Lamborghini Gallardo ~ 2003-14

With Lamborghini’s Supercar lineup moving on up with the Murcielago in 2001 and its 580 horses, there was now room once again for a more sensible little Bull like the 1981-88 Jalpa. Audi’s executives, now Lamborghini’s owner since 1998, wanted to introduce a new entry level Lamborghini to attract customers that were in the market for the very popular little Ferrari Berlinettas and even more popular than ever Porsche 911 Turbos. The 1995 Lamborghini Cala concept car already envisioned this end of the market but never matured into production. In 2003 though, a new baby Lamborghini was introduced with the Gallardo, bringing at the same time some sense to the maddest Italian Supercar maker of them all.

The Lamborghini Gallardo, named after a breed of fighting bull, was initially sketched by Fabrizio Giugiaro, son of the famed designer Giorgetto Giugiaro owner of ItalDesign, who also drew the Cala concept as a replacement for the Jalpa. Lamborghini’s “Centro Stile” (department of style) led by Belgium Luc Donckerwolke then brought the design to maturation, which received an advanced all aluminium spaceframe chassis developed in conjunction with Audi. The family traits with the Murcielago were obvious, but while the big brother was wide and imposing, the Gallardo was compact, more intricate and arresting in the way its “thermoplastic” panels meshed into one another. The two large air intakes on the front bumper looked better than those found on the Murcielago, and just above them the very thin but long headlights with two lamps stacked up on top of each other were more exotic if not UFO like than the more expensive sibling. The windshield was rakish at best giving the side windows a very low profile indeed, while the three quarter window followed the same trend with a long descending slope. But it was the way that the headlights, windshield base, and front wheel arches fused together in this small package that gave the Gallardo its artistic design star quality. Starting from the steel doors, which opened in a “non-scissor way”, and where the “ready to race” side mirrors jumped at you, a wide air-channel ending up by an angled and vast entry scoop on the lower rear quarter panel, was here to cool the mid-rear engine. To help with that task, another air scoop on top of the rear fenders almost looked like a NACA air duct. At the back, the Gallardo's rear buttresses oversaw an engine lid composed by two louvered rows placed on a “V” formation, but a lighter carbon fiber engine lid with a transparent polycarbonate center section was available on the pricey option list as well. On the top rear fenders, four louvers were also here to help with the cooling process and in that continuation the tail lights, which partially overlapped the top rear fender were probably the least appealing visual part of the Gallardo. Still on top of the rear panel and in between the tail lights an active spoiler created downforce by raising itself at 81 mph (130 km/h), while underneath three meshed air extractor vents took the whole car’s width. The lower part of the bumper housed an untraditional one exhaust pipe on each side, with just under it a rear diffuser, also here to help with the downforce brigade. To finish this homogeneous Lamborghini, the 19” five spoke wheel had an Audi flare to them, but looked right at home on this baby Lambo.

The Gallardo's interior also received a boost in fit and finish, but also common sense as well with enough headroom, and rear and quarter rear visibility, which was an improvement over previous models. The driver’s binnacle with its sun visor received the usual speedometer and rev-counter, with on each side a water temperature and fuel gauge, while at the center, a digital screen gave other information on the engine status and robotized sequential six speed transmission, when this $10 000 option was chosen. On top of the center console were three smaller gauges for the oil pressure, oil temperature and battery status. All were placed in a separated pod, where just underneath them, a three round interior air vents layout was here to match. Below it, the optional navigation/rear camera screen was placed above a horizontal series of switches for the electric windows, extra driving lamps, hazards…and the Electronic Stability Program (ESP) linked to the Traction Control System (TCS), which I am afraid couldn’t be completely turned off. At the bottom console, the undeservedly criticized dual climate zone AC/heater control unit from an Audi A8 (only the top of the line please) was well built and did its job perfectly. On the tunnel console, the transmission controls and a series of buttons allowed you to raise the front axle for town use, or simply lock your doors or retract your mirrors, as well as opening or closing your soft-top on the Spyder version when this one would be available in 2006. The open metal gate now with a six speed gearbox was as usual standard and the norm, but a robotized sequential six speed transmission named “E-Gear” with shifting paddles behind the steering wheel, was all the rage with 70% of the customers opting for it. When the E-Gear was ordered, a round metallic pad where the gear lever was fitted housed three buttons. If the “Sport” mode was selected, a faster shifting time at a higher RPM occurred. The Gallardo’s “Auto” mode was for traffic jams, manicured wives and posers, and a last one was for optimal traction when the weather didn’t permit you any playtime, but wisely grounded you for your safety.

