anderson

The mechanic that has worked on my car for the past 11 years is on me to upgrade to an MSD ignition system. Currently, some of the plugs are gas-fouled, the engine is backfiring when coasting under very light throttle, and performance is down. The existing system is marginal, at best. While I hate to lose the orignality and put up with the expense, I am now tempted to switch to the MSD ignition, keeping with the points. I know this is not as simple as is often claimed. There are issues as to where to mount the MSD units, problems with the tachometer, and other things. I am told by MSD that the part numbers needed are: 6420 with the rev limiter 6200 without 8207 coil 8910 tach converter (if needed) My mechanic just installed an MSD 6AL unit in an early turbo Porsche with great resutls. I just do not want to get part way into switching and have a bunch of surprises pop up and have an expensive mess on my hands. MSD acts like "no problem" but I am hoping for some very detailed feedback from someone who has done this with an early Countach. My car has the LP400 motor -- 45DCOEs, 10.5 to 1 compression, no emission equipment, etc., etc. The car has 2 coils, 2 distributors, 2 sets of points in each, etc. Good, detailed tips would be very greatly appreciated -- including those that want to make a case to leave the existing system in place! What to do and what not to do. Be as specific as possible. THANK YOU. David Anderson Colorado (SN 112.1094)

I started to say Acapulco Blu, but it seems a little too light. I think I can see some purple hue -- that would support the notion that it is Acapulco Blu. Still it seems a little light, however, if you used a strobe or flash when taking the photos, that might explain it. I have tried hard to nail down the exact color of the so-called Acapulco Blu -- even with Valentino Balboni's help -- I still cannot say for certain what this original color was. I had a local paint specialist mix up a small batch from the PPG code and spray it on a 2ft by 2 ft panel from the hood of a Hondo. Even it looked a little light to me. Lamborghini painted a few Jalpas in this color. At least one of them shows well on the Lamborghini Registry. It is a dark metallic blue and looks black in some lighting. Sorry I can't be sure -- I tend to think your paint is not quite Acapulco Blu. David

Actually, the registry seems roughly OK to me, however, the split between the S1 and S2 models will always be a bit arbitrary. Glen's registry for the S1 cars stops with 112.1112 and this car and the preceeding two cars (112.1106 -- a 1980 car, and 112.1102 -- a 1979 car) clearly have the later aluminum wheels. SO, if one makes the split based on the wheels, the S1 line would stop after 112.1100. However, at least one owner ordered his S2 with the early magnesium wheels; still a split based on the wheels is somewhat reasonable. I think a split at about 112.1100 makes some sense for an additional reason. Essentially 150 LP400 cars were made and little variation was seen in this run. It seems likely that (about) 50 LP400S cars were scheduled, ending with about 112.1100 in very late 1979 and this run might now called S1 cars. By very early 1980 the factory continued to be in horrid financial shape and making cars as they could. They went to the less expensive wheels and gradually began making a wide number of changes until the 5000S cars were started in March/April 1982. These more variable cars might be now called S2. Many changes were made during the very early 1980 to March/April 1982 when the new model (LP5000S) was started. Substantial heterogeneity was seen in cars produced after about January, 1980 -- wings with and without side plates, aluminum wheels, body raised on the space frame, increased head room by adding more room above the sills, smaller carbs, less wild cams, different gauges, etc., etc. While it is less that satisfactory, it would seem that these cars can be called S2 models. Any given car might be at one end of the spectrum and this is relatively unrelated to its serial number! Many cars were detuned, by the factory or others, to make the car more practical and meet emission standards. These changes seem to have affected cars made after about early 1980. Most magazines of the day had S2 cars for testing, perhaps because so few (about 50) of the early cars were produced and available. Most of the S2 cars were detuned at bit in one way or the other, by the factory or others. Further blurring the split between what we are now trying to call S1 vs. S2 is that parts were sometimes used until the (small) supply was depleted. Jaguar faced the same issues in 1964 when the began to switch from the 3.8 L to the 4.2 L motor, change the console, upgrade the transmission, redesign the seats, etc., etc. Parts were used up and then the new part was fitted. All the while, the factory made no official distinction and there was never a clear split -- instead a gradual evolution. Similar changes were seen during the 1967 models. It would be important to know if 112.1102, 112.1106, and 112.1112 had the 45DCOE carbs and other features of the early cars, or if they tended to have more of the features we are calling S2 cars. Valentino Balboni told me in September, 2004 that the factory records for the whole LP400S line were destroyed in a fire at the factory. The records were stored in a space above the dyno rooms and were burned. Thus, getting original information on these issues from the factory is unlikely. Further complicating the issue is that many cars have had multiple owners and some owners have made changes over the years. Thus, unless a one owner car is available, it is difficult to determine its specification upon leaving the factory. At any rate, I am not sure we are in a position to make a clear split between the S1 and S2 models. We all may want to move slowly until the matter is better understood. It seems useful to begin compiling additional data on (especially) the 1980 cars. I encourage a friendly dialog on these matters. Feel free to disagree with my perspective and provide information for further understanding. There are many people with deep expertise in the general issue, they need to step up and be heard. Still, in the end there is no simple resolution as the factory itself had no intention of two distinct models -- S1 and S2 for the LP400S line! Anderson

