LAMBORGHINI

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.

Following the consecutive failures of the Urraco and Silhouette, Lamborghini stopped producing V8 sports cars in 1978. In 1981, the company changed buyers once again. Patrick Mimram, the new boss, took his turn at trying out the V8, using the Silhouette’s P118 chassis. The P118/B, aka Jalpa, will have to face up to the curse that seems to strike the bull’s-eye V8s… The design was once again entrusted to Bertone, and the very similar lines did not betray the filiation. The Jalpa is also a 2-seater coupé with a central rear engine and removable roof, a formula that has made Ferrari’s 308 GTS and Porsche’s 911 Targa such commercial successes.

Sometimes referred to as the 5000 S, the LP 500 S continues to evolve: roadholding, which had been perfectible despite the new tyre mountings adopted on the LP 400 S, has improved still further thanks to the spoiler that has become standard on this version. The new version also gets a new 4.8-litre block. As the oil crisis drew to a close, sales of the Countach finally began to take off…

The engine continues to swell with 5.2 displacement and 4 valves per cylinder (hence the QuattroValvole). The carburettors have been moved to the sides towards the top of the engine for better breathing, unfortunately this has created a hump on the engine deck, reducing the already poor rear visibility to almost nothing. Some body panels have also been replaced with Kevlar. For the US market, the carburettors (455 bhp) have been replaced by injectors (420 bhp).

In 1977, the US Army issued an invitation to tender to specialist manufacturers for the design and production of a special all-terrain vehicle capable of transporting men and equipment to any war zone. Lamborghini presented its Cheetah prototype, renamed LM 001. The Hummer was chosen. But Lamborghini, certain of the real qualities and superiority of its machine, decided to launch production and presented the “civilian” version in 1986 under the name LM 002. This behemoth, which benefits from the Countach’s 450bhp V12 engine, was mainly sold in the United States and the Middle East (the Saudi army ordered 40 of them), and an estate version was even built for the Sultan of Brunei.

In September 1988, to celebrate in style the 25th anniversary of the brand’s foundation as a car manufacturer, Lamborghini launched a very special version of the Countach. The Countach “Anniversario” (as it came to be known) included around 500 changes and improvements over the super-powerful “QuattroValvole” then in production. The ‘nose’ was modified by the adoption of a newly designed bumper, and the lower spoiler now incorporated side air intakes that cooled the front brakes directly. The rear bumper was also redesigned. The rear air intakes were also redesigned, with a striking intake grille featuring parallel claws that contribute to the original, provocative look of the Anniversario. Less visible but even more important were the changes to the chassis to improve handling. The interior and equipment were also improved. The style of the door panels was slightly revised with the introduction of electric window controls. The more comfortable seats were fitted with electric seat back recline controls, which considerably improved driving position and comfort – one of the Countach’s areas for improvement. A new steering wheel has been designed, and improved sound insulation makes the 25th much more pleasant to drive. A more powerful air conditioning system has also been developed. In short, not just a Special Edition, but a new car!

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…

In 1993, in response to criticism from its customers, Lamborghini launched the Diablo VT (for Viscous Traction) Series 1, whose main development was its new all-wheel drive system with central viscous coupling derived from the LM002. The 5.7 V12 remains unchanged, but the brakes have been strengthened – although ABS is still out – and a new computer-controlled Koni suspension has been fitted (5 modes for the driver to choose from). The dashboard has also been redesigned. Other minor changes include air conditioning, body-coloured mirrors, air intakes in the front bumper under the fog lamps, and new, narrower front tyres. In the face of the economic crisis, this model is intended to be more consensual and less expensive.

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.

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.