The Reality of Driving a Countach
Discussion
Thank-you everyone for replying .
Not having driven the car for sometime , I was just so excited after this '' first '' drive that I wanted others to share in the excitement , and simply had to apply finger to keyboard .
Tomorrow is the 20th anniversary of JLA12399 coming into my temporary custodianship , but last Saturday's drive brought back all the emotions of my first drive from H.R. Owen's School Road workshop back home in 2001 -- the only difference being that we had a scorching hot and dry May in 2001 , and this year .... well , .....
In my hands , you work so hard for so little forward progress in the Countach , until you hit an inflection point after which everything abruptly changes - the car suddenly gels with itself , and the car's whole personality changes .
Mark (Sir Humphrey Appleby ) , of course i remember you , in fact I remember our 4.30 AM drive like it was yesterday , and I remember apologising to you at the start , and warning you that until the car was thoroughly warmed up you might feel that your 3 AM start was a totally wasted endeavour . We were lucky with the weather , the roads and the traffic that morning , and I think you will agree that 12399 at high revs in the higher gears is simply glorious .
But what I learnt from last Saturday's rain-sodden trip was just how engaging the car is at low speeds too . For many years now , I have only driven the car in the very early hours of the morning , and she is always tucked back in by 6.30 AM .
So Saturday's trip was almost a new experience for me ( in the old days I used to drive 12399 across the Channel on holiday , and so had to use her at all times of the day and night , in all weathers , and for very mundane trips -- something I no longer do ) - and I re-learnt a side of 12399 that I had completely forgotten : just how enjoyable it can be to frantically balance throttle , wiper stalk and clutch pedal at low speed , while always remembering to push the gear-lever back into neutral when stationary .
Everyday is a school day , and Saturday's lesson was that juggling at 10 mph can be fun .
jodypress - I'm a total luddite with computers and haven't the faintest clue about how to upload photos , but Mark ( Sir Humphrey Appleby ) has very kindly done so in the past , and may be kind enough to do so again .
Hi again Bob the Cop , and thanks again for all the info , the photos , and the write-up -- I'm saving all that truly precious material for the combined Countach-Diablo-Murcielago book . To have a first hand 1970's description of driving the Earl's Court Jarama and sitting in its contemporaneous Countach prototype sibling is very special , and will be appreciated by many readers .
P5BNij -- Thanks for asking . I sent the final manuscripts to Evro Publishing on 31 / Jan / 21 . The original plan had been for about 50,000 words , but information just kept pouring in , and I felt that we could not leave out vitally important things . So we have ended up with about 140,000 words , 28 chapters and 468 photos . I wanted the book to be more than just about the Countach the vehicle ( and I am sure that some reviewers will be critical of this ) , but also wanted the book to be a vehicle for setting the Countach in its period and present context , and for examining how motoring , supercar ownership , car manufacturing and the road safety and climate change agenda has evolved or has forced evolutionary change , over the last 50 years . Many publishers might not have played ball , but Evro and my hugely experienced and knowledgeable editor Mark Hughes saw some value in all this and have obliged . In March we decided that we would make the book more accessible to more readers by having detailed captions , so that the really interested could read the whole text , while those less interested could read just the captions and still get a flavour of the Countach . That was another steep learning curve . Valentino Balboni has written the Foreword , Tonino Lamborghini has written a chapter , and there are excerpts from my very informal interviews with Stanzani ( in 2001 ) , Dallara , Loris Bicocchi and Maurizio Reggiani . Its all been great fun , and the book should be available by late June ( see Evro Publishing or 9781910505632 ) . ( jodypress , there is a photo of the car here )
456mgt : Yes , there were moments when a car transporter would have been grabbed onto like a bottle of scotch by an alcoholic . Driving through Worthing on a Saturday morning at 11 AM is not a joy .
rat rod : the first time I had the joy of experiencing the Countach's windscreen steaming up was at about 5 AM about 60 miles from Cherbourg's ferry terminal , and with little time to get to the ticket booth . I learnt to set the alarm clock less optimistically after that , and now always carry a small towel in the glove box . Your comment about the pangs of walking into an empty garage really touched a nerve -- my sentiments entirely . I've just cleaned the interior and put the leather conditioner on -- the outside will have to wait for kinder weather .
footsoldier : I was very lucky , as for about 15-20 seconds on 3 separate occasions , i had safe , dry , clear roads ahead of me . Never miss an opportunity for an Italian tune up .
