Driving the Final Lamborghini Countach: There’s Still Nothing Else Like it
"If you will it, Dude, it is no dream!" So said John Goodman's character Walter Sobchak, quoting Theodor Herzl, in the Coen Brothers' classic The Big Lebowski.
The line echoed around my noggin as I drove Lamborghini Countach VIN ZA9C005A0KLA12085—the final one built—out of the Sant'Agata Bolognese factory gates. As a little boy I once saw an orange Countach parked on some gray cobblestones in Old Montreal. My father was kind enough to let me stand there, jaw on those same cobblestones, as gobsmacked as a 9-year-old human can be. Was it 10 minutes, 20, half an hour? I don't know.
I do know it was long enough that the memory helps guide my thinking, my career, my life to this day. How could such a shape, let alone on a car, exist? Moreover, how could I be standing next to it? Most crucially, how would I get myself behind that steering wheel? Because suddenly, right there and then, I had a pretty good and clear notion of what I wanted to do with my life. Whatever I'd become, cars like this Arancio Livrea-colored Lamborghini would be involved.
We can't go any further without recalling the 1987 Morley Safer 60 Minutes segment about the Countach.
Well, technically it's about the entire Lamborghini brand, but in 1987 the company was defined wholly by the mighty wedge-shaped supercar. Sorry, Jalpa fans, but you know it's true. My father was a CBS News junkie—Walter Cronkite was God, Dan Rather was the pope, and 60 Minutes the Vatican—meaning I had the episode on videotape. I've seen the piece at least 50 times. For my money, the segment is the singular greatest piece of automotive journalism extant. If you've not seen it, please pause now, Google "60 Minutes Countach," and report back. I'll wait.
Amazing, no? Great reporting and a solid 1980s overdose aside, what a magnificent machine. Three years earlier I'd seen one, and since then I'd been allowed to subscribe to the big four monthly American automotive buff books so I could go on and read all about it. But Safer's video was the first time I'd seen and heard one in action.
So imagine being a lifetime Countach enthusiast and decades later driving out of the factory behind the wheel of the last one ever made. I was freaking out. Can this be real? Is life just a dream you really can will into coming true? I should probably leave out the parts about the rain, the miserable electric seats (a later Countach development) that meant even at just 5-foot-11 my head was against the roof, no power steering and at least three turns lock to lock, an 80-pound clutch pedal, the perma-fogged windshield, the lack of noticeable brakes—essentially all the usual Countach accoutrement and mishegoss. I didn't care a lick about that list of negatives, not even an iota divided by a scintilla. I smiled for four hours straight until I had to return the car, and I kept on smiling until just about three minutes ago.
The Countach was 17 years old by the time 1990 arrived. The 25th Anniversary model was released two years earlier to celebrate the founding of the company, and rumor has it the Countach's successor, the Diablo, was supposed to make its debut that same year. However, for a variety of reasons—like its design being rejected by Lee Iacocca, CEO of Chrysler, which owned Lamborghini—the Diablo was delayed for two years.
Although I doubt the company was aware of it at the time, it had a young superstar designer on the payroll, one Horacio Pagani. It tasked him with revising the aging supercar for one last campaign. Mechanically identical to the 5000 QV, also known as Quattrovalvole, the 449-hp 5.2-liter quad-cam 48-valve V-12 was now fed via larger, more effective, and newly straked airboxes. The rear brakes were fed with straked ducts. Did Pagani make the 25th Anniversary model look too much like a Ferrari Testarossa? Perhaps. No matter, however, as that car was the bestseller among all Countaches.
I had waited a lifetime to visit Sant'Agata Bolognese. This fact surprised the people I've come to know over the years at Lamborghini. In fact, I've perhaps become too friendly, to the point the company's design boss, Mitja Borkert, once even hand-drew me an invitation to visit any time I liked. I've visited Ferrari at Maranello and toured Pagani's atelier twice, but for whatever reason I'd never made it to Lamborghini headquarters. On my most recent prototype test drive (of the new Huracán Tecnica a few months ago) with former technical boss Maurizio Regianni, I asked if it were possible to perhaps also visit the factory. "Yes, absolutely," he said. And while I was there, is there something special I'd be interested in driving?