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The Gallardo's dry-sump, mid-rear 5 liter capacity (303 cu in) V10 engine was placed low and longitudinally, and received a Variable Intake System (VIS) and continuous Variable Valve Timing (VVT) for smooth power delivery. This all aluminium, quad-cams, 40 valve tower of power developed 500 ps/493 hp at 7800 rpm, when the “at the time” Ferrari 360 Modena developed a more modest 400 hp from a smaller 3.6 liter (219 cu in) V8. Paired with a rear bias, all wheel drive system sending only up to 30% of the power to the front axle when the rear lost traction in normal conditions and up to 50% when Santa Claus’ sled was around. The rear limited split differential was set at 45% while the front axle was controlled by an Automatic Brake Differential (ABD) working in coalition with the ESP and here to help with the brake load distribution. With this advanced systems and the “Thrust” mode (launch) allowing you for minimum wheel spin when launched, the Gallardo could manage a 4.2 seconds time to get to 60 mph, and a top speed of 192 mph (309 km/h).

To control this power on everyday road, the Gallardo's Koni tube shocks resorted to a Frequency Selective Damping (FSD) system, which got softer on rough surface and stiffer when the tarmac was smoother due to an internal valve sensing road vibrations.

In 2005, Lamborghini unveiled the Gallardo SE (Special Edition), which was produced at only 250 units worldwide. The Gallardo SE received a set of very attractive smoked “Callisto” dual-five spokes alloy wheels, a blacked-out roof treatment with the optional rear polycarbonate transparent engine lid as standard, and a dual-tone interior with contrasted piping. And for people paying close attention to details, a black finish on the bumper lip just in front of the large air intakes was added to make those intakes appear bigger. But while the “SE” was more expensive, the rear camera on the active rear spoiler and navigation system were still part of the option list. What wasn’t on the option list though was the increase in horsepower that now brought 520 ps/513 hp at a higher 8000 rpm. With 20 more horsepower and a closer gear ratio the Gallardo SE could get to 60 mph from a standstill in 4 seconds flat, and reach a higher top speed of 195 mph (314 km/h). The SE model wasn’t just a more expensive unique dress-up experience, but a full on unique Gallardo. Arriving late 2005 though, and for the model year 2006, the “standard” Gallardo received the increase in horsepower found on the “SE” as well as its shorter gear ratio. The exhaust valve allowed the driver to cruise in town in quiet mode, or at least as long as the 3500 rpm barrier wasn’t passed and the steering became more sensitive while the performance now matched the “SE” models. On the outside this updated Gallardo could be spotted by the elegant SE’s “Callisto” wheels, here finished in standard silver for everyone’s delight.

After the “speedster like” Gallardo concept S and its twin-bubbled windshields, the production Gallardo Spyder (convertible) was presented at the Los Angeles Auto Show in 2006. Even if open sports cars didn’t appeal to the sports car purist, there wasn’t any question on the success of this transformation. For a start the Gallardo Spyder was fitted with a small soft-top that looked fantastic up or down and matched the Gallardo’s personality perfectly. It electrically stored itself under the rear flat engine lid formed by two louvered rows laid out in a “V” formation, or the optional transparent panel as seen on the Coupe. The rear window could be raised independently from the soft-top, allowing the driver to create a less turbulent environment at speed when the top was down or to listen to the engine when the top was up on a rainy day. Due to an excess weight of 220 lb (100 kg), here to stiffen the chopped spaceframe chassis, the Spyder was a little slower to get to 60 mph from a standstill with 4.3 seconds. But the Spyder’s role was a little different than the Coupe and pure numbers weren’t its ultimate goal, even if the claimed top speed remained at 195 mph (314 km/h).

With a better than ever sports car that could double as a dramatic street super star, the Gallardo was for the first time the perfect racing contender that Lamborghini never had, even if Diablos and Murcielagos had raced before. So starting in 2007 a Gallardo was entered in the FIA GT3 class, and later on, in the less powerful Japanese “Super GT” Championship, in the GT 300 Class with good results toward the end of the 2009 season.

A new and even more limited series than the “SE” was introduced in 2007, with the Lamborghini Gallardo Nera or “Black”. The Gallardo Nera was only produced at 185 units by Lamborghini’s “Ad Personam” department, which is the customization program for “demanding” customers. Two shades of black were sprayed on the body panels, with a glossy and matte tone called Noctis black and Serapis black. Serapis black was applied on the top front fenders, side mirrors, roof panel, top rear fenders and its rear slatted air vents, as well as on the rear spoiler. On the lower side of the body the front spoiler lip, door sills and rear diffuser also received the matte treatment, while the “Callisto” wheels were painted in glossy black.