PurpleTurtle : I waited just under 30 years to get one , so can entirely empathise . And my Countach poster got more and more dog-eared each time I moved -- I bought it aged 14 and had it for 24 years -- I still miss it now .
And re your son and his 1:64 model - i've written a chapter on Countach Automobilia
I still get a real kick looking for scale models at autojumbles and market stalls , and period Countach models can be found in flea markets everywhere except the in the old Communist bloc countries .
cgt2 : yes , a very narrow footwell . The one big Countach omission , in my opinion , is the lack of a left foot rest . You have nothing to brace against when cornering , and even shuffling up the hammock seat on a long drive is a difficult ( and slightly dangerous ) manoeuvre without a left foot brace .
Hi Ferruccio : I'm pivoting to the Diablo now , so will be in touch again shortly . Take care meanwhile .
Not having driven the car for sometime , I was just so excited after this '' first '' drive that I wanted others to share in the excitement , and simply had to apply finger to keyboard .
Tomorrow is the 20th anniversary of JLA12399 coming into my temporary custodianship , but last Saturday's drive brought back all the emotions of my first drive from H.R. Owen's School Road workshop back home in 2001 -- the only difference being that we had a scorching hot and dry May in 2001 , and this year .... well , .....
In my hands , you work so hard for so little forward progress in the Countach , until you hit an inflection point after which everything abruptly changes - the car suddenly gels with itself , and the car's whole personality changes .
Mark (Sir Humphrey Appleby ) , of course i remember you , in fact I remember our 4.30 AM drive like it was yesterday , and I remember apologising to you at the start , and warning you that until the car was thoroughly warmed up you might feel that your 3 AM start was a totally wasted endeavour . We were lucky with the weather , the roads and the traffic that morning , and I think you will agree that 12399 at high revs in the higher gears is simply glorious .
But what I learnt from last Saturday's rain-sodden trip was just how engaging the car is at low speeds too . For many years now , I have only driven the car in the very early hours of the morning , and she is always tucked back in by 6.30 AM .
So Saturday's trip was almost a new experience for me ( in the old days I used to drive 12399 across the Channel on holiday , and so had to use her at all times of the day and night , in all weathers , and for very mundane trips -- something I no longer do ) - and I re-learnt a side of 12399 that I had completely forgotten : just how enjoyable it can be to frantically balance throttle , wiper stalk and clutch pedal at low speed , while always remembering to push the gear-lever back into neutral when stationary .
Everyday is a school day , and Saturday's lesson was that juggling at 10 mph can be fun .
jodypress - I'm a total luddite with computers and haven't the faintest clue about how to upload photos , but Mark ( Sir Humphrey Appleby ) has very kindly done so in the past , and may be kind enough to do so again .
Hi again Bob the Cop , and thanks again for all the info , the photos , and the write-up -- I'm saving all that truly precious material for the combined Countach-Diablo-Murcielago book . To have a first hand 1970's description of driving the Earl's Court Jarama and sitting in its contemporaneous Countach prototype sibling is very special , and will be appreciated by many readers .
