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Ex Max Bobnar Turbo Countachs

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pawel2323   
pawel2323

yes, that's correct - i asked for that picture and Alex posted it for me

to Diablo132 : - no, i am sorry but i have no more pictures. and thank You for that Penthouse magazine - if You want - just scan it - but know i am looking for everything i can find about - Sbarro conversion of Countach (the black one)

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lambogudi   
lambogudi

@ diablo 132

Wenn Du das Buch fertig hast hätte ich ebenfalls grosses Interesse.Gruss Lambogudi

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CountachQV VIP CO   
CountachQV
schöner Artikel zu einem Countach turbo:;

http://www.flickr.com/photos/kenpachy/sets/72157616131956997/

Das ist der erste Turbo vom Max, ein LP400S von 1982, der schwarze ist ein LP5000S, die QV-Motorhaube war nicht nötig und wurde vom heutigen Besitzer wieder gegen das richtige Exemplar getauscht :-))!

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Forex VIP CO   
Forex

Heute kam im Classicdriver ein schöner Bericht über den Countach Turbo S mit Biturbo und unglaublichen 748 PS (Datenblatt sogar 758 PS):

Countach Turbo S

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CountachQV VIP CO   
CountachQV

http://www.classicdriver.com/de/magazine/3900.asp?id=5170

Das Auto ist der Hammer und top instandgesetzt, wenn die Turbos einsetzen ist Angstschweiss programmiert.

Der Besitzer hat mir diesen Prospekt zugesandt, besten Dank dafür.

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Forex VIP CO   
Forex
Das Auto ist der Hammer und top instandgesetzt, wenn die Turbos einsetzen ist Angstschweiss programmiert.
Das kann ich mir vorstellen! Dürfte noch ein Turboverhalten nach alter Schule sein, oder? Zuerst ein Zischen und dann kommt der Hammer.. :-o

Der Besitzer hat mir diesen Prospekt zugesandt, besten Dank dafür.
Ist es frech, wenn ich Dich frage, ob Du diesen einscannen könntest? Würde mich sehr interessieren! :)

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CountachQV VIP CO   
CountachQV

Würde ich schon machen, nur ist er A3 breit, mein Scanner aber nur A4... ich versuchs später mit Digi-Kamera.

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pawel2323   
pawel2323

please man make some pictures of it !!!!

it is awesome !!! if You ever want to sell it - i will buy it for sure.

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83pantera   
83pantera

Ich war im Oktober noch zur Präsentation vom Lamborghini Modelljahr 2010 eingeladen. :wink: Genialer Anlass im "autobau" Romanshorn - von Lamborghini St. Gallen organisiert.

Ich durfte sogar meine "Raubkatze" zwischen den vielen "Stieren" plazieren... :oops:

Da war auch ein Countach Turbo ausgestellt; der ist wirklich top aufgebaut :-))!

Ich hatte auch noch eine lustige Diskussion mit Valentino Balboni, speziell über seinen Diablo Husarenritt für Top Gear; mit Jeremy Clarkson als Beifahrer.. :D

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Stig CO   
Stig

In der aktuellen Jubiläums-Ausgabe von sportauto (1/2010) wird über den Turbo-Countach berichtet. Dieser wird dem Reventon gegenüber gestellt.

Infos zum Turbo gibts enttäuschend wenig. "In den meisten Auflistungen der Countach-Varianten fehlt ein Modell. Exakt 2 Stück

davon gab der Firmengründer 1984 in Auftrag. Der Prototyp ist verschollen, doch der zweite lebt. Als Fremder inmitten einer Ferrari-Sammlung fristete er sein Dasein in Dänemark. Mit 9000km auf dem Tacho kaufte ihn der gelernte Stuckateur Dietmar Götz, der ihn hegt und pflegt."

Der Turbo trägt am Heck das Kennzeichen "SO 303" (Max Bobnar), welches aber irgendwie "selbstgestaltet" aussieht.

Fotographiert wurden die beiden Lambos wohl auf dem Autobau-Areal in Romanshorn.