The interior was finished in a black and white two tone “in your face” leather pattern, also matched by the contrasting interior stitching and carpet piping. This design choice was applied from the dashboard, steering wheel, to the seats and door panels, which were finished in a lozenge quilted pattern. As for the roof lining it was done in Alcantara (faux suede) giving you a cozy feel. Even though the Nera edition was still well equipped with its rear camera and navigation system, the rear transparent engine lid, which looked right at home on the Nera was optional here. Unlike the “SE” edition, the Nera didn’t receive a more powerful engine, but the now standard 520 horse V10, which gave the same performance as the standard 2006 model year Gallardo.

The last special edition of the “Series I” Gallardo came in the form of the “Superleggera”. The name Superleggera (Super light) was a retake on Touring’s coachbuilt work done on the first Lamborghinis starting with the 1964-66 Lamborghini 350 GT. Touring’s technique consisted of laying aluminium panels over a thin tubular structure to minimize weight, but in the Gallardo’s case carbon fiber was the main method used to shed some pounds. Externally the Superleggera can be identified by a tacky arched side stripe with the appellation “Superleggera” starting at the bottom of the front wheel arches and ending on the side rear air intakes in front of the rear wheel arches. As the “SE” Gallardo the front bumper lip in front of the large air intakes was also blacked-out to make those intakes appear bigger, and a new set of 15 spokes smoked “Scorpius” wheels were fitted with Pirelli P Zero Corsa (Race) tires which also helped to distinguish this beast right away. Glass windows were replaced by transparent polycarbonate units, while a thinner glass piece was fitted in when polycarbonate couldn’t be replaced. New carbon fiber “aero” doorsills helped create more downforce, and to just simply go down the long list of exterior carbon fiber parts, the side door mirrors, rear diffuser, and now as standard on the Superleggera, the rear transparent polycarbonate engine lid with its carbon fiber frame. Also part of the lightweight package was the rear spoiler, which could be swapped by a fixed carbon fiber rear wing, and for what you couldn’t see… the chassis undertray also got “carbonized”. Inside, the story was the same with carbon fiber everywhere from the door panels, tunnel console, deep bucket monocoque seat frames, which were covered in Alcantara for grip purposes when going mad in the twisties. Part of the sport package, which was standard on the Superleggera, was an Alcantara steering wheel surface treatment, also here for better handgrip, a stiffer suspension setting, but remaining on the option list were the track ready carbon ceramic brakes, and four point seatbelt (not in the USA). All this transformation allowed the Superleggera to lose a claimed 220 lb (100 kg) in Europe and 154 lb (70 kg) in the USA.

With a reworked engine now producing 530 ps/523 hp at 8000 rpm through the Superleggera’s standard E-Gear, the 0-60 mph came under 4 seconds with a phenomenal 3.8 seconds time, while the top speed was slightly better than before with 196 mph (315 km/h) achieved on the clock. Added to the Superleggera was a backpressure sport exhaust, you could be certain to hear your Superleggera working your senses out… yours and everybody else in town for that matter. The Gallardo Superleggera was built until 2008 at only 172 units, and was only available in black, orange, yellow, and grey.

Even with this extensive resume, Lamborghini as usual wasn’t done milking its sports cars and that included the Gallardo. So in 2008 they launched the second evolution under the name of, Gallardo LP 560-4. On the outside, many new tweaks were inspired by the Reventon Hypercar, and it started with the chiseled lower part of the front-end air-intakes, in which the lower “jaw” extruded forward. In between, a little black front spoiler linked the two air-intake scoops, and was here to create downforce on the front axle, making this Gallardo more stable at high speed. The front bumper had a vertical air-vent that ran alongside each front wheel arch and was here to dissipate high-pressured air generated by the massive front air-intakes. The headlights were redesigned and more compact, but retained the same general shape with new LED internal components forming a “Y” or “bull’s head”. The standard 19” alloy wheels now had a ten-dual spoke star design, but their dimensions were the same with 235 mm at the front and 295 mm at the rear. Sadly the four slatted air vents on the top rear fenders were deleted, and luckily the overlapping tail lights disappeared and were replaced by rectangular LED units with three laid down “Y”s as on the Reventon. The previous three sections, meshed air extractors underneath the LED lights were changed to a single screened vent taking the whole width of the car. This naturally harmonized the new tail light design, and gave a cleaner rear look. The older two exhaust pipe configuration gave way to a proper Italian quad-pipe system, and it sounded even more thunderous, to the joy of car enthusiasts. Still underneath, and to complete the differences between both models, a deeper and more efficient rear diffuser helped you distinguish the first evolution from this last one. This restyled Gallardo made in-house by “Centro Stile” claimed a 31% improvement in its aerodynamics over the first generation Gallardo.