P5BNij -- Thanks for asking . I sent the final manuscripts to Evro Publishing on 31 / Jan / 21 . The original plan had been for about 50,000 words , but information just kept pouring in , and I felt that we could not leave out vitally important things . So we have ended up with about 140,000 words , 28 chapters and 468 photos . I wanted the book to be more than just about the Countach the vehicle ( and I am sure that some reviewers will be critical of this ) , but also wanted the book to be a vehicle for setting the Countach in its period and present context , and for examining how motoring , supercar ownership , car manufacturing and the road safety and climate change agenda has evolved or has forced evolutionary change , over the last 50 years . Many publishers might not have played ball , but Evro and my hugely experienced and knowledgeable editor Mark Hughes saw some value in all this and have obliged . In March we decided that we would make the book more accessible to more readers by having detailed captions , so that the really interested could read the whole text , while those less interested could read just the captions and still get a flavour of the Countach . That was another steep learning curve . Valentino Balboni has written the Foreword , Tonino Lamborghini has written a chapter , and there are excerpts from my very informal interviews with Stanzani ( in 2001 ) , Dallara , Loris Bicocchi and Maurizio Reggiani . Its all been great fun , and the book should be available by late June ( see Evro Publishing or 9781910505632 ) . ( jodypress , there is a photo of the car here )
456mgt : Yes , there were moments when a car transporter would have been grabbed onto like a bottle of scotch by an alcoholic . Driving through Worthing on a Saturday morning at 11 AM is not a joy .
rat rod : the first time I had the joy of experiencing the Countach's windscreen steaming up was at about 5 AM about 60 miles from Cherbourg's ferry terminal , and with little time to get to the ticket booth . I learnt to set the alarm clock less optimistically after that , and now always carry a small towel in the glove box . Your comment about the pangs of walking into an empty garage really touched a nerve -- my sentiments entirely . I've just cleaned the interior and put the leather conditioner on -- the outside will have to wait for kinder weather .
footsoldier : I was very lucky , as for about 15-20 seconds on 3 separate occasions , i had safe , dry , clear roads ahead of me . Never miss an opportunity for an Italian tune up .
PurpleTurtle : I waited just under 30 years to get one , so can entirely empathise . And my Countach poster got more and more dog-eared each time I moved -- I bought it aged 14 and had it for 24 years -- I still miss it now .
And re your son and his 1:64 model - i've written a chapter on Countach Automobilia
I still get a real kick looking for scale models at autojumbles and market stalls , and period Countach models can be found in flea markets everywhere except the in the old Communist bloc countries .
cgt2 : yes , a very narrow footwell . The one big Countach omission , in my opinion , is the lack of a left foot rest . You have nothing to brace against when cornering , and even shuffling up the hammock seat on a long drive is a difficult ( and slightly dangerous ) manoeuvre without a left foot brace .
Hi Ferruccio : I'm pivoting to the Diablo now , so will be in touch again shortly . Take care meanwhile .
12399 is of Mediterranean extraction and abhors the cold . Mike's driveway climbs fairly steeply upwards before intersecting with a very busy but narrow road . Which I had to cross ! Not an auspicious start to a four hour , 160 mile journey , when it is pelting down with rain - especially on a busy Saturday morning . To execute the move onto the opposite side of the narrow road without kerbing the nearside front OZ wheel demanded a 3 point turn .
2nd gear is out of bounds until the transmission oil is warm , so it was a case of using 1st gear and then short-shifting to 3rd . To give you an idea , max speeds in each of the 5 forwards gears are respectively: 60 mph ; 80 mph : 120 : 150 : 178 - or so Sant' Agata says .
To keep up with the Saturday supermarket crowd meant a hooligan like high rev scream in 1st gear , OR a bucking bronco ride in 3rd . Unwanted attention OR shaken and stirred - the driver's choice . What was definitely not yet on the menu was 2nd gear .
The Countach really , really dislikes low revs and low speeds . The drive up in the CLS was so effortless . In contrast the drive back home in the Countach was so full of effort .
One example - the car has no intermittent wiper setting ( cf the CLS with its rain detector facility !! ) , so each time the windscreen got sufficiently speckled to impede vision , you had to take your left hand off the steering wheel and depress the wiper stalk .
