How To Drive Lamborghini Gallardo – Hugging the outside wall of Las Vegas Bank Speedway at 130 miles per hour, we thought, “This streak looks perfect.”
Yes. We’re coming up on the brake cones that prepare us for the slow second gear 170-degree left turn that takes us to the 2009 Lamborghini Gallardo LP560-4 drive off-road class, and are you paying attention?
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Cool. But if the new Gallardo had been that calm, collected and composed at that speed, we wouldn’t have noticed it – at least not then. Indeed, we started hearing wind noise at 120 mph. This is a triple digit speed car.
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Lamborghinis are always rare, fast and exciting. But they weren’t always good cars. The new Gallardo LP560-4 – and to a large extent the predecessor of the Gallardo without abbreviations –
Great car, but cut it any way you want. Well-built, well-equipped and generally reliable, the Gallardo is truly a daily-drive car.
The Gallardo was given a complete facelift for 2009. It has more power, a better interior and a more integrated design. It also has a new suffix – LP560-4 – to reflect the engine layout (
The longitudinally mounted engine sits behind the driver), power output (560 hp, equivalent to 552 horse power) and number of wheels (four).
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The styling of the new car is more aggressive and more stylish than before. The front gets a bit more chin with a revised, wider cooling intake. The headlights are shorter and don’t cover most of the front fenders. Parent company Audi’s signature LED daytime running lights in a Y-shape, perhaps to be connected to the taillights, can now be found with the Murciélago in a star-shaped beam design.
The body sides and tailgate have also been trimmed and filled, with single slits replacing the original Gallardo’s dozen of gills. The slim taillights no longer wrap around the deck and now sit on a wide grille strip that visually widens the rear for that distinctive look. Taking a page from Ferrari’s time-honored handbook, Lambo fitted the template with a new Plexiglas “window” to reveal the slender passengers underneath.
The one under the window is definitely not the same as before. The Gallardo’s naturally aspirated V-10 has been bored to 5.2 liters (up from 5.0) and is equipped with a direct injection system that gives it a nosebleed high compression ratio of 12.5:1, which boosts output to 552. Horsepower at 8000 rpm (up from 512) and 398 pound-feet of torque (up from 376). Lamborghini emphasizes that this isn’t the same V-10 found in certain Audi models (like the RS6 wagon), saying it has a unique block and head as well as its own direct injection system developed in conjunction with Bosch.
The first turn of the key (Lamborghini has yet to adopt the starter button) floods the cabin with a crisp and clear engine note. And the Lambo, unlike the Audi R8, where the LP560-4 shares many structural components but lacks any powertrain components.
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Pull the right e-gear “paddle” (actually like a hook attached to the steering column) and after a split-second clutch engagement, the LP560-4 surges forward. Gallardo was never rude, but he still isn’t. But there are some serious things-
Then the power behind the right pedal, and the more you get into it, the more controlled and enjoyable the speed returns. Within a few feet, we know one thing for sure: this a
For 2009, Lamborghini continues to offer a launch mode (Lambo calls it a “push” mode) that matches the throttle and clutch characteristics nicely for maximum acceleration. It’s simple here: (1) engage first gear, (2) select Corsa mode for the transmission, (3) disengage the traction control with the dash button, (4) mash the throttle and brake until it reads about five, and (5) release the brake pedal.
Nothing happens for a nanosecond as the transmission works, but the coupe rockets like TNT exploding 10 feet from the car’s rear bumper. Party? Well, sort of. Despite our best speed method, it seems to hurt the car. So we only do it once—okay, twice—for fear of spending the rest of our time with Lambo in intense home mode. A street start, however, is another story. After slowly rolling into the Vegas intersection, we just wait; We will break
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In a straight line for a second – and then simply roll forward, squealing and squealing like schoolboys who stole the keys to Dad’s Lamborghini. This does not seem to affect the car. But we know we’re going straight to hell.
For what it’s worth, Lamborghini claims the LP560-4 can sprint from 0 to 62 mph in 3.7 seconds, which is quick. But we’ve driven several 3.7 cars, and the LP560-4 feels very quick. The last Gallardo Superleggera we tested was smaller than the LP560-4 and could hit 60 in 3.5 seconds. And that was with 40 less horsepower and 22 pound-feet less torque. We can’t wait to strap on our test strap on the LP560-4 and see how well they live up to Lambo’s claims. Top speed is correct at 202 mph, up from 196.
We’ve praised the Gallardo in the past for its straight-line speed and impressive sounds, but criticized it as being a bit too clean and heavy and not much fun on the track. Lambo seems to have gotten the memo by making modifications to the chassis in some way to improve borderline handling. Many parts of the suspension have been redesigned and simplified, and the electronic gear transmission now has five selectable modes, the most powerful of which is Corsa, which is said to reduce shift times by 40 percent.
After our track experience where we did the infield of the track at least 20 times and half the bank, we can tell you that the Corsa mode works, but the shifts are quite brutal. So we’d say the mode is only suitable for 10/10 driving. Any less, and Sport mode is a much better deal – still fast, but not neck-breaking. Both modes automatically increase the thresholds of the stability control and the automatic mode is very comfortable and suitable when transporting a passenger with a weak stomach.
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Of course, we spent most of our track time in Corsa mode, which allowed the VT (Viscous Traction) all-wheel drive system to do its 30/70 torque split work and let the LP560-4 slide around with some light fun. Before consolidating. The steering is quick, light and precise, with good feedback through the Alcantara-covered wheel. The Gallardo’s porky feel is slightly altered, and the body roll, if any, is almost unrecognizable.
All LP560-4s available at launch had optional carbon ceramic brakes, which showed no signs of wearing off even after the cars were driven non-stop on the track for three hours. They feel better adjusted than before, they look less busy. However, they’re still far from super-smooth, especially with the transmission in Sport or Corsa mode, which automatically (and occasionally suddenly) downshifts when decelerating, leading to unexpected stops in city driving. Oh, and the brakes still add $15,600 to the price, which is now $203,000, including the emissions penalty and freight charge.
Gallardos have always been a fun and interesting proposition, at least in their own right, and outside of their talented but still very capable competitors. But the 2009 LP560-4, which will debut here this summer, makes a strong case for itself, even among the formidable competition. The refreshed interior is a nice step forward in refinement, with a classier secondary switch and Audi-level fit and finish. Although there’s a decent shelf behind the seats to hold a backpack or gym bag, the Lambo still suffers from terrible rear visibility, windshield glare and a lack of interior storage space. But now it even comes with a cup holder.
In short, the Gallardo is all grown up, just as strong and sophisticated as the Audi R8, louder and faster. And while it’s not as raw as the Porsche GT2 or the Mercedes-Benz CLK63 AMG Black Series, there’s no big void in the back with the seats set low enough to turn things solid-core. This Gallardo is tough enough.
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Is it as good as its main rival, the Ferrari F430? Well, if not, it’s closer than ever to matching the legend.
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