Countach Downdraft 1985 to 1988.5

Excellent write up. I been wanting to get into an F50 and get out of my CGT as of late. Those two also have such a wide gap in valuation. Sometimes I think it's a mistake to pay the difference.

Geno

 

I'll check in the morning and report back on which ignition box Mike Pullen fitted to my car, as I'm not sure what make it is. Interested to learn about the clutch pilot bearing, my only thought is the noise is worse in 5th than any other gear so maybe noise is a combination of gearbox and clutch pilot bearing.

Then regarding the suspension joints, I know about the rubbish ones Lamborghini currently supply, having had many failed ones in the past, sometimes after only a few hundred kilometres. I think our wet, mucky roads don't help here, so was pleased when Mike fitted alternative joints with rubber boots fitted around the metal to metal joints. These have lasted well and I've only replace a couple in the past 5000km or so, since they were fitted. I had the suspension fully checked before setting off on this trip by Bob Houghton and only one joint on the little rod that allows adjustment of camber on the left rear wheel caused concern, With just the tiniest bit of play in it. Now we're back, I will get the suspension fully checked over again and replace whatever is necessary. I suspect some of the suspension noise you're hearing is the camera mount and microphone mount on the camera, as both add annoying rattly sounds at times. Replacing the brake discs all round is my biggest concern, as the brake judder makes the car almost undrivable. Lamborghini told me at the Concorso they will be remanufacturing brake discs for the Countach very soon, so I will probably wait for a set of these when they come available again..
Thanks for the kind comments on the videos, more on their way very soon!

 

I agree the characteristics of power delivery are very different between the two and once the turbos getting spooling on the 288, you're very aware of the power, especially as the rear tyres aren't as grippy as the 345 section monsters on the Countach. I guess its the way the Countach has proper power available at all revs that's the biggest difference. An off-boast 2.8litre 2.8litre vs a carburettor fed 5.2litre NA engine is a non-contest at times, despite the difference in weight. Agree the Countach is king of the Autostrada, though, tracking beautifully straight and stable at big speeds. Just don't mention the brakes.. I guess it's slightly easier to drive up to the limits of adhesion in the 288 but neither car is easy to drive at 9-10/10ths. I'm aiming to get the two cars together one day, which is what we really need to do, in order to discuss this properly.

 

Thank you for kind comments, I love doing these road trips and being able to share a little of the knowledge gained from doing these trips many times in the past feels rewarding too. The way I record these vids makes it pretty easy to do too (big thanks to Mrs.M here), although attempting to get outside shots of the Countach on the Autostrada wasn't possible on this occasion.
Espada is a surprising car, a completely different take on Lamborghini to the Countach but still beguiling, especially thanks to its amazing engine, which I enjoy more than the Ferrari V12 engine from the same period.
I'd love to think some of you bring your US Countach across to Europe one day, maybe for a Polo Storico event sometime in the future?

 

Thank you and I can understand your dilemma completely, F50 and Carrera GT are similar cars in many ways and it would be nice to swap one into the other, to get the full experience of owning these fantastic driver's cars but then the 'price-to-change' doesn't make sense (unless you're going from F50 to Carrera GT!). Ferrari will always command a premium over a Porsche but just recently, the premium has got out of hand..

 

I love the Countach, and even more specifically the QV downdraft. The Countach is THE car that began my obsession for Italian sports and exotic cars. Having said that, I don't think the value gap is hard to explain. The Countach is more thrilling and more fascinating (whatever the performance comparisons may be). But, it isn't a Ferrari. Add to that the rarity of the 288, the overall story of the car, how it will always be the first of the Ferrari super cars, etc. Nobody needs to explain on here the overall value that Ferrari has on the collector car market. It's indisputable.

 

Very interesting comment. You are correct ,its not a Ferrari,its a Lamborghini, and a Countach, please explaine in detail, i am clearly missing something,.

 

Most of us are going to love the Countach. With the GTO, rarity is the predominant factor in comparison to the Countach.

 

Well said.

 

Good news about the factory planning on providing new brake discs for the Countach.

Would it be possible for you to let the board know when you hear that they have become available?

 

Harry can you also let us know where Mike is getting the alternative to the factory heim joints? Those seem to be he weak spot on many a Countach and the factory pricing is outrageous! When you consider there are about 24 (front & rear) at nearly $200 a piece it gets really pricey!

Thanks so much,
Mike

 

Incredible!

 

Very good advice here. On a DD, I did a normal brake/rotor replacement and months later started to experience brake judder. Systematically went through and replaced related worn suspension joints which really did need replacing. Had no effect on judder. When there was nothing left to replace decided to swap the rotors with the old ones just in the very unlikely event it was a warped rotor. It for sure fixed the problem and upon close examination of the lightly used rotors found spots that apparently experienced heat enough to form micro cracks in odd intervals around the disc. My conclusion was the worn suspension started the judder and then led to uneven heating of the new rotors that then became the source of the judder after suspension repair. Just as Joe pointed out.

 

Guys I had exactly the same issue of shudder at about 100kph as you come off a off ramp on the motorway rest of the time it was fine I also replaced all suspension joints etc and finally the rotors that cured it for a bout 2 months I went back to the brake people who said it is caused by a rust buildup between the hub face and the rotor, they suggested using a electric wire brush to clean of the hub and top hat faces cause 1 thousand of an inch at the centre is 20 thousand at the edge so I cleaned the hub face and top hat as they said to and problem fixed a month later I did the same to the original rotors and it fixed it also so car is back on original rotror's and I now have a nice new set of spares

 

Joe - throughout your restoration process were you 100% orthodox in maintaining the purity of originality, using only OEM sources even when superior options exist today? I often wonder to what extent restorers go when faced with decisions throughout the process.

 

Thank you.