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Lamborghini Countach Review 2022 | Top gear

Lamborghini Countach Review 2022 |  Top gear

Come on, you know this one. Wedgy Seventie’s supercar, groundbreaking moments in car design, defined the era, helped set the mid-engine supercar template that has held up to today, around 50 years later. The one, the only, Lamborghini Countach.

Mark II. So let’s start with the main problem here. Lamborghini claims that this is what Countach would have looked like if it had evolved. But the original was about revolution, not evolution – if there had been several Countachs, each of them should have been a radical new beginning. It should not be a rebodied Sian, who in turn is a make-over Aventador. On that, Lamborghini and TopGear will agree to disagree.

Here’s what I want to know first – how do you pronounce it?

Koon-tatch. The second syllable must apparently be difficult. The most accurate translation is “it’s a miracle!”

But this is hardly a miracle, is it?

There is less romance and more harsh business decisions about this, that’s for sure. But you can see the reason for that – take 112 old Aventador chassis and turn them into £ 224 million pounds? Genistrek. Enough money to develop new cars and no long-term damage to the image of the original Countache, because people will look right through this for what it is and realize the space the original has.

This is retro done … especially. Most companies have either been completely true to the original (all the lost cars with VIN number) or exaggerated / perfected the old timer (Singer 911, Alfaholics GTA-R, GTO Engineering 250 SWB).

Fewer have taken a new car and given it an old look to wear. Ferrari recently gave us the Daytona SP3, which in a way is in that spirit, so did the Porsche 935. None of them are without a doubt as successful as Aston’s mighty Victor – not a strict recreation, but brilliant to evoke a sense of time, place and British brutality.

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The problem for Lambo is that too much of Sian is still visible, which alludes to the fact that this has been done on a relatively tight budget, with retaining the hard points, the surface and much of the interior.

So what’s going on here?

Sian was the first production of Lamborghini ever with electrification. It was based on the Aventador, but added a 33bhp electric motor to the 6.5-liter 770bhp V12. It did not take charge from a battery pack, but a lightweight, power-tight supercapacitor. The electric motor could not drive the car, but was there to help replenish torque during gear changes. Important work, since Aventador’s ISR sequential manual gearbox has never been the smoothest and fastest gearbox available.

Lamborghini built 63 Sian coupes and 19 roadsters, each costing £ 2.5 million plus tax. And now 112 more have been built, each costing 2 million pounds (again plus tax), but wearing a different body.

Under Countach is largely identical to Sian. Yes, there are new stitch patterns inside, a Stile mode on the central screen that shows you around the car, different brands and some other small trinkets, but mechanically this is the same car: a carbon tube, 4WD high-tube extruder at 0-62 mph at 2 , 8 sec, 124 mph in 8.6 sec and 221 mph flat. At the other end of the scale, 14.5 mpg and 440 g / km CO2. So no, that electric motor does not contribute much.

What do we think about what it looks like?

Decide for yourself. The designer of the original, Marcello Gandini, has obviously said that he is not for, and for our money it should have been even bolder and more extravagant, with sharper folds and a flatter surface – almost a caricature of the original. We would have pushed on the LP5000 wing as well.

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But from a low three-quarter angle in front, it is suitably striking and true to the original. Maybe do not venture too far around the back, where the Sian signals are quite clear.

Expect it to run quite like Sian too?

It does. The driving experience is an area where Countach is – at least by modern standards – quite true to the original. The large capacity, breathless V12 dominates every conversation you have with the car. It is a magnificent engine, easily accessible low enough, but which always gives you reason to keep that gear and take it further. Power and speed override torque.

Standard carbon ceramic brakes are firm and responsive, the steering is nuanced and feels comfortable, but the chassis is a bit dull. Where most modern supercars and hypercars move with relative grace and flow, this treads.

Where did you drive it?

Thought you would never ask. We took it to the world’s most famous mountain pass, the Stelvio Pass in northern Italy, before it opened for the season. So we had it to ourselves. Yep, really. The full story of it in this month’s mag (edition 362) and the movie is coming to YouTube.

Were they a match made in heaven?

Watch out for the other stories, but for now it’s enough to say that each of them had a lot in common with the other. As a viewing platform, Countach takes a little beating, especially with a blood-red cabin and windshield that is so angled backwards that it is more of a skylight. Tends to give the outside world a certain drama. And that is before you take the noise, the driving position, the clumsy gearbox and so on. Let’s just say running Countach is an event, one best experienced on an appropriate stage.

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You choose which side of the Countach fence you sit on: either you love it to bring back a notorious brand and drive it with a V12 that is now twice as powerful as the one it was fitted with 50 years ago, or you despise it not to go. further to not be as radical and revolutionary as the original, to be a Countach only in name and clothes.

We can not help but feel that a car that is as important to the history of the supercar, as contributing to the development, deserved a more appropriate tribute. It is not the idea of ​​a recreated Countach that we take a problem with, but the execution of it. That said, lights up in third gear, V12 snarls in the ears, maybe it’s closer to the drama of Countach than we give it credit for.

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