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CountachQV VIP CO   
CountachQV

Und erst noch falsch... die Turbos wurden von Max Bobnar in Auftrag gegeben, der erste ein LP400s #1121160 bei Albert/Lotec schon im 1982 mit 520PS, dieses Auto steht in Las Vegas in einem Casino unter Glas: http://www.lambocars.com/archive/countach/lp400stt.htm

Eingefahren/getestet wurde der 4l Turbo mit der Nummer T415355 zu finden im Heft Overdrive 5/1983, damals war er noch rot.

Das zweite Exemplar ein LP5000s welches nun von Didi mit viel Aufwand perfekt restauriert worden ist, war endlich standfest.

Die SO-303 ist nicht ein echtes Schild sondern nachgemacht, SO-303 ist die Privatnummer von Max Bobnar, er fährt sie noch heute. Daneben hat die Garage M.B. Sportcars noch SO-303-U und 304-U als Händlerschilder. Den candy-red 25th bewegte er nur mit dem Händlerschild SO-303-U da er mit den Vergasern in der Schweiz nicht zulassungsfähig ist.

Neben den 2 Turbos von Max gibt es noch eine Anzahl weitere, der Anniversary-Quad-Turbo (schwarz-türkis), dieser verbrannte als das Haus über im abbrannte.

Dann noch einen QV-Turbo in Amerika und noch einen LP400-Turbo #1120004 den Bob Wallace umbaute und nun wird auf original zurückgerüstet wird.

Vom ELA12712 habe ich noch einen zeitgenössischen Bericht auf meiner Homepage: http://www.countach.ch/History/Turbos/

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Forex VIP CO   
Forex
der Anniversary-Quad-Turbo (schwarz-türkis), dieser verbrannte als das Haus über im abbrannte.

Ich habe kürzlich noch ein Bild von diesem Motor in ausgebautem Zustand gefunden, war in der Broschüre vom Umbauer (Ruf). Muss ich mal einscannen..

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Stig CO   
Stig
Und erst noch falsch...

Mich erstaunt, wie eine renomierte Fachzeitschrift wie sportauto dermassen daneben liegt, zumal das Shooting noch von Hirsch insziniert wurde.

Schreit förmlich nach einem Leserbrief...

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CountachQV VIP CO   
CountachQV

Zumal ja Didi sicher auch interviewed wurde, schon erstaunlich was da für Ungereimtheiten immer wieder von Neuem herumgeboten werden.

Aus diesem Grund habe ich keine Lust mehr irgendwelche neuen Bücher von irgendwelchen Motor-Journalisten zu kaufen, da werden 20 Jahre alte Fehler mit neuen vermischt zum x-ten Mal aufgewärmt.

Das Buch von Richard Dredge (mit dem grünen Miura drauf) ist so ein Fall für die Tonne, längst bekannte Bilder, schludriger Text und noch mehr Fehler.

Ich hätte es wohl im Cheminee verbrannt wenn ich es nicht von meiner Angetrauten geschenkt bekommen hätte.

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Stig CO   
Stig

Ich hätte es wohl im Cheminee verbrannt wenn ich es nicht von meiner Angetrauten geschenkt bekommen hätte.

Geht mir genau so!!!!!!! :-))!:D

Die Übersetzung ist ja auch so toll, musste einzelne Abschnitte 3x lesen, bis ich wusste, was damit gemeint war... :-(((°

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lambogudi   
lambogudi

Hier noch ein Foto von Max`s erstem Turbo Countach (in weinroter Farbe)

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lambogudi   
lambogudi
Hier noch ein Foto von Max`s erstem Turbo Countach (in weinroter Farbe)

@Raymond

Du weisst sicher noch mehr über diesen Turbocountach.Gruss Stefan

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joejackson   
joejackson
Mich erstaunt, wie eine renomierte Fachzeitschrift wie sportauto dermassen daneben liegt, zumal das Shooting noch von Hirsch insziniert wurde.

Schreit förmlich nach einem Leserbrief...

