LAMBORGHINI COUNTACH REVIEW

Introduced in 1974, the Lamborghini Countach wowed the world with its unconventional looks, which were startling when compared with more conservative sports cars of the day. The Countach was the first supercar to pioneer the wedge shape – a design that would heavily influence car design in the next two decades. It was also a mid-engined design, carrying the torch first lit by the Lamborghini Miura in 1966, but the cabin was moved much further forward to accommodate the large engine. Again, this was a groundbreaking design feature that is still seen in the top supercars of today.

While most subsequent Lamborghinis have been named after bulls or bullfighting, Countach is actually an exclamation in the local Piedmontese people, usually uttered by a man upon seeing an especially beautiful woman. And it was beautiful. Styled by Marcello Gandini of Bertone (at that time an inexperienced designer), the Countach was the result of his imagination run wild. Not inhibited by such trifling matters as ergonomics, he let loose all his design flair to create one of the most striking cars ever produced. Low, wide and angular, the Countach was designed to take the breath away. But it wasn’t a user friendly car. The scissor doors, though hugely impressive, couldn’t be opened far enough to get out if there wasn’t enough clearance. Reversing the big supercar was also a chore – thanks to its crazy body you can hardly see out of the rear window.

Styling was only half the story though. Beneath that angular, lairy bodywork lay the beating heart of a monster – a 3929cc twelve-cylinder engine producing over 370bhp.

The first incarnation of the Countach, the LP400, was released in 1974 and in total only 158 cars were produced. The styling was even more aggressive than Gandini’s ignition designs, though some of these modifications were practical in nature – large air scoops had to be added all over the car to help cool the big V12. At this they were only partially successful – driving a Countach is a warm experience due to the heat from the engine soaking into the cabin.

The first styling changes came in 1978 with the launch of the LP400S, the most notable addition being the large glassfibre flared wheel arches. Many purists claim that the LP400 is the most attractive due to the lack of these features.

In 1982 the LP500S was launched. The bodywork remained the same, but the engine was swapped for a more powerful 4.8-litre engine. This would be the most numerous model to date, with 323 cars produced.

The 5000QV arrived in 1985, so named for its four-valves per cylinder arrangement, or quattrovalvole in Italian. The existing 4.8-litre engine was bored and stroked, giving a final displacement of 5.2-litres. Six Weber carburettors fed the new motor, allowing a maximum power output of 414bhp. The carbs were now placed directly above the engine, completely eliminating rear visibility.

From 1988 to 1990 the final edition 25th Anniversary model was produced, which featured much changed (and largely unpopular) bodywork. 658 of these cars were produced.

---

VITAL STATISTICS

ENGINE 3929cc/12-cyl/DOHC

POWER 370bhp@8000rpm

TORQUE 266lb ft@5000rpm

TOP SPEED 164mph

0-60MPH 5.9secs

ECONOMY 17mpg

GEARBOX 5-speed manual

LAMBORGHINI DIABLO REVIEW

Why would you want a Diablo? It's obvious: styling like no other, that legendary Lamborghini badge and a gargantuan V12 connected to an open-gate manual gearbox; road presence still beyond that of most cars; doors that open scissor-style; engine noise from an orchestra beyond the clouds; a 200mph-plus top speed; values on a steady upward slope... Need I go on?
The question of whether it's right for you is more difficult to answer, not just because of the significant initial outlay to acquire one, and potentially, more alarming sums to keep one running sweetly, but also because Diablos require a skilled hand at the wheel along with a willingness to be the centre of attention wherever you go.
'There's a very good reason why a lot of early Lamborghinis are low-mileage,' says Neil Singh of Buckinghamshire High Performance. 'For a start they're not the most comfortable of cars; and where do you park it? They're also very wide and rear visibility is not good. And then there are the running costs...'
The Diablo was in production for 11 years, and over that time morphed from being the ultimate car made by cottage industry Lamborghini to a more polished product of the Volkswagen-Audi Group (VAG). So there's a wide range of models, although given how few were originally sold - and the fact that some have been shipped abroad - even finding one can be difficult.
'They can deteriorate quickly if they're left unmaintained,' says Neil. In fact, if there's one common theme from talking to Diablo specialists and owners, it's that these wonderful cars demand that any maintenance jobs that arise - whether routine or unexpected - are dealt with.
Owner Phil James sums is up perfectly. 'You've got to be prepared to do whatever it needs, whenever it needs it, and not worry about how much it will cost. If you can't afford that, don't buy one.'