Oh, yes.
Now, here's the thing: I've driven several Countaches. They're not very good cars. Sacrilege, but they just aren't. They're slower than you imagine, clumsy, ungainly, difficult to see out of, temperamental, and uncomfortable, the latter especially if it's hot outside. Yet the Countach somehow remains my favorite supercar. Just look at it. Still, I'm aware of the cars in the Lamborghini Museum at the factory: Miura, Espada, LM002, Diablo GT, Reventón, Sesto Elemento, and Veneno, just to name a few I'd be interested in driving. But Lamborghini exists today because of the Countach.
Yes, of course, the Miura is very pretty, and the LM002 is the Rambo Lambo, and the Diablo is rad, and all of that. But it is the insanity of the Countach, its improbability, its outrageousness, its unlikeliness, the extremism of its design, its overt thuggishness that has attracted droves of fans to the marque. The Countach specifically, and the spirit of the Countach in general, is why Chrysler bought Lamborghini, and why VW did the same about a decade later. What's this spirit entail? Just the promise that the world would be a less interesting place if Lamborghini weren't around.
So even though I had other options, it was a no-brainer to go with the last Countach. Like Safer did 35 years earlier, I'd roll through the factory gates inside of Marcello Gandini's design masterpiece. Except I'd be the one driving, not legendary Lamborghini test driver Valentino Balboni.
Years ago, I was stuck in horrific L.A. traffic with Balboni inside a Gallardo LP 550-2 Valentino Balboni Edition. We'd run out of things to say about his namesake car, so I asked him what it was like the first time he laid eyes on a Countach. "Ah, the Countach!" he said. "Impossible! Nobody believed it was a car."
He explained that when the prototypes ran around Sant'Agata's vineyard areas years before, it was like seeing a spaceship because nothing on earth looked like it. "The power! The steering! The handling! The brakes …" he trailed off, then shrugged and said, "Well, not so much the brakes," while making the sign of the cross. But his smile indicated my question had taken him to a happy place.
There's apparently only one road in the province of Modena, Italy, that the local manufacturers consider worth driving on, and I've now taken a Pagani, a Ferrari, and the final Countach there to "make photos." It's a beautiful country road that wends its way up a hill. It's minimally trafficked, and you can get up to some good fun; I almost crashed a Pagani Huayra there because I tried to do something stupid.
I nearly stuffed the final Countach there, too, because it was pouring rain and I could not see out of it. The photographer I was transporting from location to location kept laughing at the situation's absurdity. The only way I could see out of the windshield was for him to lean forward and wipe the glass with a rag. Once he was out of the vehicle, I was hosed. Everything you've ever read about how miserable and weak the Countach's HVAC system is true, yet the defroster is even worse than the A/C.
The photos, however, as you can see, are outstanding. Silver is normally a dull color for a Lamborghini, but on wet pavement with vibrant Italian greens in the background, it pops. Looking at these images now, it's easy to see how much it was worth working our way through the adverse conditions. None of it mattered, save for the part that I was driving a Lamborghini Countach around Italy. That smile I mentioned earlier was undefeatable: I even smiled when I realized I had to remove my shoes to drive it, and when it became known the Countach isn't exactly waterproof, as evidenced by my soaking-wet socks. None of it mattered.
The car, despite all its quirks, is perfect. Perfectly flawed, perfectly ridiculous, perfectly alien. Yet perfect all the same. We all collectively spend so much time these days worrying about measurements—a fraction of a second here, how much power a motor makes there. I've had people tell me they won't consider buying a certain car because it doesn't have Apple CarPlay. CarPlay? The Countach doesn't have a trunk!
Honestly, does every car need to be a Nürburgring all-star? Look at the soon-to-be-released 992 Porsche 911 GT3 RS. Yes, it looks extreme, but everything is there for a performance reason. On the Countach? The famous rear wing on most other examples actually slows the car down. Believe it or not, despite its weaknesses and probably because of them, as well, the last Countach ever made is joy on wheels.
