Sometimes life gives you lemons. Today is doled a lime – a $ 251,000 lime (the color is Verde Ithaca, to be precise), which stimulates the optic nerve better than a squirt of sour juice to the cornea. There are expectations to be upheld in the world, and Lamborghini has not let us down with this latest iteration of the Gallardo.
In our Ultimate Test Track, it ranked first in an unexpectedly shaken by the Dodge Viper ACR. Baby Lamborghini is stepping out from the shadows of the larger, yet less able, Murciélago, which shows that it is more than just flashy paint.
The name LP560-4 Harken back through Lamborghini’s 46-year history to a naming that has come and gone over the years. The most notorious of the models, the Countach, was a LP400 or 500, depending on the piece of history, you remember. The Italian initials LP translate to long-range mid-engine. In the past, the number following LP were displaced; the current number is roughly the power of the engine – while “4” represents all-wheel drive. From now on, the LP560-4 will simply be known as the 2009 Gallardo.
The vibrant colors scream, which makes its updated V-10. At a top speed of 168 km / h, while lapping the Auto Club Speedway oval in Southern California, the Gallardo’s singing reverberated like an invitation to King’s entrance. Our test car was built to German specifications, but the 552-horsepower output is said to be almost identical.
Power is supplied from a revised 90-degree naturally aspirated V-10. It does, however, share technology, which is the parent company’s latest Audi RS 6th The changes include an extension of the bar at 2 mm, resulting in an additional 0.2 liters of capacity compared to the previous 5.0-liter. But rather than adding forced induction as the RS 6, engineers are stuck with a large revving naturally aspirated design, based on direct injection, a 12.5:1 compression ratio and a weight-to 8,500-rpm Redline. Half of the fun of driving the new Gallardo is the unleashing of violence in full throttle Redline Blips. The dual exhaust tips emit a bark that require attention, and you look for any pretext to clamp down shift paddle in e.gear system.
Revised e.gear internal include a mechanical switch drum to replace the linear actuators – à la motorcycle transmissions. It speeds the switch process, but also removes the weight and complexity. While lapping the Willow Springs road course, the paddles worked their magic with only short breaks in power supply. The lanky levers extend from the steering column, so they do not rotate with wheels, a good feature when flicking the car around tight corners that require suede-covered steering wheel to be twisted past 180 degrees. Their rapid response feel almost telepathic. Of course, the fantastic rev-matching ability e.gear ‘s microchip brain is impeccable.
There are five drive modes in a e.gear-equipped Gallardo: Auto, Normal, Sport, Corsa and stability control off. Only rarely did I bother with the automatic mode, for it is as unpleasant as all the other single-clutch manu-Matic I’ve never traveled. In normal mode, the movement can be smooth if the driver is aware and does not dabble with the throttle mid-turn. In sports, gear changes are more aggressive, but not for whiplash level of Corsa mode. Corsa not only slams gears 40 percent faster than the last generation e.gear, but also decreases the stability-control restrictions. This gives a 1-2 shift to kick off the tail – oh, what fun!
Of course e.gear have launch control, and with all-wheel drive it is very effective. The system is activated by activating the Corsa mode, debilitating ESP, mashing the brake, flooring the throttle until it peaks at around 5,000 rpm, the selection 1st gear and releasing the brake. When the foot is off the left pedal, the clutch opens at a rate that minimize wheel spin. There is a thunk as weakness in the driveline is taken up and the car lurches out of the hole as Michael Phelps off the blocks. If you’re sitting at a stop light and decide you want to smoke the small car next to you, be warned the driver will hear you coming, as there is an audible exhaust note change when you switch to Corsa setting – a pleasant hum to fierce growl. I found myself enjoying Corsa, and when it is not limited to traffic will automatically select that mode, even when commuting on the highway. There is something about being swaddled in exotic-car beauty and leaning back against the 552 horsepower that makes any rush hour pleasant.
Swing open the traditionally hinged doors and a Quilted leather interior with deep bucket seats seduces the driver in a classic low-slung position of the steering wheel extend far from the bar for a positive race-carlike feel. Audi-sourced navigation, climate control and audio are well integrated into the wide center console, which is topped with a classic hooded-gauge cluster. From the driver’s perspective, all the elements of the interior rotation forward. It is as if the car had been stretched like taffy, tight against its aluminum skeleton.
Physical, the new car is much like the old car, but the devil is in the details. The suspension pickup points are new, which is rubber-metal BUSHING, forged aluminum control arms and a newly added rear track-bar. The result is better ride quality and a more predictable chassis, which is stiffer and lighter by 44 lb Can not ask for more. Shod? with some serious Pirelli rubber, the optional $ 5,200 Cordelia basket-weave wheels really put the power down on all four corners. The fixed 70-percent rear bias of viscous center differential keeps handling similar to a rear-drive machine, but allows the former power application in mid-corner. The addition of a mechanical limited-slip rear differential induces a certain stability, which makes a brake-modulated front differential. Where the last Gallardo tend to push in most cornering conditions LP560-4 can easily be rotated with throttle modulation, although claiming any sideways action is difficult. The stable and balanced driving dynamics never feel out of the possible. There is great pleasure in pushing the new Gallardo around a track, because it does not feel abused, but hungry for more.
Any doubt of Lamborghini’s performance is erased with a look at the data panel. The numbers best those of Ferrari F430 and 599! But what about a Scuderia, you say? We have to wait and see. For now, we are content to celebrate Lamborghini’s decision to build a really hard-core exotic and give Ferrari something to worry about, apart from the beautiful lime-green paint.