Bleibt nur zu hoffen, dass der Artikel über den Turbo in der kommenden MotorKlassik-YOUNGTIMER-Ausgabe vom 7. April 2010 (siehe Vorschau in Heft 01/2010) nicht so viele Fehler enthält...

Gert

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pawel2323   
pawel2323

748 PS @ 1.5 Bar , twin turbo 4.8 liter , 333 km/h spitze , 0-100 km/h - 3.68 sec

748pscountach2.jpg

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365gts   
365gts

ich hätte kaum geglaubt, dass es kaum ein Auto gibt, dass noch gefährlicher, extremer, exotischer und geiler aussieht als der Reventon, aber zumindest ich finde, dieser Countach stiehlt ihm ein bisschen die Show.

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BlueDial1963   
BlueDial1963
Bleibt nur zu hoffen, dass der Artikel über den Turbo in der kommenden MotorKlassik-YOUNGTIMER-Ausgabe vom 7. April 2010 (siehe Vorschau in Heft 01/2010) nicht so viele Fehler enthält...

Gert

Das hoffe ich auch! Eine kleine Vorschau was kommen wird :wink:

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Zwei Turbo's schon da, aber ich sehe da noch zwei O:-)

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Kennen wir doch irgendwie :D

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Tacho bis 425 k/mh :-o

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Quelle:

http://www.motor-klassik.de/

Grüsse

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stig-shaddow   
stig-shaddow

countacha i love you ! :D

Habe gerade beim suchen der Technischen werte diesen Bericht gefunden.

ALBREX LAMBORGHINI COUNTACH BITURBO

THE LEGEND LIVES!

Published: January 24, 2009

Ican remember very well: Back in 1975, in the age of 13, I saw this car alive for the first time in Munich which would have never let me go again. At that time you didn't say „cool“ but it certainly was: I will never forget how this sun-tanned playboy guy with the golden Rolex on his arm was parking his firered Lamborghini Countach backwards on Munich's famous boulevard, the Leopoldstrasse. Sitting on the side panel with the guillotine-style door open up. Then he got out of the just 107 centimeters high sportscar, went around the car, opened the passenger's door and helped a blonde with a Farrah Fawcett Majors style lion's mane out of the car. Puuh, a teenage boy will never forget that!

Eight years later I was lucky enough to sit behind the Countach steering-wheel for the first time. Strictly said inside a LP 5000 S I could be delighted by this unique roaring of the V12 carburetor engine just a few centimetres behind me. And I had to learn the hard way that it was pretty hard to manoeuvre this car backwards sitting on the side panel without getting uncool beads of sweat on the brow due to the heavy and hard to measure out clutch and the lack of a power assisted steering.

Since then nearly 25 years have passed and - I love my job - I often had the chance to drive a Lamborghini. Countach, Diablo, Murcielago, Gallardo and of course also their LM 002 off road monster. The cars got better and better allthough they never managed to reach the technocratic perfection of a Porsche.

Nowadays Lamborghinis still look wilder than the rest of the sportscar bunch and at least the Murcielago can cope with that regarding the driving experience - including guillotine-style doors and - thanks to powersteering and automatized gearbox much easier reverse driving on the side panel.

But unfortunately it still isn't a true replacement for my - and I am sure I'm not the only one who's saying that - dreamcar, the Countach. Allthough the LP 640 is certainly much closer to its announced 640 hp than the old LP 5000 S ever was to its claimed 375 horsepowers. Or 340 km/h in comparison to the really possible 270, 275 km/h - without the great, large, best-looking ever rear wing which wasn't standard on the cars back in the early Eighties. Lamborghini already knew at that time how to get another 5 000 000 Lira for a piece of plastic from the customer…

No matter! The Countach is still the biggest show on wheels! In spite of its already proverbial lust to break down or not to start at all, in spite of its, let's call it careless workmanship, in spite of its 1001 defects which don't only require nerves of steel but first and foremost a wallet bulging with banknotes.