This Countach, like all of them, is an attitude, a frame of mind, a monument to what could be and really what should be. You're just happier around it than not. Are automobiles art? Can they ever really be art? A few can, and the Countach is one of the rare ones that would bring its owner as much joy bolted to their wall as it would parked in their garage. The car is simply a rolling wow. Remember, the name comes from the word contacc, a Piedmontese interjection used when a person is shocked and astonished.
Maybe you think the car and its legend are beyond overhyped after so many years. But indeed all this time later, following all the cars, supercars, and hypercars I've been around and driven in my career, there's only one that returns me to the genesis of my infatuation. Only one that takes me back to my a priori love of automobiles, to an undoubtedly simpler and happier time.
Of course, the world today is filled with wonderful machines, but how many make you say, "Wow!" in the same tone of voice as the Countach? Not many, and even fewer cars remain a dream no matter how many times you find yourself fortunate enough to drive one.
Looks good! More details?You may also like
Late last year, we spent a couple hours peppering GM engineers with questions during a development drive of the 2023 Chevrolet Corvette Z06, then we interviewed a different set of engineers during a photo shoot of the car and its LT6 engine. Now Chevy has presented a 3.5-hour deep-dive webinar divulging even more of the enabling race-inspired technology behind the world's most potent naturally aspirated production-car engine. We've done our best to boil it down to 23 slides crammed full of the most essential knowledge—nuggets you'll need to explain to your pals at the pub why America's supercar has earned a place as one of history's greatest combustion-powered sports cars.
The Tesla Model S was a two-year-old car when Chinese auto execs Heng Xia and Tao He got together with tech billionaire Xiaopeng He in 2014 to found the electric vehicle manufacturer XPeng. Five years later, at the 2019 Shanghai Show, Guangzhou-based XPeng unveiled its homegrown Model S rival, the P7 EV sedan.The latest XPeng P7 is one of three EVs the automaker now has on sale in China, all built on the company's own platforms and featuring its own end-to-end software architecture. The P7 is already being marketed in Norway, and XPeng plans to launch the sedan in Sweden, Denmark, and the Netherlands in the second quarter of 2023.A fourth XPeng model, a midsize SUV called the G9 that will feature a fast-charging 800-volt electrical architecture and a Lidar-supported autonomous drive system, is due to go on sale in China this fall. The G9 is widely believed to be under consideration for launch in the U.S.Xpeng X7 Power, Range, and a Porsche Co-Developed Platform Move fast and break things—Facebook founder Mark Zuckerberg's motto is one Silicon Valley's tech bros love to invoke to explain why Tesla deserves to be worth more than any run-of-the-mill automaker like Volkswagen or Toyota or Hyundai. But Tesla needed 17 years to get four models into production and into showrooms. Eight-year-old XPeng is moving so fast it makes Tesla look like General Motors.The XPeng P7 is built on a bespoke EV platform, known internally as "Edward," that was co-developed with Porsche. It's a conventional skateboard design, with multi-link suspension front and rear and an 80 kWh battery pack between the axles. Behind the standard 19-inch alloy wheels, which are shod with 245/45 Michelin Pilot Sport 4 tires, are Brembo brakes.The entry-level P7 RWD Long Range is powered by a single rear-mounted e-motor that develops 263 horsepower and 288 lb-ft of torque. Our tester, the P7 4WD High Performance, packs a total system output of 424 hp and 483 lb-ft, thanks to the addition of a 161-hp e-motor that drives the front wheels.The P7 is 5.6 inches shorter overall than the Model S but rolls on a wheelbase that's 1.6 inches longer. The XPeng is also slightly narrower and taller than the Tesla, and, unlike the Tesla, it's relatively light for an EV of its class—XPeng claims the single motor RWD Long Range weighs 4,380 pounds, while the dual motor 4WD High Performance is claimed to tip the scales at 4,623 pounds. That's almost 200 pounds less than a dual motor Model S.XPeng claims a range of up to 329 miles on the WLTP test cycle for the RWD Long Range, and a 0-60 mph acceleration time of less than 6.9 seconds. Claimed WLTP range for the 4WD High Performance is up to 292 miles, with a claimed 0-60 mph acceleration time of less than 4.5 seconds. (Note: EPA range is usually 20-30 percent lower on average than the WLTP quoted figure.) The P7's 80 kWh battery pack will accept up to 90 kilowatts on a DC fast charge, which allows it to go from five- to 80-percent charge in about 51 minutes, according to Xpeng.The P7's Overall Refinement ImpressesNeither version of the P7 threatens the Tesla Model S in terms of outright range or performance. But to airily dismiss this Chinese EV because of that is to miss the point. Entirely.It may not be a world-beater, but the XPeng P7 is one of the most impressive new cars we've driven this