VITAL STATISTICS
Engine 5707cc-5992cc, 48v, DOHC, V12
Power and torque 492-567bhp, 428-465lb ft
Top speed 202-210mph
0-60mph 3.9sec
Gearbox 5-speed manual, RWD and 4WD
 

WHAT TO LOOK FOR

PAPERWORK
It's easy to be seduced by a Diablo, but it's crucial to keep a level head when buying one. And the most crucial thing of all is to conduct a thorough examination of all paperwork.
'Try to find one that's been to a reputable specialist,' is Neil's advice. 'Don't just be satisfied by service stamps in the book - you've got to look beyond the stamps and into the paperwork to see if the right jobs have been done at the right time. And don't worry too much about which model - always try to buy the very best car you can afford, but be prepared to accept a few niggles and constant fettling.'
A Diablo should have been treated to the best over the years, and you'll want to see lots of evidence that it has enjoyed a money-no-object lifestyle. A big-ticket failure such as a worn-out clutch in inevitable at some point in Diablo ownership; but if there's no proof of a recent change, budget accordingly and ask more searching questions.
Given the potential for financial carnage, it makes sense to invest in a pre-purchase inspection. BHP charges from £300 to carry out this which, given the thousands of pounds you could potentially save, seems like a no-brainer. Amazingly, many go into the purchase blind.

ENGINE
The crowning glory of the Diablo is the scintillating, naturally aspirated V12 powerhouse located just aft of your shoulder blades. A development of the original, 3.5-litre V12 first seen in the 350GT of '64, by the era of the Diablo it had grown into a 5.7-litre, 48-valve monster, producing 492bhp and 428lb ft of torque. Outputs then grew progressively, culminating in the 567bhp 6.0-litre GT of 1999.
The good old V12 is a tough unit if looked after, so maintenance is the key to avoiding big bills in the long term. Neil concurs. 'Any issues here [with the engine] and this is where the money will mount up. They do burn oil, and it varies from car to car, so check it out thoroughly. If the engine required a rebuild, you're looking at £14,500-£24,000.' Gulp.
You'll also want to check the servicing paperwork with forensic precision to see evidence of the valve clearances being set at the major service: it sometimes gets skipped. The big service is £1980 but to do the shims costs £270, with the shims themselves costing from £3-£20 each.

CLUTCH AND DRIVETRAIN
The Diablo's clutch is perhaps its single greatest weakness. Wear depends on how the car is driven as much as mileage: not riding the clutch while driving in town is a very good idea. The complete clutch kit is £2142 (you can change just the plate at £468 but it depends on wear and is not really advisable), with BHP charging £2700 for fitting. If a Diablo's clutch slips on a test-drive, you take it seriously.
Gearbox problems are rare, but a rebuild will be £4800 so check carefully for worn synchromesh. Abuse a 4WD VT - full-on standing starts, trackday heroics and suchlike - and the next items to wear will be the front driveshafts. The front differential can get noisy, but some VT owners remove the front driveshafts altogether to make their cars rear-wheel drive. Remember that four-wheel-drive cars rely on correct, matching tyres for the system to function properly.