Most of all you need an excellent workshop and especially a mechanic whose heart is set on these cars and who also has a huge talent for improvisation. One of the scene's inside tips is Conrad Gruber. The fact that he is still mainly renowned to insiders is one hand caused by the fact that he doesn't make a great fuss about himself and his business. On the other hand it is maybe also because he is quite hard to find. You need the feel of a pathfinder or at least a sophisticated navigation system to find him in Austria, better said in Tyrol, exactly in Wildschönau, Thierbach 236.

Here, about 1200 meters above sea level, the world is still ok and peaceful. It hasn't always been like that: 25 to 30 years ago it was also one of the preferred preserves of the young Gerhard B., later a very talented racing driver, co-owner of a Formula 1 racing team today. In the great-food inns in this region they still love to tell the tales of the young wild man from Wörgl down in the valley, who loved to pursue anything rolling, on two and four wheels, up and down the mountain to the Wildschönau as fast as possible.

Conrad Gruber of course also knows Gerhard Berger. This isn't only caused by the neighbourhood but mainly because he learned his trade from the legendary Tyrolian camshaft pope Franz Albert. When the founding father among tuners, who could easily earn his money as an Albert Einstein double, retreated from Wörgl to his retirement home in Spain ten years ago at the age of close to 70, his mechanic Gruber bought the inventory and Albert's most successful development, the Albrex supercharger.

He has learnt a lot during the twelve years he has worked for the engine tuner before and he especially learned a lot about Italian sportscars since Albert also constructed the engines for formerly famous Ferrari customizer Koenig Specials.

Many customers from these times didn't lose contact to Conrad Gruber and brought their automobile problem childs to his small workshop on an idyllic farm in the Wildschönau. „I could never say there was a lack of work“, the smart 42-year-old man recalls. „In the end I didn't only know the specific problems of their cars and knew how to solve them. I was also always able to make their special wishes come true while every other workshop owner turned away, shaking his head.”

Turbo- and supercharger conversion always were one support leg of Gruber's small company which doesn't only include extra power for many different cars but also a 240 hp turbo version of the Triumph Rocket III motorcycle. The other one always remained the loving perfecting of Italian exotic cars such as the Lamborghini Countach. “When you have worked on these cars for such a long time like me then you will know all their faults. As a result I have specialized in bringing cars as the Countach to today's technical level and to bring them to a stage of reliability that their owners can drive their favourite every day with calling their personal mechanic before.”

The white Countach, which was demonstrated to me by Conrad Gruber on occasion of my visit, is owned by such a customer: “He idolizes this car but he had trouble with it again and again. About a year ago he brought the car to me and told me:“I want to have a Countach that's really fast and that is so reliable that I can drive it every day.”

The perfectionist proposed several solutions to his client. One of them was the conversion to complete drivetrain from a Murcielago, but „to do this we should have modified the complete tubular space frame. This would have been possible but with only 321 LP 5000 S built this operation was too hard for the owner of the car.”

They finally agreed on an Albrex twinturbo engine based on the original 4754 cm_ twelve-cylinder-two-valve engine. During this conversion there was nearly no bolt untouched on the inner life of the motor and its periphery. A typical case for Gruber's well equipped workshop where he can mill or weld most of his special parts himself.

A complete engine overhauling was part of the works just like the installation of forged high performance pistons which reduce the compression-ratio to turbo-friendly 8.2:1. Stronger cylinder-head gaskets and special inlet and outlet camshafts were also specially manufactured for the Countach turbo drug.

Conrad Gruber doesn't know anymore how much time he has spent alone for the welding of the two stainless steel exhaust manifolds which feed the turbochargers with hot exhaust gases: „My enthusiasm often defeats the working time ticket where the hours for such a conversion shall be added for the customer”, the boss of the two-men operation.

You definitely believe that his love for cars is his impulse, looking forward to the first conversation with the customer after the first drive with the finished car, the pleasure of seeing him and the car again for the first planned service.