year. It has, of course, the punchy, silent acceleration you expect from a contemporary electric car, but what makes it stand out is how refined everything else about it feels, both at low speeds around town, and when cruising on the highway.Noise levels—wind, tire, and mechanical—are impressively low. The ride is good, though in truth the well-maintained roads of our test drive hardly exercised the suspension, other than over the occasional speed hump in the suburbs near XPeng's Dutch headquarters, which elicited some mild secondary body motions. Choppy surfaces induced occasional pattering from the tires, but impact harshness was well-suppressed.The steering is reasonably accurate and well-weighted, and the transitions between regenerative and mechanical braking are smooth. The P7 has just two regen modes —high and low. High regen delivers near-one-pedal driving capability, while low regen gives the car a slowing effect similar to lifting off the gas in a conventional internal combustion engine vehicle with an automatic transmission.P7 Price, Equipment, and Fit and FinishIn Norway, the XPeng P7 4WD High Performance costs less than two-thirds the price of a dual-motor Tesla Model S Long Range. In U.S. dollars, using the conversion rate current at the time of writing, that would make it a $53,000 car.You get a lot of EV for that money. Standard equipment includes a panoramic roof, heated front and rear seats, and the choice of black, beige, or red Nappa leather trim. The digital dash is a 10.25-inch screen, and the central touchscreen is a 15-inch unit. Standard driver assistance systems include adaptive cruise control, lane keep assist, forward collision warning, and autonomous emergency braking.It's easy to see the influence of the Model S in the XPeng P7's design. One area where the Chinese automaker has followed Tesla's lead a little too closely is the HVAC system, where all the functions—right down to setting the direction of the air vents— are controlled via the central touchscreen. As in Teslas, this requires taking your eyes off the road to go through a menu to do something that's easily done without looking or thinking in a HVAC system with physical buttons.The fit and finish throughout is superior to the Model S, though. Exterior panel gaps are more consistent and trim pieces better aligned, and the interior looks and feels plusher. But what makes the XPeng P7 perhaps more of a threat to the Tesla is not the hardware, but its software.It's All About the Software-Defined Vehicle"This is a software-defined car," says Piotr Chmielewski, XPeng's head of EV Charging in Europe, who points out that company co-founder Xiaopeng He—XPeng is a contraction of his name—made his fortune in software before deciding to get into the auto industry. Sound familiar, Elon?A Polish software engineer, Chmielewski says XPeng is the only automaker other than Tesla to use an end-to-end software architecture. The architecture is used on all XPeng models, and Chmielewski believes this software stack will give the company's products a competitive advantage over the long term.As on its other models, XPeng's XSmart operating system (initially Android-based but now highly evolved and unique) controls the P7's driver assistance systems, dubbed XPilot. The XSmart OS also controls the car's connectivity functions, infotainment systems, and its nascent AI capabilities, including a "Hey XPeng" voice activation function and smart navigation setup. It also allows for a wide range of over-the-air updates and remote vehicle diagnostics.It's Tesla-level stuff, though some of the P7's standard XPilot functions, most notably the lane keep assist, don't feel quite as well-resolved in terms of their operation. It's all in the software tuning, said Chmielewski, who noted our test car was running Chinese-spec software. He added that a team is already at work on tweaks to suit European operating conditions. XPeng Represents a New Age of AutomakingThe XPeng P7 is a graphic example of the new reality of the auto business in the EV age. In the past, the cost and complexities of developing and optimising internal combustion engines and suitable transmissions meant newcomers faced huge challenges in terms of delivering vehicles that performed as well as those from companies with long experience building automobiles—look how many years it took Toyota and Honda and Hyundai and Kia to become established in the U.S. as legitimate alternatives to GM, Ford, and Chrysler.However, EV powertrains are inherently smooth and quiet, and deliver plenty of easy driving torque. There are no pesky calibration issues in terms of driveability or to meet emissions and fuel economy targets. Making a car that's instantly competitive with mainstream rivals from established automakers has never been easier.The XPeng P7 proves the point. The way it looks and feels and drives means it would be right at home on any driveway in America right now, with no excuses needed. Were the P7 to be launched here, with software updated to suit the U.S. operating environment and American consumer tastes, and priced as competitively as it is in Norway, it would shock the automotive establishment. Tesla included.