CORROSION
While a serious engine fault is the headline fear of Diablo ownership, the hidden menace is corrosion. Diablos are made up from a relatively crude steel frame and box-section chassis, and exposure to the UK climate in particular can rot them alarmingly.
It can be very hard to spot the onset of rust if it's within the car, but there should be some telltale signs if you take a close look underneath: that's why a pre-purchase inspection is so important. If you do end up with a rotten car, BHP charges from £480 for labour in sorting surface corrosion, with materials on top, but a complete chassis restoration starts at £6000 and can be a lot more. Then there are body panels to think of, and while these are easier to sort out they can still suffer corrosion - particularly the doors.
Paint quality from new wasn't great, but remember that if it does need painting there's an awful lot of surface area to cover. Obviously, that means you'll need an awful lot of paint: BHP reckons on £420 per panel for a good-quality repaint.

SUSPENSION
Unsuprisingly, given the forces involved in keeping this supercar on the straight and narrow, the Diablo's suspension does wear out. And parts prices aren't cheap. Bushes perish, wishbones can corrode and dampers leak, although BHP is sometimes able to rebuild the latter if they're not too far gone. A repair costs £720 per damper, but replacements are £1920 and ideally you would replace them in pairs. You'll also need to factor in labour at £450 (for changing all four) and a subsequent alignment check at £300. Some later Diablos have electronically controlled variable dampers with different settings - but if the actuators fail inside they're fit only for the bin.
Some cars have a lifting kit on the front suspension to clear speed bumps, but the system can leak - and given that it uses the power steering fluid it needs fixing quickly.

ELECTRICS
The Diablo is the sort of car where an engine light appearing on the dash every time you drive it is nothing remarkable. They can suffer from a whole gamut of electrical niggles, and are prone to tripping sensors on the engines.
Any coil pack failure on later cars will mean buying all 12 from Lamborghini or finding singular Audi A8 items - they're exactly the same part.

LAMBORGHINI ESPADA REVIEW

Ferruccio Lamborghini's desire to include a four-seater GT came about in the Spring of 1968 when the Espada was exhibited at the Geneva Salon. A very distinctive design from the Bertone studio, it was far out in appearance yet eminently practical. With 150mph performance from the 3.9-litre V12 engine, five speed gearbox, chassis-mounted rear final drive and coil spring all-independent suspension, 1217 examples were built over the ten-year period from 1968 to 1978. Initially producing 325bhp, by the time the third series was introduced in 1972, output had risen to 365bhp. One of the most admired and commercially successful Lamborghinis, it was the adverse circumstances affecting the factory by 1978 that were the real reason why theLamborghini Espada ceased production, the new Countach produced in-house. While Bertone continued to build the Espada, some suppliers were said to be demanding cash on delivery at that time! Rare in right hand drive form.

LAMBORGHINI JALPA REVIEW

Italian supercars are known for two things. The first is dramatic styling, something the Lamborghini Jalpa (pronounced 'Yal-pa' or 'Hal-pa', depending on which specialist you speak to) has sewn-up. The second is the engine. While the V8 is of fairly small capacity there is no ignoring its presence - it dominates the driving experience. Its output of 255bhp was enough to shove the Jalpa to 60mph in 7.3 seconds, and allow it to comfortably crack 150mph. It produces peak power at 7000rpm but the engine is still flexible at lower speeds, and is happy to spin to its howling 7500rpm redline at a prod of the throttle.

All of this vivid performance and aural excitement is accompanied by the clacking of the gearlever through its open gate - the gearshift is of the racing iety with first gear on a dog-leg - although you'll probably find the clutch rather heavy in traffic. Not that urban motoring is this car's natural habitat, as it is far more at home on flowing roads where you can really make the most of that singing engine. There, you'll also benefit from precise steering free from the heaviness that afflicts it as parking speed, and powerful brakes that have no trouble in hauling the car down from big speeds.