I Recently posted a web site detailing many aspects of our 79 LP400S Countach. Downloading this site took a long time unless one had a high speed connection. Thus, modifications have been made to allow the site to be loaded one piece and a time. This makes everything very much faster. The URL is -- http://www.warnercnr.colostate.edu/~anders...son/MainECC.htm Comments welcomed. David Anderson [email protected]

I am looking for a supplier of the flexible ducting hose that runs from the front spoiler to the brake rotors on a 1970 LP400S. Inside diameter is about 70mm. It must be quite flexible and strong. Any suggestions would be appreicated. Thanks David Anderson

I have nearly finished a web site of our 1979 LP400S Countach, SN 112.1094. It is intended to be informative as well as interesting. Some material is just for fun and other parts boarder on bragging. I have included many photos, some history, and lots of detailed explanation for the hopeless Lamborghini enthusiast. I added two photos of the factory in May, 1982 showing the assemply line and several other interesting shots. If you are interested (and have a half an hour), go to http://www.warnercnr.colostate.edu/~anders...rson/ECCnew.htm Comments are welcome. David Anderson

There are some photos and history of our car at http://www.warnercnr.colostate.edu/~anderson/ecc.html but I hope to make a major update to this site by the end of January. Sorry, the car is not for sale! Thanks, David Anderson

I took the 4 measurements today on my 1979 LP400S Countach, finished in September, 1979. This is a low body Series 1 car, magnesium wheels, no wing, 45 DCOE carbs, 375 hp at 8,000 rpm, Jaeger instruments. SN 112.1094. I used a cloth tailer's measuring tape and followed the directions given on the recent LAMBO-POWER posts, with the 10 photos. The results: #1 47.25 inches, the distance from the very bottom of the sill to the top of the door #2 36.0 inches, the distance from the bottom to the top of the door #3 28.5 inches, the distance from the seat to the roof #4 28.0 inches, the width of the bottom of the door. I hope that someone will put these all the measurements from various cars into a spread sheet and make available to everyoone. Results ought to be interesting! Thanks. David Anderson Colorado

I took the 4 measurements today on my 1979 LP400S Countach, finished in September, 1979. This is a low body Series 1 car, magnesium wheels, no wing, 45 DCOE carbs, 375 hp at 8,000 rpm, Jaeger instruments. SN 112.1094. I used a cloth tailer's measuring tape and followed the directions given on the recent LAMBO-POWER posts, with the 10 photos. The results: #1 47.25 inches, the distance from the very bottom of the sill to the top of the door #2 36.0 inches, the distance from the bottom to the top of the door #3 28.5 inches, the distance from the seat to the roof #4 28.0 inches, the width of the bottom of the door. I hope that someone will put these all the measurements from various cars into a spread sheet and make available to everyoone. Results ought to be interesting! Thanks. David Anderson Colorado David

Tonight I scanned the current market values of the LP400 and LP400S cars on www.lambo.cars. This site suggests that the 1975 LP400 has a current market price of $40,800 to $78,300. These seem low by perhaps $80,000. The current market value for a 1979 LP400S is only slightly more realistic, $39,900 to $64,300. My records would suggest a range of $65,000 to about $115,000. Going lower would buy only a junker in need of very serious work. What am I missing here? I would appreciate some general comments as well as some recent specifics. Thank you. Anderson Colorado

The this outfit for manuals. They show an engine manual and a parts manual for the 5000S cars. http://www.mercianmanuals.co.uk/ I bought an engine manual for my LP400S and it has been a huge help. Anderson Colorado

I have bought Baldwin oil filters for our 1979 LP400S (SN 112.1094) for the past 10 years. The part number is BF P162. I bought a pair earlier this year -- total cost with tax for the two was $13.84. I never had to order these, they always have some on the self or one-day delivery out of Denver. Anderson

I am planning to recondition and repaint the front sections of my 1979 LP400S Countach. I am looking for information on the parklight surrounds (cornice); how to removal and replace. My "parts book" shows these to be # 7017013 (in 2 pieces). While the light fixtures are out, I plan to clean them and replace the bulbs. The park lights are sealed into the fender and appear difficult to remove. This raises questions about how they are to be replaced. I would appreciate tips from anyone that has done this. Thank you. Anderson Colorado

I am in the early stages of planning to repaint my 1979 LP400S Countach back to its original color (Blu Acapulco). I would have it done professionally and I have talked with two different restoration shops in the Colorado/Wyoming area. I am looking for advice from people that have recently had their car repainted. I have the correct PPG paint code and have had some applied to a 2x2 ft piece of metal to see the color in different lights and different angle. I need some "dos" and "don'ts" and general tips. How are the flares attached? How do the parking light surrounds come off? How should the window frames to handled? What is the exact factory color for the various scopes and vents? Any help would be appreciated. Thank you. anderson