And with the huge windscreen set at 21 degrees to the horizontal , the pantograph wipers did an excellent job of clearing the vast majority of the screen but not the peripheral edges - which is unhelpful when there are pedestrians whom you don't want to run down in case they dent the Countach's delicate 1 mm aluminium bodywork .
The Countach's Bizzarrini V12 engine and its 5-speed gearbox carry vast volumes of their respective lubricant , so it takes forever , and many miles , before these fluids warm up , and before 2nd gear can be safely employed .
And right-hand drive Countach's accelerator cables have to negotiate a more convoluted path back to the engine bay than their left-hand drive counterparts , so there is an initial dead spot ( however well lubricated the cable is ) to the accelerator pedal which makes smooth and precise modulation difficult .
I read the above with a certain amount of satisfaction that indeed life is much better without the burden of driving a Countach. If you could just delete the rest of your post I'd be much obliged......
Joking aside, thank you for taking the time to recount that, it was a really interesting and fun read. I'm sure the book will be successful, too.
2nd gear is out of bounds until the transmission oil is warm , so it was a case of using 1st gear and then short-shifting to 3rd . To give you an idea , max speeds in each of the 5 forwards gears are respectively: 60 mph ; 80 mph : 120 : 150 : 178 - or so Sant' Agata says .
To keep up with the Saturday supermarket crowd meant a hooligan like high rev scream in 1st gear , OR a bucking bronco ride in 3rd . Unwanted attention OR shaken and stirred - the driver's choice . What was definitely not yet on the menu was 2nd gear .
The Countach really , really dislikes low revs and low speeds . The drive up in the CLS was so effortless . In contrast the drive back home in the Countach was so full of effort .
One example - the car has no intermittent wiper setting ( cf the CLS with its rain detector facility !! ) , so each time the windscreen got sufficiently speckled to impede vision , you had to take your left hand off the steering wheel and depress the wiper stalk .
And with the huge windscreen set at 21 degrees to the horizontal , the pantograph wipers did an excellent job of clearing the vast majority of the screen but not the peripheral edges - which is unhelpful when there are pedestrians whom you don't want to run down in case they dent the Countach's delicate 1 mm aluminium bodywork .
The Countach's Bizzarrini V12 engine and its 5-speed gearbox carry vast volumes of their respective lubricant , so it takes forever , and many miles , before these fluids warm up , and before 2nd gear can be safely employed .
And right-hand drive Countach's accelerator cables have to negotiate a more convoluted path back to the engine bay than their left-hand drive counterparts , so there is an initial dead spot ( however well lubricated the cable is ) to the accelerator pedal which makes smooth and precise modulation difficult .
I read the above with a certain amount of satisfaction that indeed life is much better without the burden of driving a Countach. If you could just delete the rest of your post I'd be much obliged......
Joking aside, thank you for taking the time to recount that, it was a really interesting and fun read. I'm sure the book will be successful, too.
carspath said:
The Countach's Bizzarrini V12 engine and its 5-speed gearbox carry vast volumes of their respective lubricant , so it takes forever , and many miles , before these fluids warm up , and before 2nd gear can be safely employed .
I manage my gearbox to operate 1st-2nd also when cold, try with double clutching and then after 100 tries it will work.
Was lucky to become custodian of a RHD 5000QV last year and it’s just been completely painted back to factory red and retrimmed. Next week I’m planning to drive it 630 miles from Sussex to Inverness, then three days later drive it 630 miles back down again. With several hours of hooning around the Scottish Highland roads in between. Can’t wait, will really know the car well after that road trip.
bermy boy said:
Was lucky to become custodian of a RHD 5000QV last year and it’s just been completely painted back to factory red and retrimmed. Next week I’m planning to drive it 630 miles from Sussex to Inverness, then three days later drive it 630 miles back down again. With several hours of hooning around the Scottish Highland roads in between. Can’t wait, will really know the car well after that road trip.
Good man ! 