Climb inside and you'll find a functional-looking leather-lined cabin that looks particularly luxurious in the black fascia/cream trim combination that was so popular at the time. It's logically laid out too, the instruments and switches arranged in a series of pods that make up the dashboard. That said, don't be surprised to find some slightly wonky gaps as build quality wasn't one of the Jalpa's strongest suits. It proves comfortable for the most part though, although wheelarch intrusion means the footwell is cramped, the pedals no doubt designed for smaller feet clad in stylish Italian loafers.

---

VITAL STATISTICS

Engine 3458cc/V8/DOHC
 

Power 255bhp@7000rpm

Torque 231lb ft@3500rpm

Top Speed 161mph

0-60mph 7.3sec

Economy 18mpg

Gearbox Five-speed manual

---

WHAT TO LOOK FOR

BODYWORK & CHASSIS

Corrosion isn't the dominant factor you might expect, although a 1980s Italian supercar constructed from steel clearly presents seom risk - little was galvanised to prevent corrosion in those days. So, examine every panel to ensure rust isn't nibbling at their edges, door bottoms and wings being particularly vulnerable. Also check the floor area ahead of the rear subframe and the bottom corners of the wings where they neet the wheelarches - this latter area is known for trapping muck and moisture. The floor of the front luggage compartment can dissolve too, so remove the spare wheel to be sure, and lift the interior carpets if that's possible. expert body repairs are expensive so ensure that any previous work hasn't been done poorly on the cheap.

All external fixtures and fittings need checking, as parts prices are crippling. Replacement bumpers are hundreds of punds, while a new windscreen will set you back more than £2000 before fitting, so damage to these parts and items such as mirros and lights will rack up big bills. Make sure the pop-up headlamps are working too - they can fail.

ENGINE
 

The Lamborghini's V8 engine needs fastidious maintenance - a complete overhaul will cost you a five-figure sum. The all-alloy construction requires a cooling system that's in peak condition, so watch for signs of overheating and murky coolant, signifying internal corrosion and silting. Likewise the lubrication system, so ask for proof that regular oil changes have been carried out. Oil leaks often originate frm the crankshaft oil seal, the timing chain cover and oil return pipes between the cylinder head and block. Be wary of anything exhibiting signs of head gasket problems, and ask whether the exhaust valves have been changed; the original sodium-filled valves were prone to breaking and specialists recommend a change to solid valves. Listen for excessive clatter from the timing chains and camshafts and check that pipes and hoses haven't perished in the high under-bonnet temperatures.

The Jalpa uses four twin-choke Weber carburettors and, excessive thirst for fuel aside, they shouldn't give trouble. Air leaks or wear can cause poor running but a re-build isn't too difficult, although expertise is needed to set-up and synchronise them correctly. Likewise, the ignition system is fairly reliable if maintained properly, although it's susceptible to damp.

TRANSMISSION


The transmission is generally strong, but excessive noise or a reluctance to engage gears will likely mean a costly re-build. The clutch lasts fairly well in normal use, but parts alone can exceed £1600 and replacement is an engine-out job. A tired or leaking slave cylinder is probably responsible for failure to disengage properly.

SUSPENSION

Worn suspension bushes will seriouslty affect the handling, while the front MacPherson struts can suffer from play in the top bearing. The braking system uses mostly ATE parts common to BMWs of the period, so refurbishment isn't too costly, although check for rear calipers that have seized through lack of use. Depending on age, single or dual brake boosters are fitted and they can be problematic; ensure stopping ability is up to scratch. Check the Campagnolo alloy wheels - corrosion can set in and you'll be looking at professional restoration.

INTERIOR & TRIM

Interior quality was always patchy. Water ingress from failed targa roof seals will cause damage and play havoc with the electrics. The Jalpa can suffer from niggling faults caused by corrosion in the fusebox and iffy wiring/relay connections. The air-conditioning was never terribly effective and some owners may have ignored a defunct system due to the cost of getting it going again.