Inside, the differences were more subdued with the major change being the horizontal series of buttons under the optional navigation screen, now having a metal finish instead of the previous black plastic treatment. The LP 560-4 appellation, as used in the second generation Murcielago, reflected the engine positioning, which was mid-rear longitudinal (Longitudinal Posterior). And 560-4 represented the horsepower measured in PS, thus 560 ps/552 hp at 8000 rpm. As previously, the very low placed all aluminum dry-sump V10 was angled at 90˚ for minimum inertia. It also had four-cams and 40 valves with Variable Valves Timing (VVT), and a Variable Intake System (VIS) as before, but in the 560-4’s case, the block was new and was cast with hard silicone crystals in its entire mass, making it possible to part with the usual cylinder linings.

Now enlarged to 5.2 liter (317 cu in) from the previous 5 liter (303 cu in) unit, this new block was fitted with direct injection, which gave more power as well as a reduced consumption and CO2 emission of a claimed 18%. Another claimed figure was the Gallardo’s lower weight of 44 lb (20 kg), but numbers are actually showing a weight gain of 88 lb (40 kg) from the 2006 Gallardo. The Gallardo LP 560-4 was available with two transmission choices. The standard one being the six speed manual gearbox with its open metal gate shifting grid, and the second one was the optional single clutch, six speed robotized E-Gear unit, now said to be 40% faster than the older E-Gear. Added to it was the “Thrust” mode and the new “Corsa” (Race) setting, which allows the Gallardo to sprint to 60 mph in an incredible 3.7 seconds compared to the not so shabby 4.2 sec done by the 2003 model. For the first time the baby Lambo was capable of reaching the 200 mph barrier with an impressive 202 mph (325 km/h) top speed… our baby bull has grown and gone to college! To conquer the asphalt with this V10 thunder, the all wheel drive system 560-“4” or “VT” remained rear bias as before with up to 30% of the power sent to the front axle when the rear tires got a little too loose.

In 2009 the Gallardo 560-4 Spyder (Convertible) was introduced for the pleasure of all show-offs and admirers of beautiful artwork. The recipe was the same as the previous generation with its soft-top dropping down electrically under a rear panel. Also as before the rear window could be raised up to lower turbulence when the roof is down, or just simply be lowered when the roof is up under bad weather if you wanted to hear that glorious, and more ferocious than ever V10 note. But again this extra pleasure had its compromises because a hefty 309 lb (140 kg) was needed to strengthen the chassis. Performance suffered a little with 4 seconds now to get to 60 mph, while the top speed was lowered a touch to 201 mph (324 km/h).

Again in 2009, Lamborghini offered to the Gentleman hooligan the Lamborghini Gallardo Super Trofeo Cup or “Fastest one-make series in the World”. Thirty race prepared Gallardos were sponsored by the Swiss watchmaker Blancpain, and were only racing against each other unlike those racing in the “GT3” and “Super GT” Class. The all wheel drive, E-Geared Super Trofeo developed 570 ps/ 562 hp at 8000 rpm and weighed only 2866 lb (1300 kg).

In late 2009, Lamborghini wanted to offer to its legendary test driver Valentino Balboni, the main man responsible for the “driving development” of the Miura, Countach, Diablo and Murcielago, a retirement present by asking him what would be his favorite Gallardo configuration. The answer came under the form of a rear wheel drive only Gallardo. This special edition limited at 250 units was named the LP 550-2 Valentino Balboni, and broke more than a decade of all wheel drive Lamborghini Supercar tradition. By doing this Lamborghini added a better steering feel and rear wheel drive ecstasy. The rear limited split differential was set at 45%, and when the Electronic Stability Program (ESP) was on the “Corsa” mode, it allowed the driver to play more freely without being too intrusive. Even if the power was reduced to, as the nomenclature suggested, 550 ps/542 hp at 8000 rpm, the Gallardo LP 550-2 with its simpler rear transmission was much lighter than the 560-4 with 3042 lb (1380 kg) vs the 3307 lb (1500 kg) found on the standard Gallardo. This made the Valentino Balboni edition lighter and thus more agile on its toes when transitioning from one curve to the next, but with the all wheel drive traction gone it also is slower to 60 mph with 3.9 second achieved with its optional and remapped E-Gear. As for the top speed it was 199 mph (320 km/h) on a long straight, if you could find any! To distinguish the LP 550-2 from the 560-4, we had the Superleggera’s 15 spokes, smoked “Scorpius” wheels, and a central white and gold stripe running from the front-end to the rear where the transparent engine lid, and rear camera were standard, while only eight colors were available but not the carbon ceramic breaks package.

