Hear the name Countach and you instantly visualise the most striking supercar of the past 25 years. While bewildering permutations of Ferraris come and go, you know what you're getting with the Countach, whether in its purest early form as styled by Marcello Gandini, or the updated iterations buried under scoops and wings: a pure performance wedge, powered by a longitudinal V12 of 4 or 5 litres. It was to have been known by the model number only, but the story goes that, when Gandini's boss Nuccio Bertone saw the first car wheeled out of the workshops, he exclaimed 'Countach', a local Piedmontese expression of amazement for which there is no literal translation, and a legend was born.
History
The design is quite straightforward, and the engines, as one specialist puts it, are 'bulletproof', but there's a lot of it and things do break. It is possible to care for a Countach for less than £500 per year, but the cars' very mystique can generate big bills. In this guide, Paul Hardiman strips away some of that mystique.
1974 after prototypes are shown at Turin (1971), Geneva (1972) and Paris Motor Shows (1973) production begins with the LP400, using 3929cc four-cam V 12 giving 375bhp @ 8000rpm, and riding on tall (70-profile Michelin XWX tyres. Weighs I IOOkg. 150 made.
1978 LP400S appears, on revolutionary new Pirelli P7 low-profile (35-section at rear) tyres and chunky flared wheelarch extensions to cover them, with revised suspension. Seat raised slightly, and roof tunnel, a legacy of periscope on prototype, disappears. From 1979, smaller
40 DCOE carburettors were fitted in search of better drivability,so power down slightly,to 353bhp. All English cars 350bhp.466 made.
1982 LP5OOS appears, with engine capacity increased to 4754cc and larger Weber
45 DCOE carburettors - bringing power back to original 375bhp after losses due to search for improved economy. Badges say 5000.
March 1985 Giulio Alfieri engineers improved version of V12, with four-valve heads, and capacity stretched to 5167cc to give 455bhp @ 7000rpm, badged qv for quattrovalvole. Taller engine cover to clear taller carbs, wider front tyres and minor suspension geometry changes. 4S9 of all LPSOO series made. US-spec cars have Bosch K-Jetronic fuel injection.
1988 25th anniversary model - commemorating quarter-century of company, not car. Straked scoops and side skirts, intended to return shape to original, smoother image. Final weight approx 1500kg. 1990 final cars leave Sant' Agata after production ends on May 7. Total build 1997.
Technical and Mechanical
The V12 engine, originally used in the same 3.9-litre form as the Miura and Espada, is mounted longitudinally in the Countach, in a clever and unique configuration to achieve the best weight distribution. The engine is reversed and mounted wholly in front of the rear axle line, with the gearbox ahead of it. The gearlever is mounted as an extension on the end- all of which dictates the 'cab-forward' driving position. Drive then travels backwards, via a set of drop gears, to the differential via a short shaft through the engine sump. This makes the power plant fairly tall, but is the most compact arrangement possible with this hardware. The engine is described as `bulletproof' by experts, although incorrect maintenance can quickly shorten its life. The suspension is by classic double wishbones at the front, and lower wishbones with upper and trailing links with double coil-over dampers at the rear. Brakes are discs all round, mounted outboard. Wheels are of basically three types: the early ribbed Campagnolos fitted to the LP400, 7 1/2x15 front, 9x15 rear, the `telephone dial' style fitted on the early flared-arch cars, and the second-generation split-rim holed alloys of the Anniversary cars, 8 1/2x15 front, 12x15 rear.
Technical Problems
Engine very strong, but early cars tended to wear their camshafts. Most have been sorted by now, but the occasional rogue car turns up when the owner has tried continental shim adjustment to mask cam wear. Cam replacement is a two-day job. Valve clearances need to be checked every 25,000km or so, and rarely need adjustment, but this takes nearly as long as a cam change because carburettors have to come off.
Oil filters on early cars use a long paper element filter that lives in a cast alloy housing towards the back left of the engine bay: it is crucial that the collar locating the bottom of the element goes back on. Otherwise, dirty oil bypasses the filter element and eventually scores the crank journals. a factory item is £6500, an English-made one which is just as good is £3500. Either way, the engine rebuild bill can easily top £10,000. Cars like semi-synthetic oil, which doesn't sound too bad at £22 for four litres - until you realise that the engine, a wet sump design, takes 16 litres.
Clutch slave cylinder should be treated as a service item. If the engine has to come out for any reason, change it - at £80 plus fitting it's cheap insurance. Also, change the brake and clutch fluid every two years.
Ignition systems are prone to inexplicable misfiring - in the rain or after a jet wash. Normally, cars will run again after a day or so. But coils for early capacitive-discharge cars are impossible to find.
Clutches can last up to 60,000km, but have been known to wear out in as little as 20k. Replacement is an engine-out job, £700 for labour plus parts. Have oil seals changed at the same time. The Council's unique layout means there are more of them to leak, and it makes sense to change them whey they can be accessed. Nitrol seals last longer.
On the Road Test
Engine allow plenty of time for fuel pressure to build, especially if the car has been standing. Plenty of pumps on the throttle to start, and don't worry too much about flooding - lots of light pumps is the technique. Two-valve cars can take a lot of cranking when hot.
Oil pressure/water temp just over zero at tickover, rising to 6 bar of oil pressure, coolant normal at 90 deg, fans should cut in after this.
Transmission noisy on all cars, especially 400s, but should not be excessively so. Second is baulky until warm.
If the steering is heavier in one direction that the other, suspect wrong castor adjustment. Bent suspension will be obvious from underneath.
Brakes will feel a bit wooden in town, but this is normal. But if the brakes are very poor, suspect seized calipers.
Doors may not be self-supporting if struts are weak. Mind your head!