---

VERDICT

The allure of Italian supercars is obvious, but often accompanied by ferocious running costs. Running a Jalpa on a shoestring isn't a realistic proposition and is the root cause of most problems. By all means enjoy everything it has to offer, but spend as much as you can afford and get any potential purchase inspected by a specialist.

LAMBORGHINI MIURA REVIEW

The single most iconic supercar of the 1960s. Having bought Ferrari cars as soon as he could afford them, Ferruccio Lamborghini set his mind on proving that he could make a better car. His bold challenge began in 1964 with the 350GT, but it was the arrival of the Miura - arguably the founder of the modern mid-engined supercar class still current today - that established Lamborghini cars. The Lamborghini Miura was first displayed as a rolling chassis at the 1965 Turin Motor Show, the first completed car ready for unveiling to a stunned press and public at the 1966 Geneva Salon. Designed by Gianpaolo Dallara as the fastest and most stylish car available, the Miura carried its transversely mounted engine amidships in a box-section platform chassis, with stunning coupe coachwork by Bertone's Marcello Gandini. Like the contemporary 400GT, the Miura used a 3,929cc version of Lamborghini's Giotto Bizzarrini-designed four-cam V12. With 350bhp at 7000rpm available via six Webers and four-valves per cylinder, the Miura was capable of shattering performance with a top speed of nearly 288kph / 180mph being claimed. A five-speed gearbox with synchromesh and limited slip differential, suspension was independent front and rear by double wishbones and vertical coil springs, with roll bars front and rear.

The first Miura, the P400, was a far greater success than was anticipated. The maximum production figure of 20 was exceeded five times over in its first year; Lamborghini buyers were falling over themselves to snap one up.

However, despite popularity and the cutting-edge technology it employed, the Miura still had plenty of room for improvement. Contemporary road-testers couldn’t achieve anything like the claimed 180mph top speed, and high-speed stability was questionable.

In 1969, the P400S was launched, refining the original concept. Larger inlet ports upped engine power from 350bhp to 370bhp, while better tyres and suspension tweaks improved handling. Inside, electric windows, radios and air conditioning attempted to civilise the beast.

Lamborghini still wasn’t happy, launching the improved Miura SV two years later. On paper, not much had changed – 0-60mph was still achieved in less than six seconds, with power creeping up to 385bhp. This was to be the greatest incarnation of the production Miura.

A whole host of facelift changes played with the original Bertone lines; gone were the controversial ‘eyelashes’ on the pop-up headlights, while new lamps all round complimented a redesigned grille. Look a little closer and some bigger changes had taken place.

Located in the engine’s sump, the gearbox and final drive shared their oil with the mighty V12. This arrangement, although fine with the BMC Mini, asked rather a lot of the lubricant. As a result, the SV featured separate engine and transmission sumps. Putting the power down onto the road were now nine-inch wide rear wheels, in place of the precious seven-inch items.

150 SVs were built (against 474 P400 examples and 140 of the P400S), but by the early ’70s, the new Countach meant the Miura was old news.

WHY YOU WANT ONE

Why would you not want a Miura? Not even the stoniest of hearts could fail to be melted by the stunning Bertone shape, or the raucous exhaust note. As a work of art, the Miura is a masterpiece. As a car, the Miura is exactly how you’d expect a ’60s single-minded supercar to be. On the one hand, it offers a driving experience so raw and exciting as to be unreal. On the other, there are plenty of other machines that are easier to live with. Driving pleasure is the only thing that matters when you’re behind the wheel of the Lamborghini – worries such as fuel economy and ease of parking are for other drivers.

As Road & Track magazine reported in 1968, the Miura is "a road car designed to transport two people from A to B as fast as possible, with some degree of comfort." If you need to cover a great distance quickly and in style, then the mid-engined Lamborghini makes sense. Technology may have progressed in the five decades since its launch, but it’s not hard to see why Miura values are so high. If you are one of the select few who can afford such a machine, you won’t be disappointed.