Inside, things were also of a sporty nature with an all black interior, with a white center and tunnel console. The seats also received a white stripe at their center, and white accents also adorned the door panels and dashboard. The Gallardo LP 550-2 was well equipped inside as well, with the list of standard equipment including the Navigation and blue tooth system never found standard on a Gallardo before. Too bad that this retirement present wasn’t cheaper than the LP 560-4 though, and as mentioned at only 250 units built, the Valentino Balboni edition sold-out rather quickly.

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After the Superleggera treatment done on the first series, it was evident that Lamborghini would redo its Super Light tomato sauce on the LP 560-4 series. This day finally arrived in 2010 with the introduction of the LP 570-4 Superleggera. With a long list of carbon fiber parts making it as light as the 2003 Gallardo, the Superleggera adorned a more extended front spoiler, “aero” door sills for more downforce, side mirrors, transparent engine lid with its carbon trim, a rear fixed wing and deeper rear diffuser. But sadly the same “look at me” huge and tacky arched side stripe with the appellation “Superlegerra” remained.

Inside another carbon fiber feast was awaiting you, with door panels and their strap door handles accentuated with a silly carbon fiber strip, just to make them heavier. Carbon fiber could also be found on the tunnel console, parking brake handgrip, and seats’ deeper back frame fitted with Alcantara material. As well as being an excellent grip surface also found on the steering wheel, Alcantara was fitted on the dashboard for anti-reflective purposes, A pillars, and even roof lining. Again, following the denomination, the engineers were able to find another 10 horses out of the V10 engine. It now produced 570 ps/ 562 hp at 8000 rpm and was mated to the E-Gear transmission as standard. With extra sticky Pirelli P Zero Corsa tires fitted on new five-dual spokes and stiffer suspension settings, said to have been 70% of the Super Trofeo racing car settings, the Gallardo Superleggera rocketed to 62 mph in an amazing 3.4 seconds while 3.3 seconds were enough to reach the 60 mph mark, as for the top speed it gained 1 mph to a now claimed 202 mph (325 km/h).

The Gallardo Super Trofeo Blancpain racing cup was a marketing success for Lamborghini, and to reinforce these efforts a special edition was offered in late 2010. Its name, the LP 570-4 Blancpain Edition, was essentially a black Superleggera. Adorned with “JB 1735” (Jacques Blancpain founded in 1735) yellow markings on top of the front left headlights, rear seat headrests, on top of the right exhaust pipe, and on the top left of the newly reworked, and taller “W” shaped carbon fiber rear wing giving the Blancpain edition even more downforce. Also at the back, a new carbon fiber engine lid accentuated by two rows of five ridged meshed louvers in a “V” formation, were here to extract as much engine heat as possible, but also mainly as good conversation piece. The fifteen spokes, smoked Scorpius alloy wheels with yellow brake calipers were the same as the Superleggera’s, and crossing the front wheel arches was a questionable grey stripe on each side finishing this race inspired street fighter. The interior reflected the Superleggera treatment as well, but unlike the Superleggera it received yellow stitching and a yellow “Blanpain” designation on the passenger side dashboard.

Maybe after being inspired by the 2009 Ferrari F430 Scuderia Spider 16M, Lamborghini launched in late 2010 as a 2011 year model, the Gallardo LP 570-4 Spyder Performante. The Gallardo Spyder Performante was basically a Superleggera Convertible in an even flashier sports suit with extra stripes. As the Superleggera, the deeper front spoiler scoops were now color coded on the inner side, and two pointed stripes accentuated the hood lid. The five-dual spoke wheels and carbon aero doorsills were also identical, and a “Performante” inscription could be seen by the rear wheel arches on the doorsills. The carbon fiber door mirrors also reflected the spirit of the Superleggera as well as the over-flamboyant and not as gracious here, rear carbon fiber wing. The two center stripes theme was repeated at the center of the engine lid with three “Y”s or “Bull’s heads” each one adorning one of the national Italian colors, green, white and red.

