelerator pedal has an annoyingly long way.
The Lamborghini Countach is up to 288 km / h fast.
The visibility is undoubtedly a special feature: to the front, the huge, very flat laminated glass pane offers a good view of the road, although nothing can be seen from the front of the car - the car seems to end at the lower edge of the window. To the rear, the small rear window allows sufficient orientation possibilities, but to the back the view is nil: The cooling air panels create such a large blind spot that threading into the flowing traffic becomes a real problem.
The Countach's instrumentation is also not very functional, although the impressive collection of eight circular displays initially suggests otherwise. Especially when driving fast, the displays are too indistinct to provide reliable information. In addition, all the instruments are highly reflective and the seven indicator lights are perfectly hidden by the left-hand steering wheel spoke.
The shift lever, which is guided in an open setting, is well at hand, with which the five-speed gearbox can be operated very precisely, although not exactly smoothly. The levers for heating and air distribution as well as the various toggle switches in the console, which also carries the control buttons and outlet nozzles for the optionally available air conditioning, are also correctly placed.
The sporty cockpit of the Countach is given an elegant touch by the materials used: in the test car it was black velvet on the dashboard, white leather on the seats, doors and center tunnel and anthracite-colored boucle in the footwell.
While the leather upholstery as well as the tinted glazing and the light alloy wheels are part of the standard scope of delivery, the price of the Countach (basic price 99,800 marks) can easily be raised above the 100,000 mark limit by purchasing a few extras: 1,350 marks have to be paid for the air conditioning a stereo cassette radio 1,400 marks and for a three-piece leather case set 1,550 marks.
The suitcases can be conveniently stowed in the rear of the car, where a separate flap opens into a luggage compartment that is respectable for this vehicle class. That's a good thing, because under the front hood, the spare wheel, battery, fresh air blower, heat exchangers for the heater, brake booster and rack and pinion steering take up the entire space.
Engine: powerful gem
More and at the same time extremely aesthetic mechanics become visible when the lamellar-reinforced light metal flap between the passenger compartment and the trunk is opened. This is a feast for the eyes that mostly only Italian thoroughbred sports cars can offer and which is just as significant for the flair of these luxury creatures as the exciting body shapes. In the Countach, it is mainly the result of the imposing carburetor batteries on both sides of the twelve-cylinder, as well as the four camshaft housings treated with shrink paint and the consistent use of light metal.
The objection that such elaborately built engines embarrass almost every mechanic is justified, but in no way can it diminish the appeal of such a noble engine. Because the high effort is by no means limited to the aesthetic appearance, but is rather a prerequisite for the excellent performance characteristics that are almost always inherent in these thoroughbred engines.
The Italian thoroughbred is powered by a twelve-cylinder V-engine, which impresses with both performance and technical brilliance.
Contrary to the original plans to equip the Countach with a five-liter engine, the four-liter base engine that is also used in the Lamborghini models Jarama and Espada is located in the rear of the Miura successor in a modified form. It is a twelve-cylinder aluminum V-engine with wet bushings, a bore / stroke ratio of 82/62 mm, a crankshaft with seven bearings and two overhead, chain-driven camshafts. The compression is given as 10.5: 1, the power with 375 HP at 8,000 rpm, the maximum torque with 36.8 mkg at 5,500 rpm.
In contrast to the Miura, whose twelve-cylinder is installed transversely in front of the rear axle, the Countach unit stands lengthways in the engine compartment, with only the differential behind the engine, but the clutch and transmission in front of it. In this way it became possible to move the engine closer to the rear axle, i.e. to save overall length. In addition, there were more favorable axle load ratios and advantages for the gear shift. The flow of power is of course a bit more complicated - it is routed from the gearbox via a shaft running through the engine oil pan to the differential, from where two cardan shafts transmit the drive torque to the rear wheels.
The one-armed windshield wiper with a small auxiliary wiper lies flat even at high speeds and ensures clear visibility.
What the engine design and the performance data promise is fully confirmed in the practical handling of the Countach: When the twelve throttle valves are opened, an almost irrepressible force provides a thrust that is otherwise only felt in racing cars. The propulsion does not start at very high speeds, but rather in the lower to medium range. A problem-free driving in normal traffic is possible without any problems, although of course free motorway stretches are the real element of this racing car. Auto motor und sport determined how fast the Countach actually is through precise measurements: 288 kilometers per hour - a value that is well below the factory specification of 315 km / h, but which is still in the middle of the field of powerful racing vehicles.
The same applies to the acceleration, because the sprint from 0 to 100 km / h only took 5.4 seconds, and from 0 to 200 only an impressive 18.7 seconds. Just like the 24.3 seconds for the kilometer with a standing start for a 1,375 kilogram car, these are absolute par values.
The speeds that can be achieved in the individual gears are also impressive: When using the maximum permissible speed of 8,000 rpm, the 1st 105, the II. 134, the III. 181 and in IV. 239 km / h. In fifth gear, the tachometer needle climbed to 7,550, which corresponds to the 288 km / h top speed.
Demanded in this way, of course, quite considerable amounts of fuel run through the carburettors: During the test drives it was over 30 L / 100 km, the test consumption was 26.6 L / 100 km, and even with a more cautious driving style, around 18 liters must be expected.
No less remarkable was the noise development, which corresponded to a real racing car sound at higher speeds in the tested model - with only a hint of the existing silencers.
Chassis: neutral at high speeds
The chassis also has racing car-like trains, which are consistently tailored to the above-average performance and the clearly defined area of application.
With the stiff tubular space frame and the wheels individually suspended from wishbones, it is designed entirely for driving stability at high speeds - questions of comfort are of secondary importance here.
Although it has a very firm base suspension and two anti-roll bars, the Countach still offers an acceptable level of suspension comfort. The passengers accommodated in the best-sprung area between the axles are largely unaffected by hard bumps.
When cornering, the Countach initially shows itself to be slightly understeer, only to become almost completely neutral at medium and higher speeds. However, changes in the direction of oversteer can easily be provoked by sudden load changes. As with almost all mid-engine cars, special attention should be paid to this fact, as otherwise it can easily lead to an involuntary spin. This feature is favored by the Countach's tire size, which is a bit too lean for a car of this size: 205 mm wide tires are mounted on 71 / J inch rims at the front, and 215 mm wide tires are mounted on 9V2 inch rims at the rear. With wider tires, the cornering behavior could undoubtedly be improved a lot,
There were no complaints about the straight line, which was stable even at top speed and without any nervousness. The direct, precise steering and the braking system, which is exposed to very special stresses in such a powerful car, are also to be praised: In the mostly tough test operation, a weakening or skewing of the system equipped with internally ventilated brake discs and light metal brake calipers could not be determined at any time.
CONCLUSION
The way the Countach presents itself today is sure to have an absolute top position among the top-class sports cars. The most serious rival for this challenging course at the moment is the Ferrari BB, which not only shares the Countach's northern Italian homeland, but also a whole range of technical features.