AT THE WHEEL

There’s a sense of theatre about the Miura, apparent from the moment you open its door. The door handles are built into the side air intake grilles, requiring a press of a chromed button to swing open the swooping panel. Lower yourself into the leathery embrace of the driver’s seat, and you find yourself cocooned in the hand-built cockpit. Two dials with drooping eye-lids peer at you from beyond the steering wheel, while switches and instruments are scattered between the dashboard and the roof-mounted console. Then it’s time to start the engine.

As 12 cylinders rumble into life, it’s clear that the Miura is designed with one purpose in mind – to go fast. Very fast. Depress the heavy clutch, snick the heavy gearlever through the exposed metal gate, and set off. Low speeds are not the Lamborghini’s forté, with both ride and engine uneasy as they crawl along. Pick up the pace, accompanied by a glorious howl from the twin exhausts, and suddenly it’s a different car; poised, agile and furiously quick. It may not be an easy car to drive, but the Miura is one you would forgive any flaw.

---

VITAL STATISTICS

LAMBORGHINI MUIRA SV

Engine 3929cc/V12/DOHC

Power 385bhp@7350rpm

Torque 330lb ft@5000rpm

Top Speed 172mph

0-60 mph 5.5sec

Economy 13.9mpg

Gearbox 5-spd manual

---

WHAT TO LOOK FOR

1The steel spaceframe chassis was never rust-proofed from the factory, so trapped water can spell disaster. Floorpans can rot, as can the rear bulkhead behind the seats. This takes most of the stresses from the engine, so needs to be in excellent order. 

2The front undertray is vulnerable from low-speed kerb impacts. Inspect this area closely for any damage, and signs that filler has been used to disguise it. Doors can sag and window glass can drop into the door when winding mechanisms fail. Windscreens can delaminate, due to the stresses that the frame is placed under. Due to dramatic value increases, make sure you’re looking at a Miura that has been restored properly.

3Oil leaks can be a particular headache with the Miura’s V12 powerplant. If the engine is allowed to fall out of tune, this will cause a number of problems, including poor running and reluctant starting. The best way to ensure a Miura is kept in tip-top condition is to drive it regularly and to fix any problems as and when they arise. This requires either specialist knowledge, or deep pockets. Not a DIY favourite.

4Ensure that all the electrics are in good working order – typically for most Italian cars, this is not always the case. Check the electric windows on the P400S and SV. If the original brake discs are still fitted, they could be warped – juddering under braking and excessive pedal travel suggests this. Tyres need to be in excellent condition, as Miura high-speed stability depends upon them.

---

VERDICT

‘Pretty car,’ said the Mafia boss in The Italian Job. True, he was casting his eye over an Aston Martin at the time, but he could just have easily been referring to the Miura that was destroyed at the beginning of the film.

To many Brits, this was their first glimpse of Lamborghini’s raging bull. And what a machine. Everybody should experience a Miura once, although of course most never will.

Our pick of the range is the last-of-the-line Miura SV, which benefitted from a whole host improvements that the cars picked up during their lifetime. That isn’t to say the P400 and P400S are lesser machines, though. As a car to own before you leave this world, Muiras are unbeatable.

CLASSIC CAR REVIEWS - LAMBORGHINI URRACO

Ferruccio Lamborghini adopted the charging bull as his emblem with the introduction of his first production car, the V-12 350GT, which debuted at the 1964 Geneva Motor Show. This was a bold challenge for Ferrari, but it was the arrival of the Muira in 1965 which saw Lamborghini, the self-made tractor tycoon, really set the pace with the introduction of the 'supercar' class, redefining the shape and transverse engine specification which a supercar had to have. Continuing this theme, the Lamborghini Urraco is the only V8-engined Lamborghini, all other models being in V12 form, and was in production from 1972 until 1976 in 2,463cc form, during which time the next Lamborghini sensation, the Countach introduced, in 1974.