But it's a long way to get there. The conversion of an old Lambo V12 with six twin-throat Weber 45 DCOE carburetors to state-of-the-art turbo technology is no Sunday outing. Only a modern injection guarantees impeccable function and so the Tyrolean Gyro Gearloose developed a custom-made, electronically controlled system, which also uses the informations from the lambda sensors of the equally selfmade four-pipe exhaust system including three-way catalysts. Yes, this Countach even has catalysts!

The two Garrett turbochargers are limited to a maximum boost of 0.72 bar with cutely blowing off bypass valves. The precompressed air is cooled down inside a huge, firered intercooler which nearly covers the complete, nicely made injection system including manifold and induction pipes. To provide the intercooler with sufficient cooling air the customizer even manufactured a special engine hood with a broad airbox which rises up above the roof of the car. This part was designed that harmoniously by Gruber that this modification will be identified by the spectator just at second sight - it could have been designed by Bertone this way when they created the original Countach bodywork.

The engine compartment looks attractive and professional - there is no comparison with the tangle of wires and carelessly layed hoses on a standard Countach! „That doesn't only look nice it is also made in a completely different, modern way. Not only the wiring is state-of-the-art also the completey revised cooling systems for water and oil have a much better efficiency”, the constructor told me.

Power is of course the most important topic and of course they took the Murcielago to be the high benchmark. The Albrex twin-turbo engine doesn't want to be left behind: 620 at 6,000 rpm and 700 Nm of maximum torque at 4,900 revs are Conrad Gruber's performance data for the jewel under the red radiator. But the noise of this machine sounds like 1,000 hp and 1,500 Nm...

The white Countach unmistakably disproves the old myth that turbo engines always are much quieter than normally aspirated machines. The V12 couldn't sound more powerful if it slurp fopr air with ist old carburetors through open intake trumpet and would be allowed to breathe out via completely open dragpipes!

But the wonderful noise is just the cream on the apple pie. It is way more important how the engine works on the road. The extra power the Austrian gave to the Lamborghini naturally also required modifications on the power transmission, from time immemorial one of the Achilles' heels of the Italian rocket.

A high performance clutch including sintered-metal linings doesn't really make daily driving with the two-seater car easier but it seems to be able to stand the power of the tuned engine. But to ensure that the clutch doesn't torture the left leg too much while driving rearwards sitting on the side pane l, Gruber upgraded the Countach with a back-up camera, which makes safe manoeuvring from the driver's seat possible.

Of course Gruber doesn't allow the stampede of Mustangs to attack the standard gearbox. But he didn't only reinforce most parts and improved the cooling: he also successfully tried to make changing gear easier by fine tuning the five-speed manual gearbox.

But Gruber's urge to modernize wasn't big enough to replace the „cling-clong“ gate shift control with a new-fangled control via Formula 1 style shifting paddles on the steering-wheel. “but it would be certainly possible to do that“, Gruber's eyes were sparkling with joy when I asked him this question. Gyro Gearloose has picked up the scent… But the updated Countach is a nice job anyway. The turbocharged engine doesn't show any primadonnaish airs. It starts on the first push on the button (!) and idles smoothyl even when the engine is cold. Greeting from the injection and the computer-controlled ignition!

The narrow roads of the Wildschönau are as right for a Lamborghini as a flooded gravel pit for an airplane carrier. And the Austrian police - as is well know - doesn't want to tolerate the natural quick urge to be on the move of a 620 hp sportscar. Nevertheless the Albrex Countach Biturbo can quickly conquer the heart of its pilot. Due to the relatively small turbochargers power is available over the whole range of revs and allthough we couldn't prove it Gruber's driving performance data seem to be quite realistic: 4.0 seconds from 0-100 km/h are hard to beat even today. The top speed of about 300 km/h certainly isn't the engine's maximum. The gear-ratio doesn't allow a higher maximum speed...

But the flat vehicle would be certainly for a higher top speed since Conrad Gruber of course also took care of suspension and brakes. I don't know whether he was inspired by the good old black Bburago Countach 1:18-scale model car that also decorates my display cabinet. This one also had huge wheels more than ten years ago and I certainly wasn't the only one to say: they would never fit into the wheel houses!

