Lamborghini Countach Reviews

... sixth element, just hours before the official opening of the 2010 Paris Motor Show. The Italian supercar company was widely predicted to unveil the successor to its Murcielago flagship - most likely as the Jota - in the French capital but has instead gone down the show car route. The Sesto Elemento could still become a production car but Lamborghini is not confirming anything beyond its show car. It says it weighs in at just 999 kilograms thanks to an almost-total reliance on carbon fibre - carbon is the sixth element on the periodic table - and uses a V10 engine and all-wheel drive to produce a 0-100km/h sprint in a sensational 2.5 seconds with a top speed well beyond 300km/h. "What the figures cannot convey... are the Sesto Elemento’s razor-sharp handling, its voracious turn-in and its huge braking power," says Stephan Winkelmann, CEO of Automobili Lamborghini. "Extreme lightweight engineering, combined with extreme performance results in extreme driving fun. We put all of our technological competence into one stunning form." Development of the lightweight Lamborghini begins with a carbon fibre monocoque chassis and the car also uses carbon fibre-reinforced plastic for its entire front frame, exterior panels and crash boxes. The layout of the car is standard supercar, with a mid-mounted engine and radiators ahead of the front wheels, but the body shape is stealth-fighter edgy and left unpainted to highlight its carbon construction.

And it is among this year’s most slaveringly anticipated dish.While expected to be officially unveiled at the 2010 Paris Motor Show, an almost production ready test model of Lamborghini’s Jota has been captured up and close and personal by our spies at Germany’s Nurburgring.Looking lithe and lethal, but quite close to the concept version, the Jota lines have not yet been seen this clearly.The snapper has captured detailed images of the undisguised prototype, not least the front bumper and exhausts.The Jota will be powered by a V12 developing some 500kW of power.

The Italian company is teasing its fans and potential buyers ahead of the Paris Motor Show at the end of the month with a series of sneak peeks at a new car, most likely the successor to today's Murcielago. Lamborghini admits it will have a design study at Paris but stops a long way short of linking it to a production car. Still, the Murcielago is coming to the end of its life and Lamborghini is probably showing a potential direction for the car. It is also confirming it is switching focus from outright top speeds beyond 300km/h, a zone now owned by the Bugatti Veyron, and is concentrating on lightweight materials and design. "We think it is time to make a shift and talk more about handling and acceleration," says Stephan Winkelmann, president of Lamborghini. "Together with design, handling and acceleration are becoming more important. Speed is not as important anymore, because all super-sportscars are exceeding 300km/h and this is a speed that you cannot reach even on a racetrack, let alone normal roads. The key factor in terms of better handling and acceleration, meaning more immediate pleasure in driving, is the power-to-weight ratio. This is not so much about top speed and so the future will not be so focused on increasing the power, even because CO2 emissions do play a role for supersportscars too. That means the key is in reducing the weight." Winkelmann says Lamborghini has been working on carbon fibre for more than 30 years and is now ready to inject it into every future model. "From the middle of the Eighties, the average weight of our cars has increased by 500kg because of active and passive safety, comfort and emissions reduction issues, and this is something that we have to change. Since we cannot reduce safety or comfort in our cars, we have to reduce the weight by using new materials," he says. But he stops short of confirming anything for the Paris Show, although Lamborghini is expected to continue its teaser picture program in coming weeks.

The mid-engined exotic, which starred at the Melbourne Motor Show back in 2004, is well into development with an on-sale target date next year.  The Joss crew in Melbourne are well into chassis engineering, have chosen a gearbox supplier, and are also working towards a European engine installation on the mid-engined exotic. "We're aiming to be on sale in the middle or end of 2011. We're factoring-in an 18-month development program," says Matt Thomas, technical director of Joss Developments.  We are well into the engineering test of the chassis. The aim is to have two production prototypes by the early months of next year. They will be call the JP1, for the Joss Prototype 1." Joss has recently chosen Albins, an Australian transmission specialist, to create the gearbox for the car. It's a seven-figure investment but one which will make the car unique.  "What drew us to Albins was reports from the US about a gearbox that was handling outrageous power and torque in off-road racing. Then we discovered the company was just up the road," Thomas says. "Our aim is to develop a bespoke gearbox, which will take us to a level we couldn't believe. It's about getting the centre of gravity down and the weight bias forward.  "It's all done in Australia. How good is that?" The one remaining question mark on the Joss project is the engine.  The obvious choice is a Chevrolet V8 but Thomas says Joss is aiming for something better from Europe. "We are still talking to a couple of companies. Our hope is to go for eight cylinders or less. That's a typical Formula One layout.  "We are in talks. We haven't finalised anything yet. We've got a bit of interest from a European manufacturer but we haven't finalised everything yet." The test cars cannot be built until the engine is settled but Thomas is already setting ambitious targets.  "We want to get them onto the track and eventually the road. We also want to send one to Europe for testing as well. We need to function like the big boys," he says. "We want to break the shackles of being a tiny little Australian company.  "We're not about a one-off supercar. We want a viable long-term supercar company. We want to include a lot of smart thinking." He admits there has been a lot of talk without much visible progress, but promises much more through the back end of 2010.  "The motor show in 2004 seems like a lifetime ago," Thomas says.  "We're not going out and sprouting. We're just working to achieve our goals. And we're on target.The Joss supercar is already up and running in one of the world's most popular computer games. It is included in the 2010 edition of Microsoft's Forza 3.  The Joss JT1 is part of a line-up of the world's most exotic sports cars, including Ferrari and Lamborghini. "Car enthusiasts are looking forward to the unveiling of the JD1 production car, which is currently in development, and which will no doubt appear in future Microsoft Forza editions," says Glenn Draffin, CEO of Joss Developments. “Only the most respected, most desirable cars... are included in the game and the fact that Microsoft sought our permission to include the original JT1 prototype demonstrates just how much people want this car."

