Guide: Composite Tricks - a Historical & Technical Appraisal of the Lamborghini Countach Evoluzione
Background
In 1984, Lamborghini started work on a Countach Restyling Prototype that could be assessed as a potential stop-gap model before a proper clean sheet replacement came on stream.
The team that worked on the Restyling Prototype, later dubbed the L150, was tasked with addressing the Countach’s relatively poor drag coefficient and modernising its appearance.
Ultimately, the cost to manufacture the L150 was deemed too great and such a machine was deemed unnecessary as the Quattrovalvole was proving itself the best-selling Countach derivative ever. Lamborghini therefore thought it more prudent to start work on an all-new replacement that could be launched in a few years time.
As part of this process, in early 1987 Lamborghini commissioned the design and assembly of a Countach-based prototype that incorporated a new approach to construction.
The resultant Countach Evoluzione was the work of Lamborghini’s recently established composite department under the control of Horacio Pagani. It served as a mobile test bed for evaluating the advanced technology that had long since been a fixture in Formula 1 and was now beginning to find its way into high end road cars like the Ferrari F40.
Chassis
Although at first glance the Evoluzione looked more or less like any other Countach, its appearance belied the fact that it was very different under the skin.
Most notably, instead of a traditional tubular steel spaceframe, Lamborghini created a brand new central tub fabricated from Kevlar composite. The composite central section included the floor, roof, sills, bulkheads and transmission tunnel which resulted in an extremely light yet strong passenger safety cell.
To this, tubular steel subframes were attached at either end to support ancillary equipment such as the engine, radiators and suspension.
The suspension layout itself was pretty much unchanged. It comprised double wishbones at the front with upper lateral links, reversed lower wishbones and upper and lower trailing arms at the back. Coil springs and telescopic Koni dampers were installed at each corner (two per side at the rear). Anti-roll bars were fitted at either end.
During the Evoluzione’s development life, an electronic damper control system was added.
Ventilated disc brakes were fitted all round. ABS was also added soon after the Evoluzione emerged.
The OZ Racing wheels were initially enhanced with carbonfibre covers to improve airflow. However, these were later found to be unsuitable as they restricted brake cooling.
Engine / Gearbox
In the engine bay was a blueprinted and de-restricted Quattrovalvole motor that could rev to 7500rpm (the standard production model was limited to 7000rpm). It was assembled to the finest tolerances and produced around 35bhp more than the normal Quattrovalvole (which was itself somewhat conservatively rated at 455bhp).
The Quattrovalvole’s Tipo LP112 D version of Lamborghini’s all-alloy dual overhead camshaft V12 displaced 5167cc thanks to a bore and stroke of 85.5mm and 75mm respectively. It employed four valve heads, wet-sump lubrication, Magnetti Marelli electronic ignition and a 9.5:1 compression ratio.
A bank of six downdraught Weber 44 DCNF carburettors was fitted.
For the Evoluzione, peak output went from 455bhp at 7000rpm to 490bhp at 7500rpm. A torque figure for the Evo motor was never published but was most likely a little inferior to the 369lb-ft at 52000rpm developed in standard tune.
Transmission was via a Lamborghini five-speed manual gearbox, a beefier clutch and a limited-slip differential. The Evoluzione came with a short throw gate to facilitate quicker changes.
A variable torque split four-wheel drive system was added during the car’s development life. In 1993, a broadly similar system was adopted for the Diablo VT.
Bodywork
In addition to its trick central cell, the Evoluzione was fitted with an array of carbonfibre body panels. They included the front lid, front bumper, front apron, front scuttle panel, the wheel arch extensions, side skirts, the leading sections of the air boxes and the air boxes themselves, the engine cover and boot lid, the rear fender-mounted banks of cooling vents and the upper central section of the tail fascia.
Aluminium was retained for the fenders, doors and lower central section of the tail fascia.
To create the most aerodynamic profile possible, the Evoluzione also came with a number of custom features.
To enable the installation of a reconfigured front apron and a bumper that curved round towards the wheels, the previously flat leading edge of the front fenders was angled backwards. As the pop-up headlights were welded shut, a bank of four rectangular Carello spot lights were mounted in the reconfigured front apron.
Down each flank, vented side skirts fed cool air to the brakes.
At the back of the car, the trapezoidal sections each side of the tail fascia were bridged by a discrete lip spoiler that provided some extra downforce.
No wiper was initially fitted although during the car’s development life a retractable wiper system was reputedly trialled.
Other modifications made during testing included enlarged NACA side ducts and the addition of a carbonfibre insert to minimise airflow disruption around the leading edge of the rear wheelarch extension.
Interior
To save weight, the cockpit was stripped of practically all the luxuries found in the production version. This included the heating and ventilation system, the air-conditioning, audio system, central locking, sun visors and headliner. Even the dash was junked.
Upholstery was limited to the bucket seats and door panels (which were white leather items imported from the standard car). There was also a crudely carpeted transmission tunnel. The rest of the surfaces were left in their natural state which meant the rough bare composite was on full display.
Directly behind the three-spoke steering wheel was a small instrument pod affixed to the top of the steering column. It housed a large rev counter flanked by smaller gauges for water temperature and oil pressure. A supplementary three-gauge cluster was located off to the driver’s left-hand side which contained three small read outs for fuel, battery condition and oil temperature.
Weight / Performance
The Evoluzione weighed in at around 980kg which made it about 510kg lighter than a standard Countach Quattrovalvole.
With its tuned engine and dramatically reduced mass, performance figures were much-improved.
The 0-62mph time is said to have taken a little under four seconds.
A top speed of 205mph was achieved at the Nardo test track in Lecce.
Subsequent History
Unfortunately, to fully assess the fatigue rates and levels of impact protection afforded by the Evoluzione’s new type of construction, the car was ultimately crash tested.
Thus, much like the original LP500 of 1971, this final Countach prototype was destroyed.
Text copyright: Supercar Nostalgia
Photo copyright: Lamborghini - https://www.lamborghini.com