Where I know that from? Because the comparatively tiny 15-inch front wheels with their 205/50 VR 15 tires already scratched on the fenders! But how did the good guy manage to house the big, threepiece 18-inch rims with their 225 Michelin rubbers?

“That wasn't an easy job but since we already had dismantled the whole car we could also adapt the wheel houses to these wheels“, the man, who could certainly also be any mother-in-law's dream, told us.

And it's true: no scratching, no brushing. Lots of work that didn't only have a cosmetic reason. The standard 345/45 VR 15 tires for the rear axle, which once were the broadest caliber on this planet, are nearly impossible to get anymore. The second reason is the standard brake system which always has been too much stressed and how the hell should this wirk with a nearly twice as powerful engine?

360 millimeter vented discs and sixpot calipers front and four-pot calipers with 350 discs on the rear axle are the stable alternative. And since it is state-of-the-art today, Gruber also upgraded the Countach with a four-circuit ABS from Bosch.

Beside the wheels the chassis was nearly ok for the tuner. Only a stronger antiroll bar on the rear axle takes care of a more direct feedback from the rear. The client also got offered a power-assisted steering but he wanted to keep the high handling forces in corners which were always typical for the Countach. This also includes the good old raid leather-sport-steering-wheel although an airbag-steering-wheel would have also been possible.

It can be easily confirmed that the operation was successful. The Albrex car unites the spectacular Countach design - did you ever see a hotter rear wing - with current technology that makes the driver much more confident. Of course this car isn't as easy to drive as a modern Murcielago or Gallardo but is a lot more character and makes a juvenile dream come true without annoying sideeffects.

Of course the special varnish with white Seelos Crystal Skin paint, whose clearcoat contains expensive Swarovski crystals which care for colourful effects depending on the insolation, will not be everyone's darling. But already from a five meter distance this gimmick can't be recognized anymore and to be honest: a white Countach always looked most spectacular.

Apart from that only the panel on the mighty center tunnel is different which also contains a kill-switch for ignition and injection. A steel clamp ensures that it won't be activated without reason at driving.

But normally you won't think about using this switch you should be better worried about other things. Those who bring their Countach to a Niehan's therapy to Austria should at least store 100,000 Euros in the small trunk in the noise. Those who don't already have a Countach can get a complete car made by Conrad Gruber. On demand with a Murcielago engine or whatever...

He only doesn't offer the good old mobility we had 20 or 30 years ago. I remembered the entering of a Countach much easier. It is much easier to get into his successor. Seven centimeters difference in height and larger doors can't be discussed away for 40 plus men…

TECHNICAL SPECIFICATIONS Engine: Watercooled V-12-cylinder-two-valve engine with Albrex twin-turbo engine conversion, displacement 4,754 cm_, bore 85.5 mm, stroke 69 mm, max. power 620 hp / 456 kW at 6,000 rpm, max. torque 700 Nm at 4,900 rpm, compression-ratio 8.2:1, max. boost 0.72 bar. Albrex engine tuning with two Garrett turbochargers and Albrex intercooler, Albrex hihg performance exhaust system with three-way catalytic converters, Albrex injection and ignition with ECU.

Transmission: Reinforced five-speed manual gearbox and reinforced clutch, rear-wheel drive.

Chassis: independent suspension fronr and rear with Albrex sport anti-rollbar on the rear axle. Three-piece light alloy wheels, 9Jx18 front with 225/35 ZR 18 tires. 13Jx18 rear with 335/30 ZR 18 tires. Albrex high performance brake system with four-circuit ABS system and vented 360 millimeter discs and six-pot calipers front and vented 350 millimeter discs and four-pot callipers rear.

Performances: 0 - 100 km/h in 4.0 s V/max: about 300 km/h

Conversion price: from about 100,000 Euros

Manufacturer: Conrad Gruber Albrex Hochleistungsmotorentechnologie, Thierbach 236, A-6311 Wildschönau, Austria, Tel: +43 / (0) 53 39 / 86 94, Telefax: +43 / (0) 53 39 / 86 87, Internet: www.albrex.com

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