1981 Lamborghini Countach LP400S Coupé
Registration no. NST 332Y
Chassis no. 1121192
Engine no. 1121192
•Ground-breaking supercar in its improved LP400S form
•Delivered new in Italy
•UK-registered since December 1988
•Two UK owners
•Present ownership since June 1989
•Kept garaged and used sparingly
Footnotes:
'Developed by Walter Wolf and Gianpaolo Dallara, the LP400S was the car that the Countach should have been all along; it finally had the chassis to cope properly with the available power.' – Richard Dredge, Lamborghini Miura, Countach, Diablo, Murciélago.

The legendary Miura was always going to be a hard act to follow, so the extent to which its successor eclipsed the greatest of 1960s supercars came as something of a shock to all. The sensation of the 1971 Geneva Salon, the Countach was styled, like its predecessor, by Carrozzeria Bertone's Marcello Gandini. Looking aggressive from every angle, the Countach was nothing less than spectacular, suggesting it had been conceived on another planet. As Motor magazine observed: 'few people gazing at the original Bertone Countach at Geneva in 1971 could have regarded it as anything but a 'show' car. There were those fold-up doors for a start and the space-age cockpit with its abysmal rear visibility not to mention the strange engine/transmission configuration.' Happily, Lamborghini disregarded criticism of the car's supposed lack of practicality, and the Countach entered production changed in detail only. As it happened, the production version would not be seen for another two years, with deliveries commencing in 1974.

The running gear was largely carried over from the Miura, although it had been recognised that the latter's shortcomings in terms of handling and stability would not be tolerable in the Countach. At the same time, cabin heat and noise had to be reduced, and a more user-friendly gear change devised. The Miura's four-cam V12 was retained for the Countach, though this time installed longitudinally and equipped with side-draught Weber carburettors. To achieve optimum weight distribution, designer Paolo Stanzani placed the five-speed gearbox ahead of the engine between the seats, and the differential - driven by a shaft passing through the sump - at the rear. The result was a delightful gear change and a better-balanced car than the Miura.

When production began in 1974, the Countach sported an improved spaceframe chassis, replacing the prototype's rather untidy semi-monocoque, while the bodywork was made of aluminium. One of the Countach's most striking features was the doors, which opened vertically and were supported by hydraulic struts, pivoting at their most forward point. The production Countach came with the standard 4.0-litre - instead of the prototype's 5.0-litre - engine. Even with the smaller engine producing 'only' 375bhp, the aerodynamically efficient Countach could attain 170mph (274km/h) and, naturally, came with racetrack roadholding to match. Designated 'LP400' by the factory (LP = Longitudinale Posteriore, describing the engine placement), the first Countach is commonly known as the 'periscopio', after its central periscope, faired into the roof, which provided rearward vision.

'But for sheer outlandish eye appeal, and track-car capability that's translatable for the road, there is simply no better car. It's hard, also, to imagine a better one coming along,' opined Car magazine. But come along one did, in the shape of the LP400S, which featured extensive alterations to the chassis and suspension to exploit the characteristics of Pirelli's newly introduced P7 tyre. A ground-breaking low-profile design, the P7 afforded hitherto unimaginable levels of grip; the associated chassis changes transformed the Countach: 'It corners at 180mph: we know, we've tried it,' declared Car. The LP400S was built between 1978 and 1982, by which time 237 had been made.

A ground-breaking design that set new standards for aspiring supercar manufacturers, the Lamborghini Countach is one of the most iconic sports cars of the 20th Century, and all the more enjoyable in its up-rated LP400S form.

This stunning example of the revolutionary Countach in its much improved LP400S form was consigned to Achilli Motors in Milan, Italy on 27th June 1980, having been originally ordered with Bleu Acapulco paintwork and a Senape (mustard) interior (see below). The Countach later made its way to the USA where it was owned in California by Mr Robert E Blythe, whose letter on file states that he sold the car to Merlin Olsen Porsche in Sherman, California at approximately 3,000 kilometres (see below).