That's probably more miles than some owners do in 2 years. Be sure to let us know how you got on ,photo's be nice
Edited by rat rod on Sunday 30th May 07:12
Hi raymondqv , I hope you are keeping well , and the 2 Countachs too ( greedy , greedy )
Like Bob the Cop , you too are acknowledged in the book , but I am reserving both your contributions for the Holy Trinity ( Countach , Diablo , Murcielago ) work . Thanks again for all your help .
Bermy Boy .... it would be great to hear the repainting and interior refurbishment saga of your QV in detail .
And of course the buying process , and the imminent Scottish trip .
And as rat rod says photos would be great
Safe and enjoyable travels
Like Bob the Cop , you too are acknowledged in the book , but I am reserving both your contributions for the Holy Trinity ( Countach , Diablo , Murcielago ) work . Thanks again for all your help .
Bermy Boy .... it would be great to hear the repainting and interior refurbishment saga of your QV in detail .
And of course the buying process , and the imminent Scottish trip .
And as rat rod says photos would be great
Safe and enjoyable travels
Hi Ferruccio ,
If I,m still alive and kicking that,s for the next but one book .
With the Holy Trinity book I would like to examine the evolution of the Bizzarrini engine , and the Marchesi space frame chassis in isolation . ( + how the wedge shape and Stanzani,s South-North engine-gearbox orientation changed )
Most publishers only allow a certain number of pages and I think that a comprehensive look at these topics , and how they changed over the 1971 to 2010 period , will take up all these pages and more .
I would not want to cut corners and do a coffee table type book
Once you bring in the Aventador , there is so much more new stuff , so you could either do a book on the Aventador alone or you could do a book on the Aventador and contrast it with its 3 immediate predecessors .
Thanks for all the suggestions ... PH , LamboTalk , LamboChat etc members have been really helpful , and a guiding light throughout , and I have made sure that I have acknowledged everyone of them . It’s been a collaborative effort with all of us working towards a common goal . With the Countach book we have had contributors from 6 continents , with input from Stanzani through Dallara , Marchesi , Valentino , Tonino , Pagani and Loris to Maurizio Reggiani . Meeting these greats and fellow enthusiasts has been the best part of this project . The acknowledgements page takes up half the book ... I.ll do a count up of the names tomorrow !
If I,m still alive and kicking that,s for the next but one book .
With the Holy Trinity book I would like to examine the evolution of the Bizzarrini engine , and the Marchesi space frame chassis in isolation . ( + how the wedge shape and Stanzani,s South-North engine-gearbox orientation changed )
Most publishers only allow a certain number of pages and I think that a comprehensive look at these topics , and how they changed over the 1971 to 2010 period , will take up all these pages and more .
I would not want to cut corners and do a coffee table type book
Once you bring in the Aventador , there is so much more new stuff , so you could either do a book on the Aventador alone or you could do a book on the Aventador and contrast it with its 3 immediate predecessors .
Thanks for all the suggestions ... PH , LamboTalk , LamboChat etc members have been really helpful , and a guiding light throughout , and I have made sure that I have acknowledged everyone of them . It’s been a collaborative effort with all of us working towards a common goal . With the Countach book we have had contributors from 6 continents , with input from Stanzani through Dallara , Marchesi , Valentino , Tonino , Pagani and Loris to Maurizio Reggiani . Meeting these greats and fellow enthusiasts has been the best part of this project . The acknowledgements page takes up half the book ... I.ll do a count up of the names tomorrow !
carspath said:
Hi Ferruccio ,
If I,m still alive and kicking that,s for the next but one book .
With the Holy Trinity book I would like to examine the evolution of the Bizzarrini engine , and the Marchesi space frame chassis in isolation . ( + how the wedge shape and Stanzani,s South-North engine-gearbox orientation changed )
Most publishers only allow a certain number of pages and I think that a comprehensive look at these topics , and how they changed over the 1971 to 2010 period , will take up all these pages and more .
