Believed to be one of the most original 400GT 2+2's in existence, with a highly credible c.27,950 miles from new
Sensational unrestored condition finished in Light Metallic Blue over Tobacco leather
One of four cars converted to right-hand drive by Hooper & Co. on behalf of Mitchell & Britten
Recently recommissioned from a 26 year period of dry storage since laid up after purchase by a highly respected collector in 1998 and from an H&H auction
Documented history since 1971 with only one previous keeper recorded with Green continuation logbook; however reputed to have also been owned by the respected engineer Brian Morgan from new.
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Introduced at the March 1966 Geneva Salon alongside the Miura, the Lamborghini 400GT 2+2 was altogether more refined than its mid-engined sibling. Derived from that of its 350GTV and 350GT / 400GT predecessors, the front-engined model's tubular steel chassis was designed by Giampaolo Dallara. Boasting all-round independent coil-over suspension, front / rear anti-roll bars, worm and nut steering and four-wheel disc brakes, it endowed the 400GT 2+2 with class leading dynamics. Remarkably self-assured, its Carrozzeria Touring-sculpted steel bodywork was in marked contrast to the Miura's 'look-at-me' Bertone styling. And while both cars shared the same Giotto Bizzarrini conceived 3929cc 'quad-cam' V12 engine, it was the nominal four-seater that was arguably the more rewarding drive. Though, with a reputed 320bhp and 262lbft on tap road testers still found the heavier machine capable of 0-60mph in 6.6 seconds, 0-100mph in 16.0 seconds and 155mph. True to Ferruccio Lamborghini's original goal of making a car that was not only the performance equal of a Ferrari but its superior in refinement and quality terms, the 400GT 2+2 featured a new five-speed manual gearbox (incorporating baulk-ring synchromesh even on reverse) and differential. Manufactured in-house these transmission components replaced ZF and Salisbury units respectively.
Reviewing the model on April 20th 1967, Autocar judged it to be "better than all the equivalent exotic and home-bred machinery in this glamorous corner of the fast-car market" before concluding that "to achieve this level of performance without noise, fuss, temperament or drama is an achievement; in the time taken for development, it is nothing short of sensational". Perilously close to the Ferrari 275GTB/4 in price terms (£6,444 vs. £6,516), the Lamborghini 400GT 2+2 remained in production until 1968 by which time some 224 are thought to have been made. However, just fourteen of these were reputedly to right-hand drive specification.
Pre-dating the first factory-built, right-hand drive Lamborghini (which was also a 400GT 2+2), chassis 01225 is among a quartet of cars that the marque’s UK concessionaire, Mitchell & Britten, entrusted to Hooper & Co for conversion from left to right-hooker configuration. Indeed, some cite Hooper’s success as an important factor in Lamborghini deciding to follow suit. Initially road registered as ‘SUC 683F’, the Gran Turismo was reputedly supplied new to the renowned engineer, Brian Morgan. Grandson of the man responsible for constructing the Blackpool Tower and father of F1 and Indycar powertrain supplier, Paul Morgan (the ‘Mor’ of Ilmor Engineering), Brian was serving as the Managing Director of Benton & Stone at the time. Quizzed by Motor Sport magazine, alongside Earl Howe and Peter Hampton, regarding the pros and cons of owning an Italian thoroughbred for their March 1968 issue, Morgan’s replies were summarised thus:
“He had been drawn to the Lamborghini because of its sophisticated four-cam V12 engine, which appealed to him as an engineer. He had also heard that Sig. Lamborghini was personally interested in the car manufacturing project, and he knew from experience that in such cases a better product was likely. He has not regretted the choice: the car is used every day for commuting to work in Birmingham and has given no trouble at all. Brian Morgan never keeps a car more than three years, a maxim that was difficult to stick to when it came to selling his Bentley Continental R-type. He had never owned a proper GT car, and the choice of a Lamborghini was made after consulting enthusiasts like Peter Hampton, Denis Jenkinson and “Steady” Barker. What he likes about the car it is absolute lack of fussiness; there are no signs that it ever runs rich, even in the worst traffic jams. This was perhaps what surprised Mr. Morgan so much, for he had fully anticipated the exhilarating performance.
If he had any criticisms of the car, it would be of the standard headlights, which were just not up to the job. After borrowing a whole variety of lights and trying them, the problem has been overcome by fitting main beam Cibié and dipped beam Lucas lamps. He would also rather have a larger boot with the car as a pure two-seater—the rear passenger seats are too small to be used properly to any extent. The car has been serviced once, and this expeditiously by the English concessionaires, Mitchell and Britten”.
True to his word, Brian Morgan is understood to have sold the 400GT 2+2 to Derbyshire-based construction magnate Ivan Davis Esq. during 1971. Re-registered as ‘DFG 9’ and taken off the road some eleven years later, the Lamborghini shared its lodgings with a Ferrari 365GT4 2+2 plus a variety of Rolls-Royces and Bentleys. Purchased by the vendor from the Davis family via our November 1998 Buxton auction, the 400GT 2+2 was found to be in exceptionally original condition.
Although, the earliest service record on file dates from September 1971 at 6,920 miles, the seller is extremely confident that the current odometer reading of 27,950 miles represents the total covered from new. As well as the exceptionally well preserved, ‘time warp’ interior, the Lamborghini pleasingly retains such fragile details as the original FIAMM stickers on its air cleaners. Examination of the transmission tunnel reveals evidence of where the factory had previously located the handbrake lever (Hooper fabricating a neat cover). Conscious that ‘DFG 9’ was original even down to its windscreen glass, the present owner has enjoyed having it on (essentially) static display as part of his impressive collection for the past twenty-six years. Aside from refreshing the tired paintwork via a bare metal respray which revealed no trace of major corrosion or accident damage, he has had the Borrani wire wheels refurbished and some minor brightwork improved. A highly accomplished engineer, including time served at NASA, the vendor has got the fabulous ‘quad cam’ V12 running to his satisfaction in addition to renewing the clutch and master cylinder. Much of the rest of chassis 01225 would be familiar to anyone who helped assemble it at the Sant Agata factory.
Quite possibly the most original, RHD 400GT 2+2 extant, ‘DFG 9’ is worthy of close inspection and a place in another significant collection. An unrepeatable opportunity to acquire a low owner, low mileage, ‘rare as hen’s teeth’ V12 Lamborghini. Need we say more?
