Italian tractor maker Ferrucio Lamborghini entered the super car business after he was told by Ferrari that a tractor maker would hardly understand a thoroughbred sports car when he had cause to complain about a recurring fault with one of his cars.
After several successful models Lamborghini unleashed the Countach, the first true road-going super car, on an unsuspecting public in 1971.
Over the subsequent nineteen years the Countach's engine crew in capacity and power and the styling was updated, but no other car came to match it's almost absurd ability to demand attention.
The Countach features a V12 engine with six carburettors mounted behind the cockpit longitudinally. The five-speed gearbox is placed ahead of the engine meaning that the driver and passenger are separated by a massive central transmission tunnel.
The chassis is a multi-tubular space-frame with double wishbone suspension at the front and single transverse upper links with lower wishbones at the rear.
Outside, the Countach looked like some brooding alien slingshot. The basic shape is modelled on the geometric form of a trapezium. And, if the outer image isn't enough to stop you in your tracks, the butterfly-wing doors will get you.
DRIVING IT
Although the Countach has the reputation of being difficult to drive on anything other than the open road or a racetrack, many owners tell a different story.
The Countach experience begins before you even start the engine: first you have to get into the car, and that is not as straightforward as with more conventional vehicles. The doors open surprisingly high on their counterbalancing struts, but open high enough that you have to be careful when parking undercover. With the doors open you still have to negotiate the wide sills.
Once you're in though, it is a superb environment. Visibility to the front is awesome, almost as if the road comes right to your feet. But visibility to the sides is poor and to the rear, non-existent. Some owners fit small parabolic mirrors to each outside mirror and, if you are to live with a Countach in normal situations, you must learn the art of reversing which involves sitting on the sill looking backwards!
Once the engine is primed, started and warmed, it is untemperamental and easy to live with. The gear change is less friendly, with a racing style "dog-leg" first gear and a heavy but sensitive clutch. The steering too is heavy but lightens with speed. It is always very direct with plenty of feed-back.
The engine offers plenty of torque throughout the rev-range, as you would expect of a large V12 motor. But once into the 4,000 to 9,000 rpm range you better hang on.
Handling is sharp, tending to understeer when pushed, and the chassis is subtle with virtually no body roll.
Parking in a public place is an invitation to all to come and inspect the Countach. Be prepared for lots of cleaning of fingerprints, photos, repetitive questions and pleas for drives. As one Countach owner said, when you drive a Ferrari you are a rich snob, but with a Lamborghini you are a god.
HISTORY
LP400 (1974)
Designed by Bertone's Marcello Gandini, the Countach was a replacement for the Muira. Originally planned to be powered by a 5.0-litre engine the LP400 actually went into production with a 3.9-litre unit after the larger engine suffered from various reliability problems.
LP400S (1978)
The Pirelli P7 tyres that the Countach was originally designed around became available and Lamborghini were the first to use them. The suspension was changed to suit the new tyres, the roof line altered to improve headroom and the car gained wider wheels and add-on wheel arch extensions. The famous rear wing was introduced as an option.
LP500S (1982)
This model was fitted with the 4.8-litre that was originally planned. This larger engine did not produce any more power as it was designed to meet strict US emission standards. Visually the Countach remained the same but the revised engine used electric ignition and the gearbox was treated to a set of taller ratios.
Quattrovalve (1985)
The engine grew even further, now to 5.2-litres with four valves per cylinder. Also new was a ZF-sourced gearbox and Capagnolo wheels.
25 Anniversary (1988)
Released to celebrate Lamborghini's 25th year, the Countach was dramatically restyled. The front and rear styling was changed and new side sill extensions with brake ducts were introduced. The wheel arch extensions were integrated more neatly with the rest of the bodywork and the engine air ducts were also altered.
This was the last Countach, the work on big brother had started: the Diablo.
IN SERVICE
Your Countach should be serviced every 10,000 kilometres. Expect to pay around $5,000.
Depending on your driving habits and whether you lend your Countach to the staff of Motor Traders, a clutch can last as little as 15,000 kilometres or as many as 40,000 kilometres Our advice is treat it gently as a clutch and flywheel replacement will cost you around $12,000.
Tyres too should be taken care of as a set of four is upwards of $2,300.
Our thanks to Mosman Automobiles and Lamborghini service specialist Henry Nehrybrecki of Chauvel Motor Developments for their help in compiling this article.
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