Lamborghini Countach Evolution 1987

This is probably the strangest looking Countach ever, it looks as if it left the factory before it got painted or upholstered, this is the Evoluzione, a mobile test-bed for new ideas.
The Evoluzione was designed and built in 1987 under the direction of Horacio Pagani, by the newly-formed 'Composites Department', they decided to change the steel space-frame of the original Countach to a chassis/body built using composite materials.
The cockpit, including the floor and roof panels, the central transmission tunnel, the door sills and the front and rear bulkheads were all made in one piece using aluminum honeycomb sandwiched with Kevlar and carbon fiber bonded together.

Various body parts were also changed to composite ones, the front lid, the engine cover and boot lid, the front spoiler, which used a simpler design and was a little lower than the original Countach and the whee larches, which were now connected through sills with air-cooling vents for the rear brakes. These sills would later be used on the Anniversario in a slightly altered design, the wings and the doors remained aluminum. Thanks to the extensive use of light-weight composites, the total weight of the Evoluzione was only 980 Kg, or about 500 Kg less than the Countach QV5000S, this and a minor tuning of the engine, now with 490 Bhp, made the Evoluzione reach a top speed of 330 Km/h. at the Nardo test track. This engine was 'blue-printed' and still used the same transmission, but with a modified gate to allow a shorter throw between the gears.

The car was never painted and the riveting of the body parts remained visible when you opened the door, even the carbon fiber and Kevlar kept their natural finish. On the inside the same rough appearance was evident, only two seats and a small carbon-fiber dashboard were used, with a tachometer, water temperature, fuel level and oil pressure gauges. A few pieces of carpet were used to mask the many colored wires which used to be connected to various test and recording equipments, no air-conditioning, no headlights, no horn and not even a wiper were installed.

The wheels remained, but got carbon-fiber disc covers, these didn't allow enough cooling for the brakes and were later removed. Various new ideas were installed on the Evoluzione before it was crash tested; an electronically controlled damping system with variable ride height, an ABS braking system and a four-wheel drive with variable torque split were installed. Even a fully retractable wiper system was installed on it, various parts and even some of these latter designs were later used on the Anniversario and the Diablo VT.

But production of a composite based Countach was too expensive, and in case of an accident the complete shell would have to be replaced most likely due to lack of crush-able front and rear subframes, therefore the Evoluzione performed a last test : the crash barrier test, which revealed valuable information on the impact resistance of this kind of chassis structure.

Porsche Carrera GT 2003-2006

Here’s the bare carbon chassis. Most people assume the chassis was built by Porsche but in fact it was built by an Italian company called ATR Composites Group which specializes in composite parts.

The V10 engine on the other hand was all Porsche. The development of the Carrera GT can be traced back to the 911 GT1 and LMP1-98 racing cars. Due in part to the FIA and ACO rule changes in 1998, both designs had ended. Porsche at the time had planned on a new Le Mans prototype for 1999. The car was initially intended to use a turbocharged flat-6, but was later redesigned to use a new V10 engine, pushing the project back to planned completion in 2000. The V10 was a unit secretly built by Porsche for the Footwork Formula One team in 1992, but later shelved. The engine was resurrected for the Le Mans prototype and increased in size to 5.7 liters. Unfortunately the project was canceled after two days of testing for the first car, in mid-1999, mostly due to Porsche's wish to build the Cayenne SUV with involvement from Volkswagen and Audi, thus requiring engineering expertise to be pulled from the motorsports division. It was also speculated that VW-Audi chairman Ferdinand Piëch wanted Audi's new Le Mans Prototype, the Audi R8 not to face competition from Porsche in 2004.