The Countach was first registered in the UK on 21st December 1988. The current vendor purchased the Lamborghini in June 1989 from its first UK owner (Mr Brian James Smallthwaite) and registered it in the name of his company. At that time the car was registered 'DCM 688X' (see hand-written note on file regarding registration changes for insurance purposes). Additional documentation includes sundry bills and a few old tax discs and expired MoTs. The MoT certificate issued on 21st December 1988, soon after the car's arrival in the UK, records the 'mileage' as 32,208. However, the latter figure may be a typo, and it should be noted that there is paperwork on file concerning a speedometer change. The current odometer reading is 6,034 kilometres. It is understood that the vendor's in-house mechanic looked after the Countach, which has been kept garaged in the company of other modern classics. In August of this year (2022) the Countach successfully passed the MoT test.

Marque specialist Iain Tyrrell inspected this Countach in November 2022 and Bonhams would like to thank him for preparing the accompanying condition report, a summary of which is as follows:

Much of the original factory Blu Acapulco paint finish is still evident. The lower sections of bodywork (wheelarch extensions, sills and front air dam) have been painted in an Acapulco Blue shaded 'stonechip' sometime during the vendor's ownership. As can be seen from the photograph outside my workshop before his ownership in 1989, the paintwork was still all original then. The car shows no evidence of crash trauma/repair, with consistently smooth panels and factory panel gaps. The sections of original paintwork are in what could mostly be described as 'good' condition, with some sinking and blemishes noted. Some detailing work could be undertaken to these sections to restore them to a presentable standard, which would make for a very unusual example, with largely original paint. The visible sections of the chassis are in excellent structural condition but do need preparation to remove light surface rust and repainting. There is a split in the L/H/R glassfibre wheelarch extension.

The suspension is complete and solid, but various Rose joints have slight play. Various parts of the suspension have been painted in the past. There is no evidence of damage or trauma. The brake callipers have had restorative work done, including being repainted in non-original finishes. The brake pedal feels consistent with serviceable Countach brakes. The flexi-hoses have been changed in the recent past. The fluid boiling point is 190°C, which indicates recent changing. Front tyres are from 2006 (cracking in places), rears from 2001.

The engine is in good order, with good oil pressure and acceptable cylinder leak-down readings (list available). It is very likely that a proper service and tune-up will lower these readings still further. The engine has a clattering noise at idle; this is most likely timing chains requiring adjustment. Cosmetically, the engine compartment is consistent with a genuine and original low-mileage car, but needing cosmetic restoration.

The interior is in highly exceptional condition throughout, and is consistent with very low mileage and use. Some of the protective polythene is still in place, as it was when I worked on and drove the car in 1989. The build sheet states that the interior was 'Senape', or Mustard. However, due to the interior being grey in 1989 and the leather being, on recent inspection still wholly as per factory, I conclude that the interior colour order was changed during production, and the car was indeed supplied new with the still-extant grey leather interior. All fittings are present and correct, but it is noted that controls such as heater/ventilation, lights, fans, etc are not as free to operate as usual and require attention as part of re-commissioning. Gas support struts for various opening body sections are weak. The driver's door aperture seal is split.

Headlamp reflective backing has gone dull and the chrome surrounds are beginning to corrode. The O/S/F repeater is hanging out. Wipers are original but smearing the windscreen. Cooling fans run continually with the ignition on.

The first time I worked on this car was in 1989, just before the vendor bought it. At the time, it was Blu Acapulco with grey leather, and in concours condition. The odometer showed approximately 4,000 kilometres, which was entirely believable. The car was largely stored during the vendor's ownership, with very limited use. The extraordinarily low mileage that the car has covered (speedometer change or not) is entirely believable, and the car is still largely very 'honest'. Tools and original factory-supplied gloves are still evident. A sympathetic restoration/re-commissioning, while observing and keeping some original elements, would fully realise the potential that this car has.
Lot to be sold without reserve.Salesroom Notice:
This lot is subject to an adjusted Buyer's Premium. This lot is subject to a Buyer's Premium rate of 15% on the first £500K and 12% thereafter.

Bonhams have acquired an independent report for this vehicle.




To view this report, please follow the link below:


https://we.tl/t-Bh3jZZL2S7




For further information, please contact:




Sholto Gilbertson


sholto.gilbertson@bonhams.com