Inside another Alcantara and carbon fiber madness was waiting for you, including the carbon fiber deep bucket seat frames just like in the Superleggera. With 570 ps/562 hp at 8000 rpm, the E-Gear fitted as standard, and a reduced weight of 143 lb (65 kg) over the 560-4 Spyder, the acceleration and top speed were of 3.9 seconds to reach 60 mph, and 201 mph (324 km/h) for its maximum velocity, which was in the very same order as a regular Spyder. But when adding the sound of the sportier barking exhaust, especially when the top was down, and dramatic looks, it seemed that the entire sky was falling down on you.

In late 2010 the Gallardo Bicolore 550-2 edition for the North and South American Continent was introduced, while the Gallardo Bicolore 560-4 edition was offered to the rest of the world. The Bicolore was only delivered in silver, orange, white, blue, or yellow with a black roofline treatment, which included the pillars. The wheels were the same smoked “Scorpius” units found on the Superleggera and Valentino Balboni edition, and the engine developed, as mentioned in the nomenclature, 550 ps/542 hp at 8000 rpm, or 560 ps/552 hp at 8000 rpm. Also and again as the designation mentioned it, the transmission varied from a rear wheel drive system for the American market, to an all wheel drive system for the rest of the world.

Arriving 2011 Lamborghini launched the Gallardo LP 570-4 Super Trofeo Stradale inspired by Lamborghini’s Bancpain Super Trofeo racing cup. The Trofeo Stradale weighed 30 kg / 66 lb less than the Gallardo Superleggera 570-4 and was equipped with a huge rear wing adjustable manually which produced 3 times the rear downforce of the standard wing. A carbon fiber hood with quick release also was fitted and various black matte finish could be seen on the spoiler, engine lid and front intakes.

Many other little special series were produced for different markets with some made as little as 3 cars which is normal for Lamborghini’s milking cow policy and which brings us in after all these little special edition clusters to 2012 with the Lamborghini Gallardo MkIII.

The Gallardo MkIII was more of a re-heated MkII with some trapezoidal and triangular design elements on the front and rear-end. The 19 inch “Apollo Polished” wheels also were new, but aside from that the Gallardo MkIII was more of a stopping gap Gallardo until the Gallardo’s replacement (Huracan) came along. To start the Gallardo LP 550-2, LP 560-4 and LP 570-4 Edizione Tecnica were available in 2012 with the LP 550-2 and LP 560-4 being based on the two and four wheel drive versions of the Gallardo while the LP 570-4 Edizione Tecnica was based on the Superleggera chassis. All 550-2 & 560-4 MkIIIs including the Edizione Tecnica were available in Coupe and Spyder form, while the optional “Style Package”, which included black gloss finish on the front and rear-end, was only available on the LP 550-2 & LP 560-4. Awkwardly enough in 2013 Lamborghini celebrated its 50th Anniversary with the Gallardo LP 560-2 50˚ Anniversario (and Aventador LP 720-4 50˚ Anniversario) which resembled a Gallardo MkII?! The Gallardo LP 560-2 50˚ Anniversario came in pearl white and received the rear fixed carbon wing as well as the smoked “Scorpius” wheels found on the Superleggera MkI?! As for the front and rear-end they adorned the MkII design for a fabulous mish-mash of Gallardo design madness. As mentioned on the nomenclature this rear wheel drive beast produced 560 ps/ 552 hp.

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Still in 2013 the limited edition Gallardo LP 570-4 Squadra Corse, produced at 50 examples, came to us as a street version of the 570-4 Super Trofeo racer, which ran the Trofeo Cup. The Gallardo Squadra Corse was available in grey, white, yellow and red with a tricolor Italian stripe on the flanks. Carbon ceramic brakes came as standard as the quick release engine lid and the 19 inch gloss black wheels. Inside carbon fiber and Alcantara (faux suede) was everywhere including on the steering wheel where the standard E-gear paddles could be found.

In November 2013, after 10 years of loyal service, the Gallardo bows out after an astonishing 14,022 units sold. The Gallardo was a breakthrough for Lamborghini who never was able to succeed in selling a baby Lamborghini to the public with the Urraco, Silhouette or Jalpa. But again the Gallardo’s harmonious compact looks, power and technology was quite hard to ignore especially with Audi’s mass market know how and quality control.

JJP.