But even if not a sure thing, you wouldn’t bet big against it.  Within days of the traumatic three-car incident that smashed both a fair amount of the screaming Mazda RX-8 SP competing in this year’s rally – and any hopes of the car finishing  –  Mazda Motorsport’s formidable boss, Allan Horsley, had begun to think not of what might have been (that would be challenging the eventual winning Lamborghini Gallardo Super Trofeo Strada), but what will be…In the wake of that trauma, Horsley’s team directed its full focus into Mazda’s second entry, the Mazda3 MPS driven by Brendan Reeves and navigated by his sister Rhianon Smyth. In this they achieved second in the Showroom class and a little less than astonishing ninth overall. Not only was it the fastest front-wheel-drive, it licked Porsches, Evos, WRXs and an Audi TT-RS.No mean feat over five days, 40 stages and 2000km of competitive driving in often appallingly, all too Tasmanian autumn conditions piloting what one of the crew wryly described as a “turbo, front drive shopping trolley”.“For those people who think that a two-wheel drive can’t perform in the wet, just look at Brendan and Rhianon’s result,” said Horsley, a figure of local motor racing legend, who has never been constrained by convention. “With the best car, the best crew and the best team behind them – anything is possible.”The “best car” in the entire Targa, Mazda would argue, was not the weepingly expensive Lambo, though this was the one that captured not only the Targa title, but the hearts and minds of the spectating public.   Going into the third day, the Mazda team confidence that this Targa could be theirs was evident.This Horsley special RX-8’s bantam 1280kg and forced induction rotary engine imbued it with lynx-like agility through Tasmania’s endless twisties into which it was able to brake, according to driver Steve Glenney, some 100 metres later than certain rivals.When the going got straight, however, it couldn’t hope to match the kilometre-crushing Lambo. Already, though, Horsley is onto solutions to extract more in 2011.That engine – or at least its essential ingredients – will be housed in a newly-built RX-8 SP after an incident 11.6km into the Mount Roland leg that made one of the Targa’s most spectacular stages memorable for all the wrong reasons. But for the razor reflexes of Glenney, it might have also have been the site of a tragedy.Pouring into the first bend of a double apex right hander near the peak of the mount – not too far from where Eric Bana memorably came to grief a few years back – Launceston’s Simon Froude struck oil on the road and speared his Porsche 911 into the “cheese grater” steel cable that stands between competitors and likely oblivion in the form of an almost sheer drop.With the Porsche snagged by the front axle, its nose pointed towards the heavens, the crew of the next car through – David Ayers and Robbie Bolton in their Nismo 400R – halted as per race regulations and rushed to their aid.Then Glenney, with navigator Bernie Webb, poured through at perhaps 160km/h. With a split second to react, Glenney flung the car about and went into back of the Nismo, left three quarters first – a brilliant manoeuvre that surely saved himself and Webb from disaster. But not the RX-8 SP.“It was running beautifully,’’ Webb lamented as we waited for the flatbed to retrieve the shattered Mazda from the mountain road that now seemed even wetter and colder. “We’d had issues, but we’d overcome them. We’re out through no fault of our own.”By race’s end on Sunday afternoon, the Mazda crew, though ebullient over the MPS, knew they’d be back in 2011 to take care of what they clearly regard as unfinished business.Besides, what matters the 19th event when you can win the 20th and bequeath to the buying public an RX-8 SP 20th Targa (very) special edition?  You wouldn’t bet against it.In the meantime, we drivers of keenness, but infinitely less ability, can approximate in street legal form the Mazda Targa experience without access to car manufacturer’s racing budget.Every inch a rival for Volkswagen’s award-winning Golf GTI, the Mazda3 MPS starts from similar money - $38,435 – and packs an output that towers over the VW’s: the Japanese entrant rings 190kW and 380Nm from its turbo-charged four potter, over the German’s 155kW/280Nm.The RX-8, meanwhile, remains the world’s only mass –produced rotary engined car. While the version available to you and I comes without the Motorsport’s turbo-charger, but it does rev past 8000rpm and, from $55,715 (though you really want the $57,778 GT), seems unbelievably reasonable for something unique.

