1968 Lamborghini Miura P400
Coachwork by Carrozzeria Bertone
Chassis no. 3769
Engine no. 2448

"But step back for a minute and work out what makes the Miura so special. In 1966 there was nothing like it. Only racing cars and the obscure little French Bonnet/Matra Djet had mid-mounted engines. Ferrari's road-going mainstay was the traditional front-engined 275 GTB. So when tractor magnate Ferruccio Lamborghini stole the attention of the Geneva Salon crowd with the Miura, people were shocked as much by its audacious mechanical layout as they were by its era-defining and stunningly gorgeous styling." – Classic Cars, July 2004.

Ferruccio Lamborghini's bold challenge to Ferrari had begun in 1964 with the 350GT but it was the arrival of the Miura - arguably the founder of the supercar class - that established Lamborghini as a major manufacturer of luxury sporting cars. Prior to the model's official debut at the 1966 Geneva Salon, Lamborghini cars were respected for their impressive mechanical specifications but they somehow lacked a distinctive persona. All this changed with the arrival of the Miura, named after Don Eduardo Miura, a famous breeder of fighting bulls. The Miura project first surfaced as a rolling chassis displayed at the 1965 Turin Motor Show but was not expected to become a production reality. Nevertheless, by the time of the Geneva Salon the following year, the first completed car was ready for unveiling to an awe-struck press and public.

Writing in his book, Lamborghini (1985), Jean-Marc Sorel had this to say about the Miura's significance: "Thanks to the Miura, Lamborghini made a breakthrough unsurpassed in automotive annals, even reaching the point of worrying Ferrari and Maserati on their own territory, its two powerful neighbours..."

The car's technical specification was breathtaking in its sophistication and complexity. Designed by Gianpaolo Dallara, the Miura carried its transversely mounted engine amidships in a box-section platform chassis, the latter clothed in stunning coupé coachwork styled by Bertone's Marcello Gandini. Like the contemporary 400GT, the Miura used the 4.0-litre version of Lamborghini's Giotto Bizzarrini-designed four-cam V12. With 350bhp available, the Miura was capable of shattering performance, a top speed of 180mph (290km/h) being claimed. Production examples were independently tested at more than 170mph, confirming that the Miura was the world's fastest production car. Perhaps surprisingly, Lamborghini's assessment of demand for its new baby would prove to be way out: instead of the 20 sales expected for the first year of production (1967), they ended up delivering 108 cars.

Early in 1968, after the 125th car had been completed, the steel used in the chassis was increased from 0.9 to 1mm in thickness, while from April that year customers could specify a leather interior. They also had a wide choice of eyeball-popping exterior colours that would be unthinkable on a Ferrari, Maserati or – heaven forbid – an Aston Martin. It all helped to cement the Miura's reputation as the brash new kid on the block.

Initial development had concentrated on chassis strengthening, these improvements being consolidated in the more powerful Miura 'S', for spinto (tuned), introduced in 1968. Production of the original P400 effectively ended when the successor 'S' version was introduced, by which time a little over 470 of these wonderful cars had been produced.

The process of making the Miura faster yet more durable reached its zenith in 1971 with the arrival of the 'SV', for spinto veloce. Apart from the deletion of its distinctive 'eyelash' headlight embellishments and changes to the rear lights, the body remained largely unaltered apart from slightly flared wheelarches shrouding wider tyres. In addition there were cosmetic changes to the interior and a more powerful (around 390bhp) engine to offset the increased weight and rolling resistance, but the main gain was a significant improvement in build quality. There were also major revisions to the front and rear suspension arrangements to improve the handling and accommodate the new 9" Campagnolo wheels. Part way through 1971 a 'split sump' lubrication system was phased in, which used separate reservoirs for the engine and transmission oil. This was necessitated by the final cars' ZF limited-slip differential, which could not share the engine's oil, and brought with it the additional benefit of increase component life and less frequent rebuilds.

The Miura SV was the world's fastest production car when introduced but its arrival coincided with the Countach successor model's announcement. Although the latter was still years from actual production, demand for the Miura slackened inevitably and only 150 SVs had been made when production ceased at the end of 1972. There was also, briefly, a solitary competition version. Brainchild of Lamborghini development engineer Bob Wallace, the latter, known as the 'Jota', featured bodywork crafted in aerospace light alloy, Plexiglas side windows, racing suspension, Campagnolo magnesium wheels and an engine tuned to produce 440bhp. Sadly, this car, chassis number '5084', was destroyed in an accident in 1972.

The Miura we offer was completed in October 1968 as a late P400 with reinforced chassis, and was delivered new to Italy. Its original colour scheme was Bleu Miura (blue) with Gobi (beige) interior, the same as it is today. The Miura's early history is not recorded but at some point it made its way across the Atlantic. By 1985 the car was in the USA in the care of Mr Allen Lawrence Klopp in Pennsylvania. An engineer by training, Mr Klopp carried out a great deal of work on the car during his ownership (1985-2006) and there are copies of extensive invoices for work and servicing carried out during his long custodianship. '3769' remains largely original having undergone only a partial restoration carried out from 1985-1987. While in Mr Klopp's care the Miura averaged around 1,000 miles per year. In May 2005 Mr Klopp sold the car to the current vendor, in whose major private collection where it has been displayed ever since. Re-commissioning will be required before this gorgeous Miura returns to the road following a lengthy period of static display. Invoices on file suggest that the car has only travelled 843 miles in the last 18 years. Accompanying documentation consists of copies of the 2005 bill of sale and Commonwealth of Pennsylvania Certificate of Title in Mr Klopp's name.

Please note that if this vehicle remains within Belgium the reduced rate of Import VAT at 6% will be charged on the hammer price. Please note that if you purchase as an EU Company, the VAT amount will be calculated based on your registered country's rate. Import rates to other EU Countries may vary and an administration fee will be charged to prepare the necessary customs clearances with the Bonhams Customs Agents. If you have any questions regarding customs clearance, please contact the Bonhams Motorcar Department or our recommended shippers.