It might be difficult to imagine today, but when the Porsche Cayenne first launched in 2002, the SUV received a mixed welcome. Most people sang the ultra-capable Cayenne's prowess on road and off it, while longtime Porschephiles felt it watered down the sports car brand's heritage. Now entering into its 20th year of production and its third generation, the Cayenne has long left its detractors behind, charging on with strong sales that have helped Porsche keep icons like the 911 bountiful. To celebrate, Porsche is gifting the Cayenne with an updated Platinum Edition trim, billed by the Stuttgart-based automaker as having "an even more stylish appearance and an attractive value."What Makes It Platinum?While there is no performance boost in the Platinum Edition, there are nice hints of luxury and subtle touches to differentiate it from your standard Cayenne. There are splashes of Satin Platinum colors on many trim and exterior pieces such as the intakes on the front fascia, the "Porsche" logo on the taillight, and badging, just to name a few. The 21-inch RS Spyder Design wheels also get the touch of Satin Platinum and are only found on the Platinum Edition model.Black sport exhaust pipes and high-gloss black window trim really pop against some of the colors available on the Platinum Edition, including the standard white, while they blend in with the also-standard-cost black. However, for just a little extra, you can get some metallic colors in Jet Black, Carrara White, Mahogany, Moonlight Blue, or Chalk—a new special color for the Cayenne.Stepping Into LuxuryInside you get the standard upscale Cayenne interior with some Platinum Edition touches. The Chalk-colored seat belts are a great contrast to the black leather interior without being offensive or bland. There are touches of aluminum, as well, with a brushed aluminum sill panel with "Platinum Edition" embossed into it and textured aluminum trim, if you go for an optional interior package.When you order your Platinum Edition Cayenne, you're getting some of the best equipment Porsche offers like LED headlights with Porsche Dynamic Light and a Panoramic Roof. Inside, you're treated to a Bose Surround Sound system while you're sitting in the eight-way adjustable front seats with Porsche crests in their headrests. The rear seats don't get the adjustability like the fronts, but they do get the crest in their headrests while everyone gets some ambient lighting treatment during the ride.Any Way You Want ItHowever, you don't have to get it exactly in the way we just described. If you're willing to fork out the cash, you can get a mind boggling array of customization options on the exterior and interior of the Porsche Cayenne Platinum Edition models through Porsche Manufaktur. You can craft yours into the perfect Platinum Edition Cayenne that you want, just like you can with a regular Cayenne—or any number of Porsche models, really.When Can You Get It?Orders for the 2022 Porsche Cayenne Platinum Edition are open now and Porsche expects the first lot to arrive during the Summer of 2022. Every version of the Cayenne can get the Platinum Edition treatment save for the GTS, Turbo, Turbo S, and Turbo GT.The Platinum Edition starts at $80,350 while the Coupe Platinum Edition starts at $84,650. S Platinum models start at $94,750 with another $2,200 allowing you to get into the S Coupe Platinum ($96,950). If you want a bit of electric power, the E-Hybrid Platinum starts at $94,050 while the Coupe version is an extra $1,100 ($95,150).
0 Comments