In Italian, superleggra means super lightweight. In the case of the Lamborghini Gallardo, it means a lot more. The latest LP570-4 coupe is lighter than before, and it also has an extra seven kiloWatts in the engine room, but the superleggera is really about sharpening one of the sharpest supercars in the world today.Lamborghini is also using the Gallardo Superleggera as a demonstration of its commitment to stripping excess bulk out of its cars, both now and in the future.“Lamborghini used to be known for having very lightweight vehicles with powerful propulsion systems. I think we lost that over the course of the years and we have to get back to that," says Lamborghini’s design boss, Manfred Fitzgerald.PRICING AND MARKETThe Superleggera still comes with a hefty pricetag, as an 18 per cent price hike in Europe points to a bottom line in the $560,000 region in Australia. Although Lamborghini won't admit it, the timing of the Gallardo Superleggera's launch is ideal for it to compete with the recent release of Ferrari's all-new 458 Italia.The Superleggera is 40kg lighter than the Ferrari, despite the Gallardo’s age, so it seems Lamborghini's work really is worthy of credit. Besides, as a racetrack weapon, the new Superleggera is the best Gallardo yet.Lamborghini is so dedicated to weight-loss work it entered a partnership with the University of Washington, a global pioneer in the research and development of carbonfibre technology including work with Boeing on its new 787 Dreamliner. Fitzgerald insists the partnership will allow Lamborghini to revolutionise the use of carbonfibre in its cars."We've learned over the past couple of years how to better understand the material of carbonfibre, which will be playing a key role in lightweight construction and manufacturing," he says. "Up until today, it was always the same method of having asthetic parts done in carbonfibre, but it will become more and more crucial to have this material also going into structural parts. For us it is a key factor of giving the customers – the drivers – added value. That comes from giving them enhanced driving dynamics, and this you can only do by reducing the weight of the vehicle."Of the 70kg stripped out of the LP570-4 Superleggera, 40kg is thanks to the extensive use of carbonfibre inside the cockpit, in the engine cover, door sills, exterior mirrors and the re-designed diffuser. The F1-style rear diffuser, in combination with a covered underbody, also helps the Superleggera generate around 50 percent more downforce for high-speed cornering.DRIVINGAcceleration is fearsome, repeatedly reaching 100km/h in just 3.4 seconds, thanks to a special launch control program, and bounding to 200km/h in only 10.2sec, before hitting its top speed of 325km/h. It's the kind of performance that will earn you more police attention than Lewis Hamilton's Benz burnout.At the heart of the Superleggera is an all-alloy, direct-injected 5.2-litre V10 engine that develops 419kW at a stratospheric 8000 revs, and produces a hefty torque figure of 540Nm at 6500. As those stats suggest, the engine’s best work is done at high revs, lacking the bottom-to-midrange grunt that many modern forced-induction engines deliver. But that only validates your urge to mash the throttle, just to hear the beast rage as it approaches the upper reaches of its rev range.The Lamborghini’s sensational acoustics – a deep, rich undertone overlaid by a high-pitched animalistic wail – is a consequence of the engine’s dual-plane crankshaft, where opposing pistons share a common bearing in this crankshaft design. The suspension has been stiffened significantly with a 20 percent increase in damper firmness and new suspension bushes that are 90 percent stiffer.The harsh difference in the Superleggera's suspension is immediately obvious, even before reaching the end of pitlane at the Spanish Monteblanco circuit where the car was launched to the world’s media. It doesn't offer Grand Touring ability of the LP560-4 Coupe, but that’s because the Superleggera was crafted for racetrack prowess... and it delivers.The lighter, stiffer Superleggera is a much more focussed track car than the LP560-4. Even though the suspension is rock-hard, it’s well-damped for the racetrack and - with the additional downforce - creates a sense of stability through super-fast sections of the track, where you’re quickly grabbing each gear through the six-speed sequential manual’s column-mounted paddle shifters. The stiffer bushings also ensure that there’s no slack in the suspension, and accordingly, the Superleggera responds swiftly to steering inputs. Turn-in is sharper, with hardly any discernible body roll.But for all its confident racetrack ability, there's still plenty of mongrel left in this car. Lift off the throttle mid-corner or fail to get the car's weight settled squarely before you punish the powerful ceramic brakes, and the weight of the mid-mounted engine will cause the rear of the car to dance around, requiring subtle steering corrections.The ESP Sport program is well-calibrated, and allows the all-wheel drive system's 30/70 front-to-rear torque split to slide the tail when you’re powering out of tight corners. But its emphasis on reducing weight as a means of enhancing the driving experience has a second benefit: improved fuel efficiency, which is becoming increasingly important, even for supercar manufacturers.The Superleggera returns a combined EU fuel economy figure of just 13.5L/100km, which is commendable for a car with its performance potential and proves that innovation like Lamborghini’s will ensure that the supercar has a future. Just don't count on them getting any cheaper.Lamborghini Gallardo SuperleggeraPrice: estimated $560,000On sale: second half 2010Engine: 5.2-litre V10Output: 419kW/540NmTransmission: six-speed robotised manual, all-wheel-driveEconomy: 13.5L/100kmEmissions: 319g/km CO2RIVALSFerrari F458, estimated $450,000Porsche 911 Turbo, $386,200Maserati GTS, $318,500

