Chassis No. 4854 Engine No. 30647 The 21st of May 1966 was the evening before the start of the Monaco Grand Prix. Jim Clark, John Surtees, and Jackie Stewart had secured positions one, two, and three on the grid for the race the next day and the world's well-heeled and well-connected were congregating at parties around the principality, including the famous Casino Square. Lamborghini's now-legendary development engineer and test driver Bob Wallace had since driven a prototype Miura all the way from Sant'Agata to Monaco, making its presence well known around the Monegasque streets and parking it directly in front of the Casino. For Ferrucio Lamborghini, who never entertained a factory racing program and whose fabled marque was born in part out of a rivalry with Enzo Ferrari, this was quite the statement, in full view no less of a very qualified buying audience. The reaction was extraordinary. The Miura had only been introduced a short while earlier at the Geneva Auto Salon, and here it was, the world's first true supercar, dropping the jaws of the tuxedoed jetset in attendance. Its design was stunning, low, menacing yet remarkably beautiful and its engineering was atypical to say the least—a transversely mounted V-12 displacing four liters, fed by four Weber carburetors, and it was mounted amidships, the way most true supercars have been configured since that time. It was a tour de force to say the least, with a chassis engineered by Giampaolo Dallara and Paolo Stanzani, a body built by Bertone in Turin, and a design by a young Marcello Gandini, whose stellar career requires no introduction. With a Raging Bull on its hood and a name that paid homage to Don Eduardo Miura, breeder of legendary fighting bulls, the Miura produced an appropriately aggressive yet elegant exhaust note, in contrast to its competitors in Maranello and it heralded the arrival of Lamborghini's bombshell design that set the course for decades of model evolution. The first series of Miura are known as P400, followed in evolution by the P400 S and finally, the “SV.” While the fundamental formula remained unchanged with a mid-mounted 3.9-liter all-alloy V12 with five-speed transaxle, the SV benefited from years of iterative changes and very notably, an increase in horsepower to 385 horsepower, 15 more than its predecessor, with adjusted cam timing and Weber carburetion. Design-wise, the model is immediately recognizable for its lack of “eyelashes” on the headlights and the aggressively voluptuous rear fenders that were widened to accommodate the larger wheel and tire package. According to Simon Kidston’s seminal tome on the Lamborghini Miura, a mere seven of the 150 SVs built were finished from the factory in Arancio Miura (Miura Orange), making 4854 an extraordinarily rare occurrence. So, too, is the fact that this particular Miura was built to desirable European specification, devoid of side repeaters or other U.S.-specific safety equipment. Following its completion on 30 July 1971, the car was first delivered on 10 September to Hubert Hahne, an agent for Lamborghini in Germany and also a racing driver of some renown. His remarkable career included five Grand Prix starts, extensive touring car racing accomplishments, and rather amazingly, a record-setting sub-10-minute lap at the Nürburgring. One of the first 25 cars built, chassis 4854 had such interesting features as no ears on the wheel spinners and the bodywork slats featured more rounded edges. Although Bertone’s records evidently indicate the aforementioned Arancio finish, the car was painted over in Luci del Bosco (“Light of the Forest” Green) at the last minute, prior to delivery to its first private owner. The interior in Gobi was complemented with a dark brown Testa di Moro dash and matching Goby carpeting, precisely as we see it today. The car’s provenance includes a known chain of ownership within Germany, first to Braunschweig with owner Albert Schmalbach, then Berlin in 1973 with Peter Plettner, and ultimately Doris Kohlenbach in 1977, of Neuendorf. By the early 1980s, the car was acquired by former racing driver and renowned collector Peter Kaus and the car thereby joined his growing, world-famous Rosso Bianco Museum, in which 4854 kept company with some of the finest sports cars in the world. Aside from the occasional road usage, the car remained on display at Rosso Bianco for about three decades. Toward the end of its tenure in the collection, the car showed about 60,000 kilometers, which were believed to be original. The car was subsequently acquired by Simon Kidston in very original condition having never had a full restoration, which was subsequently carefully commissioned by Mr. Kidston from the very best shops and artisans in the trade. The nut-and-bolt process was carried out between 2014 and 2016 with Carrozzeria Cremonini handling the bodywork, discovering the original orange and subsequent green in the process. The mechanical work was entrusted to Top Motors, another industry-leading outfit employing ex-Lamborghini mechanics. Wiring was handled by Gatti and upholstery work by Bussolari. With total expenses approaching €300,000, the car was sold after restoration to a European client and driven very sparingly, before its acquisition by the current, highly regarded collector. Any Miura SV is a rare motorcar. But an SV such as this, restored to its original and correct specification by the very best craftsmen in Modena, is truly a rare opportunity. The car remains in outstanding condition with known history and all the excitement that Miura ownership affords the enthusiast—breathtaking design in concert with the most exquisite driving experience.