I would not want to cut corners and do a coffee table type book
Once you bring in the Aventador , there is so much more new stuff , so you could either do a book on the Aventador alone or you could do a book on the Aventador and contrast it with its 3 immediate predecessors .
Thanks for all the suggestions ... PH , LamboTalk , LamboChat etc members have been really helpful , and a guiding light throughout , and I have made sure that I have acknowledged everyone of them . It’s been a collaborative effort with all of us working towards a common goal . With the Countach book we have had contributors from 6 continents , with input from Stanzani through Dallara , Marchesi , Valentino , Tonino , Pagani and Loris to Maurizio Reggiani . Meeting these greats and fellow enthusiasts has been the best part of this project . The acknowledgements page takes up half the book ... I.ll do a count up of the names tomorrow !
You’re probably right.If I,m still alive and kicking that,s for the next but one book .
With the Holy Trinity book I would like to examine the evolution of the Bizzarrini engine , and the Marchesi space frame chassis in isolation . ( + how the wedge shape and Stanzani,s South-North engine-gearbox orientation changed )
Most publishers only allow a certain number of pages and I think that a comprehensive look at these topics , and how they changed over the 1971 to 2010 period , will take up all these pages and more .
I would not want to cut corners and do a coffee table type book
Once you bring in the Aventador , there is so much more new stuff , so you could either do a book on the Aventador alone or you could do a book on the Aventador and contrast it with its 3 immediate predecessors .
Thanks for all the suggestions ... PH , LamboTalk , LamboChat etc members have been really helpful , and a guiding light throughout , and I have made sure that I have acknowledged everyone of them . It’s been a collaborative effort with all of us working towards a common goal . With the Countach book we have had contributors from 6 continents , with input from Stanzani through Dallara , Marchesi , Valentino , Tonino , Pagani and Loris to Maurizio Reggiani . Meeting these greats and fellow enthusiasts has been the best part of this project . The acknowledgements page takes up half the book ... I.ll do a count up of the names tomorrow !
I’ve got all four.
The AV is different from the other three.
Hi Path,
just ordered my copy, the countachs' aerodynamics have always intrigued me, I once heard that MIRA had tested one and thought it would need 600bhp to reach 200mph, but I have not found any evidence of this or of any real car in a wind tunnel. The only high speeds I've done have been at night so the popups would not help!
I would not have thought the frontal area was massive at only 1.835sq.m (19.75sqft) (at least by my calculation), I reckon the Testarossa and 959 to be about1.91sq.m.
I suspect the full size car is about .40 but who knows.....
just ordered my copy, the countachs' aerodynamics have always intrigued me, I once heard that MIRA had tested one and thought it would need 600bhp to reach 200mph, but I have not found any evidence of this or of any real car in a wind tunnel. The only high speeds I've done have been at night so the popups would not help!
I would not have thought the frontal area was massive at only 1.835sq.m (19.75sqft) (at least by my calculation), I reckon the Testarossa and 959 to be about1.91sq.m.
I suspect the full size car is about .40 but who knows.....
The Evo reached most likely the red line of 8000rpm and had only limited changes.
German Magazine AMS measured 1985 a QV with 298kmh at 7400rpm, when you recalc - 200mph might be feasible at 8000rpm. But the MM box had a rev limiter of 7800rpm (which can simply be screwed off).
http://www.countach.ch/TestAMS1986/index.html
BTW the Top Speed of the LP400 of 315kmh is exactly the red line in 5th gear= 315kmh, but none of the LP400 was ever measured more than 288kmh.
German Magazine AMS measured 1985 a QV with 298kmh at 7400rpm, when you recalc - 200mph might be feasible at 8000rpm. But the MM box had a rev limiter of 7800rpm (which can simply be screwed off).
http://www.countach.ch/TestAMS1986/index.html
BTW the Top Speed of the LP400 of 315kmh is exactly the red line in 5th gear= 315kmh, but none of the LP400 was ever measured more than 288kmh.