The lightweight speed machine at the Australian International Motor Show has just jumped to the top of the Gallardo line-up, landing in Australia in July at a cool $525,000.  The new car is called the LP 570-4 Superleggera and it promises more with less as a diet allows it to set a new standard for Gallardo performance.Weight is down by more than 50 kilos and its 5.2-litre V10 knocks out 419kW for a 0-100km/h dash of 3.4 seconds, it can pass 200km/h by the time a stopwatch clicks 10.2 seconds, and it can charge all the way to 325km/h at the top end.It follows the LP 560-4 which has already found 618 buyers since deliveries began after an introduction in 2007.   Only 15 Superleggeras are expected this year and nine are sold."Production cars arrive in July," says Andrew Smith of Lamborghini Australia.  He believes the Superleggera can better the previous model's sales figure as the world economy improves."Sales of high-end luxury cars fell away a bit from mid-2008 to late 2009 because of the global financial crisis, the increase in the luxury car tax and buyer sentiment,'' Smith says.  "Now the market is coming back. People are more confident about the economy and business in general.''Compared with the outgoing mode, the LP 570-4 has been trimmed by 70kg to stand 1340kg dry and that whittles its weight-to-power ratio, helped by the aluminium body with an alloy space-frame skeleton.  Standard is the e-gear transmission operated via steering wheel paddles. It gets the option of 'Thrust' — effectively launch control — for maximum off-the-line performance and is programed to manage starting revs at around 5000 with minimal wheel slip.It has permanent all-wheel drive with a central viscous coupling and a 45 per cent limited-slip differential on the rear axle. In normal circumstances, power is delivered 30:70 to the front and rear axles. The weight distribution of the Superleggera is 43/57 per cent front/rear.Lamborghini says the engine isn't only fast — it's economical. Well, in relative terms.  Thanks to direct petrol injection, the V10 has reduced fuel consumption and CO2 emissions by 20.5 per cent. It now averages 13.5 litres/100km and emits 319 grams of CO2 per kilometre.Externally, the Superleggera has subtle remodelling to maximise aerodynamics and accentuate downforce.  Wind tunnel work led to a new front bumper design, recessed panels and large air intakes to sharpen up the nose. The modifications to the fully-covered underbody, changes to the sill shape and a redesigned diffuser incorporating four large tailpipes, to improve aerodynamics.It comes standard with a small rear spoiler but Lamborghini offers a bigger wing as an option.  LED daytime running lights accentuate the razor-edged lines.  The underbody is fully clad and includes a new diffuser around four tail pipes.The rear window, side windows and engine cover are made from polycarbonate and the roof section is of carbon-fibre. Carbon-fibre is also used for the rear spoiler, sills, diffuser, parts of the underbody paneling and the exterior mirror casings.  Altogether, carbon fibre components make up 40kg of the 70kg saved on the Gallardo Superleggera.The interior has also had weight reductions. The centre tunnel cover, the door panels and the surround of the transmission lever are made from carbon-fibre, as are the seats shells.  The seats are finished in lightweight Alcantara instead of leather, but Lamborghini has retained airconditioning and electric windows.

