The tyres quickly admitted their limitations and proved to be undersized for the power of the V12. On the LP400 S, low-profile Pirelli P7 tyres greatly improved the Countach’s handling. The adoption of these tyres led to numerous changes to the geometry of the suspension, while the brake discs were significantly enlarged. They also led to the addition of some really crude fender flares designed by Walter Wolf. Despite its advanced age, the Countach remains one of the most powerful cars in the world. Its low weight combined with its powerful mid-mounted V12 gave it first-rate performance and devilishly efficient roadholding. Agile, well-balanced and almost easy to control at medium speeds, the Lamborghini Countach is one of the few supercars that can also be used on the road. It should be noted that in order to comply with American anti-pollution standards (the brand’s main customer), power has been reduced on this 2nd evolution.

Succeeding the legendary Countach, which appeared in 1974 (after a 26-year career!), the Diablo was made official in 1990. From the outset, the Diablo relaunched the small manufacturer as a leader in the ‘Supercar’ market, to combat its main rival: Ferrari… All the driving references are instantly revisited at the wheel of the Lamborghini Diablo. As wide as a lorry and as low as a go-kart, it takes just a few seconds to swallow up anyone who gets in its way. Even when you think there’s no time to overtake, the Diablo is more than happy to do so. Beastly, gigantic, demonic, terribly powerful and seductive, the Diablo is a true supercar with no concessions…

Once again aimed at the US market, this special edition has no other special features (apart from its specific colour) than an Alpine CVA-1005 multimedia station with an integrated navigation system, a DVD player and an Alpine 6-CD changer with low and high-frequency speakers. It also has 18″ chrome JAs and, of course, an engraved plaque on the dashboard…

If the Super Veloce version was already a race-ready car, the Diablo GT pushed its limits even further. Its design was based on a prototype called GT1, which was specially developed for endurance racing but never raced. This rear-wheel drive model had an all-carbon chassis with an aluminium roof. Aerodynamic modifications included a new front bumper design and a large bonnet air intake already adopted on the SE 30 Jota, and a modified air extraction profile under the floor of the car. The interior was particularly well treated, with leather and alcantara upholstery with carbon fibre inserts, a smaller diameter sports steering wheel and racing seats with 4-point seat belts. Air conditioning and a GPS system with a large screen on the centre console coupled with a camera positioned under the rear bumper completed the equipment package.

The Millennium Roadster uses the bodywork of the latest VT Roadster model, but without the VT model’s all-wheel drive or electronically controlled suspension. Available in a single ‘Millennium Silver Metallic’ colour, it is a stripped-down version of the latest production model. The interior is a happy marriage of grey and black leather. This version has a carbon-fibre rear spoiler. This version was distributed all over the world, with a few rare specimens produced in yellow with a yellow and black interior.

For Lamborghini, the SE30 is an ultra-limited series designed as a street-legal competition version of the Diablo. It doesn’t really go unnoticed, if only because of its special ‘lavender purple metallic’ colour! The front end has been slightly modified, with integrated scoops for improved brake cooling and a lower spoiler, while the fighting bull has been moved from the luggage compartment to the bumper. The sides are sculpted with carbon-fibre vents to supply fresh air to the V12’s larger oil coolers. To evacuate the hot air, the bonnet also features wide, airy slats reminiscent of those on the Miura, ending in a massive spoiler with an adjustable blade in the centre. At the stern, as beastly as ever, the fog and reversing lights have been moved to the bumper to widen the engine grille, which is emblazoned with a 30th anniversary logo. This modification would be repeated across the range from 1994 onwards.

28 of the 150 Diablo SE30s produced will be converted with a factory kit called Jota, the main aim of which is to increase power. Power was increased to 595 bhp at 7,300 rpm and 639 Nm at 4,800 rpm thanks to a new exhaust system and two air intake tunnels on the bonnet, a principle that would later be used on the Diablo SV. While the bodywork modification may be appreciated in different ways, the power of the SE30 Jota’s venerable Lamborghini V12 makes everyone agree!

Lamborghini’s supercar remains one of the last of its kind to follow a truly artisanal manufacturing method, very close to the one used in its early days. In addition to the V12, which is still assembled by hand and bench-tested before being integrated into the body, the tubular chassis is made by Marchesi in Modena, while the aluminium panels for the front trunk, doors and wings are supplied by Golden Car in Cuneo, a specialist who also works for Maserati. The composite body panels, bonnet and fascias are made directly at the Lamborghini factory, in an Autoclave. The cylinder head comes from Fonderia Scacchetti before being finished at Lamborghini. The customisation still permitted by craftsmanship is almost infinite, making many Lamborghini Diablo unique. Beyond the simple customised paint colour, the engine specifications themselves can be adapted, from the gearbox ratios (3 types of axle are available) to the compression ratio! Each car is then tested over 3 60-kilometre sessions, during which the suspension and engine management settings are validated before it is declared ready for delivery. Engines assembled from 1999 onwards can be identified by the inscription ‘Valve Timing Management’ on the central air intake cover. The restyled Lamborghini Diablo SV (or Series 2) was only produced from October 1998 to December 1999.

Sometimes referred to as the SV – Series 1, for many fans the SV represents the ultimate Diablo, although at the time it was the new ‘entry-level’ model, costing less than the standard 2WD Diablo and the VT. Built on the same base, the SV was first noticed for the huge stickers on its sides, which customers could have removed free of charge when ordering. Even without this decoration, it was impossible to miss the adjustable spoiler of the Diablo SE30, painted in black or body colour (optional). Also in black are the rear light surrounds and the large grille with the red Diablo and SV logos. The fog and reversing lights are offset in the bumper, as on the Diablo SE30, while the four tailpipes are oval, as on the Diablo VT Roadster. The bonnet features the huge air intakes of the Diablo SE30 Jota. The first Diablo SVs are fitted with 17″ wheels painted black with polished rims, housing larger brakes. Inside, there were few changes other than the fitting of the Diablo VT dashboard, which had no airbag until 1998. The leather upholstery, standard on other models, is replaced here by Alcantara on the seats and door panels, with an embroidered ‘SV’ logo on the headrests.

Like the VT Roadster and SE30, this special edition launched for the US market features reworked side air intakes. The engine produces 510bhp, like the US versions, instead of 523bhp in Europe. In short, there’s nothing really out of the ordinary here – like all Lamborghinis, they’re made to order, so anything’s possible… a little touch of fantasy at most, but nothing that really merits a look at this model.