Edited by raymondqv on Saturday 26th June 08:28
Surely the high friction from the old-school, high-capacity, engine contributes to the deceleration... Air-drag isn't significant below 50mph so any un-braked slowing down below that speed is mainly due to engine and powertrain drag.
Murcielago does 212mph with 580bhp so 600bhp for Countach to reach 200mph sounds right.
Murcielago does 212mph with 580bhp so 600bhp for Countach to reach 200mph sounds right.
Hi JonathaniTall and raymondqv - I hope that you are both keeping well .
Jonathan if you ever find that a full size Countach was actually tested in a windtunnel at MIRA or anywhere else , please do tell me .
Also , where did you get that frontal area figure from ?
I've never done a high speed run at night - that must really add an a big extra dose of excitement to the whole affair ?
I remember one period journalist writing in a group-test report that the Countach and the Testarossa automatically and immediately dropped down his rankings compared to the 911 Turbo , simply because their pop-up headlights bobbed up and down at speed , making driving difficult .
I must say that this has never been a problem on my fast night time runs , but I was obviously going a lot , lot slower .
raymondqv - lovely picture of the QV engine on a dynamometer in that auto motor sport article .
I really love the precise and technical way in which that magazine , and Autocar and CAR magazines analyse , test , and write up their articles .
The editor of Car has given me permission to use excerpts from his magazine ( as have Autocar and EVO ) , and I feel very lucky to have just got a full collection of CAR from 1990 to 2001 off e-bay .
Hi MerciEnFrance : I haven't checked , so I might well be wrong , but off the top of my head i think that you might have made a slight typo - for the 6192 cc L 535 Murcie engine the output and performance figures were , I think : 571 bhp ( 580 hp ) for 201 mph for the coupe and 199 mph for the roadster .
I am really keen to find out more about the real life joys ,trials and tribulations of running a Murcie in France for a book on the Countach-Diablo- Murcielago line , so it would be great if you could write to me on : murciebook@gmail.com if you have the time .
Jonathan if you ever find that a full size Countach was actually tested in a windtunnel at MIRA or anywhere else , please do tell me .
Also , where did you get that frontal area figure from ?
I've never done a high speed run at night - that must really add an a big extra dose of excitement to the whole affair ?
I remember one period journalist writing in a group-test report that the Countach and the Testarossa automatically and immediately dropped down his rankings compared to the 911 Turbo , simply because their pop-up headlights bobbed up and down at speed , making driving difficult .
I must say that this has never been a problem on my fast night time runs , but I was obviously going a lot , lot slower .
raymondqv - lovely picture of the QV engine on a dynamometer in that auto motor sport article .
I really love the precise and technical way in which that magazine , and Autocar and CAR magazines analyse , test , and write up their articles .
The editor of Car has given me permission to use excerpts from his magazine ( as have Autocar and EVO ) , and I feel very lucky to have just got a full collection of CAR from 1990 to 2001 off e-bay .
Hi MerciEnFrance : I haven't checked , so I might well be wrong , but off the top of my head i think that you might have made a slight typo - for the 6192 cc L 535 Murcie engine the output and performance figures were , I think : 571 bhp ( 580 hp ) for 201 mph for the coupe and 199 mph for the roadster .
I am really keen to find out more about the real life joys ,trials and tribulations of running a Murcie in France for a book on the Countach-Diablo- Murcielago line , so it would be great if you could write to me on : murciebook@gmail.com if you have the time .
It has been quiet on here for a while. I expect that you are all out enjoying your cars.
Just going through some old magazines and I came across this CAR magazine from my time, August 1973.
It contains an article on Bob Wallace and the test car and concludes that, if engineering knowhow and conscientious development and workmanship and enthusiasm and (who can deny it) sheer human courage are worth money at all, then the Lamborghini Coutach is cheap at £16,000.
The centre of the magazine contains a photo of the development car in Red, before it was painted Green for the Motor shows of that year.
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