PAUL Morris got an inside look at the opposition when he turned some hot laps last week in a Falcon from Stone Brothers Racing. The Commodore team boss was asked if he wanted to try the car during an end-of-season ride day, as his 2009 driver Tim Slade also got his first run in the Falcon he will race in 2009.BROOKE Tatnell bounced back from a very ordinary 14th place for a sprintcar win at his home track in Sydney last weekend. Engine tuning work restored his Krikke Motorsport sprinter to full power for a local series event, following the previous weeks' World Series contest, and he was able to run at the front in a race where Garry Brazier ran off the track and Robbie Farr flipped to make things easier for the WSS pace-setter.YOUNGSTER Daniel Erickson is looking for a new way to graduate to the Star Mazda series in the USA after losing the backing from the Australian Motor Sport Foundation that helped him race Formula Ford in Britain this year. Erickson is bitterly disappointed about losing the AMSF support but is looking forward and not back for the next step in his career.ANDREW Thompson will join Fabian Coulthard in a two-car Bundaberg Red Racing operation in 2009 as part of the Walkinshaw Motorsport attack on next year's V8 Supercar championship. Thompson, one of the most promising youngsters of recent years, takes the place of David Reynolds, who could be moving back to Porsche racing with a European program for 2010.A super-quick Audi R8 GT3 will add extra variety to the Australian GT Championship in 2010. The 2008 series champion, Mark Eddy, has decided to switch from a Lamborghini Gallardo to the German racer and will have the first R8 GT3 in the country, while his Gallardo will be campaigned next year by Perth driver Ross Zampatti.MARK Webber celebrated the end of his 2009 season with two honours at the annual Autosport awards in London. He picked up the Innes Ireland award for courage and sportsmanship and the Bruce McLaren Trophy for the best-performing Commonwealth driver of the season. David Brabham and Daniel Ricciardo both received Autosport awards for their successes through '09.DRAG racing fans in Melbourne have not given up on plans for a new venue in the city, despite a series of setbacks in recent years. Anyone who wants to support the move should go to www.motorvatemelbourne.com

Warne, whose stable of luxury cars includes a head-turning black Lamborghini Superleggera, is set to front a new series with Jeremy Clarkson. He is believed to be hosting six episodes of the popular motoring show, the Herald Sun reports.In a TV coup Channel Nine is believed to have snared the rights to the motoring franchise from SBS.Nine and SBS were both believed to have been in discussions with BBC Worldwide, which owns the rights to the motoring show fronted by Clarkson, Richard Hammond and James May. First-run episodes of Top Gear regularly top one million viewers on SBS.Nine has confirmed that it has held discussions with Warne to host Top Gear Australia. No formal agreement has yet been signed, but he is their pick to host the series. A Nine source says an agreement is likely to be completed within days.Channel Nine would not confirm any plans for Top Gear. No deal has been signed, however a Nine source said an agreement was likely to be completed within days. Nine CEO David Gyngell has been chasing the rights to Top Gear for eight months and recently spent time in London to lock down a deal.The role would mark the first TV presenting gig for Warne - who has previously worked in cricket commentating roles. Warne would be well suited to the hosting gig with his passion for luxury cars well documented. Warne's collection of luxury cars started in 1996 when he bought a Ferrari 355 Spider. He has since bought another Ferrari - a 360 Spider in titanium - two Mercedes four-wheel-drives, two BMWs, and a Holden VK Commodore. and last year's Lamborghini purchase.But it hasn't all been smooth sailing for Warne, who made headlines last year when he crashed his Mercedes into a tram.The Aussie version has had two seasons on SBS, fronted by Steve Pizzati, Warren Brown and this year joined by James Morrison. 

Penned by the legendary Marcello Gandini of Bertone, it was first revealed at the 1967 Geneva Motor show at a time when good things were happening at Lamborghini. The young Italian marque already had the 400GT and the gorgeous Muira in its stable, and was ready to grow some more.The Espada soon became Lamborghini’s most successful model at the time with 1217 examples built. It was originally fitted with a 4.0litre V12 engine that produced 325bhp(242kW). It featured fully independent suspension and four wheel disc brakes and most of the cars had a manual transmission, although there were some automatics built too, from 1974 onwards.Over its ten year existence, three different series of the Espada were produced, all with only minor exterior changes and engine improvements - it was on the inside where the big changes were carried out. The series two version got a completely new dashboard and steering wheel and there were also significant changes for the series three interior. Power steering was offered in 1970 and in 1974 there was the choice of automatic transmission.In 1975 United States safety requirements saw the installation of side impact bumpers – a change that enthusiasts consider to be the birth of the series four Espada, although officially it was still the series three.A four door Espada was designed by Bertone near the end of production in 1978, but it was never made.