GALLARDO LP560 IS HERE!!!!!!!!!!!!!!!!

Discussion in 'European Cars' started by gallardo, Mar 3, 2008.

  1. #251 GTRFreak, May 13, 2008
    Last edited by a moderator: Apr 25, 2016
  2. Wow the LP560 is a nice evolution model, amazing efficiency and acceleration figures. Im eager to see some track tests/times. However that particular color and rim combo fails pretty badly.
  3. #253 Grigio Telesto, May 13, 2008
    Last edited by a moderator: Apr 25, 2016
    First Drives

    Lamborghini Gallardo LP560-4 driven

    By Chris Chilton

    First drive

    13 May 2008 09:06

    The first baby Lambo to crack 200mph is far from all-new, but the Gallardo LP560-4 has more to offer over the old car than simply a front bumper that looks like it was pinched from a Ferrari Enzo. More powerful than even the now-dead Superleggera, it�s also significantly more economical and less polluting too.
    First of all, what does LP560-4 mean in Lamborghini terms?

    As it did when the Murcielago was facelifted in 2006, Lamborghini has added a suffix to the Gallardo that will be lost on some, but is actually a tip of the hat to the company�s past. The LP stands for longitudinal posteriore and refers to the north-south engine layout, first used in the LP400 Countach, the Miura having had a transversely mounted V12. The 560 bit is the power in PS (552bhp) and the four refers to Lamborghini�s now signature four-wheel drive.
    So it�s got a couple of extra ponies, eh? Simple chip and exhaust job?

    Not quite. The engine still has ten cylinders but it�s been comprehensively re-engineered, the big addition being a capacity hike from 5.0 to 5.2-litres and also the fitment of direct injection which has enabled a big rise in the compression ratio from 11.8:1 to 12.5:1.

    The result is 39bhp more than the old Gallardo, 30bhp more than the hardcore Superleggera version and only 19bhp less than the original Murcielago could managed from a 5.7-litre V12. Torque is up too, from 376lb ft to 398lb ft, the top speed climbs 5mph to 201mph and the 0-62mph sprint falls from 3.9sec to 3.7sec.

    I bet it's a polluting beast though?

    Yes, but not as much as before. Lamborghini has cut the CO2 emissions from a pretty disgraceful 400g/km to 327g/km thanks to the new engine, a 20kg reduction in kerb weight and other changes including a new Pirelli P Zero tyre that offers as much stiction as before but less rolling resistance up to 50mph. The company is aiming for a 40 percent reduction in emissions over the next couple of years. And while a lower CO2 figure won�t be a reason for many people to buy a supercar it�s certainly a reason to feel slightly less guilty about doing so.
    I�m impressed. What else is new?

    The E-gear paddleshift gearbox has been redesigned so that gearchanges are now down from 200 to 120ms and there�s a new control arm at the back to anchor the rear suspension under extreme loads.

    The rest of the changes are mostly cosmetic: the lights are new front and rear, there are some metal covers for the getting elderly Audi switchgear on the dash and there�s that Enzo front bumper which is actually inspired by the hi-tech Lamborghini Reventon�s. It's more than cosmetic because it does actually contribute to a 31 percent improvement in downforce.

    How does it compare with the old Superleggera?

    Las Vegas is one of the stupidest places to launch a supercar but from the drive we did have we can say that it�s a much better road car, certainly. The Superleggera was geared for track use, it was stiff, snatchy at the limit and the fixed-back buckets seemed to be fixed at the wrong angle.

    The 560-4 offers the greater comfort you�d expect of a more road-biased machine yet is actually faster and feels slightly more predictable as the limit nears. That limit is still incredibly high, far higher than in an Audi R8 for instance, which means it�s not as easy to exploit the chassis away from a race circuit.

    Driving on the road you�re unlikely to get beyond the eventual loss of front-end grip, although given enough space the LP560-4 can demonstrate why a heavy rear-bias makes four by four fun. The steering doesn�t dance either, not like an Elise�s does between your fingers, but it�s perfectly weighted and gives sufficient feedback to let you place the nose confidently and accurately.

    It didn�t feel particularly faster than a Superleggera but at least the direct injection hasn�t robbed any of the old engine�s rawness. Hit 4000rpm � difficult to do in Vegas - and the bassy growl is magical.
    It�s another supercar smash hit for Lamborghini then?

    Yes, but before you rush out and spend that lottery win, allow me to advise you on how to spec your 560-4. First, forget the E-gear transmission. It�s incredibly popular but for no reason we can see other than you don�t have to pump the clutch in London traffic. It feels impossibly crude compared to modern dual-clutch gearboxes like BMW�s M-DCT, particularly around town. And among similar single clutch �boxes, we prefer the Ferrari Scuderia�s.

    Tip number two is another money saver: don�t bother with the optional carbon brakes. The pedal feel is awful in normal driving and they�re difficult to modulate. But do go for the pure evil matte black paint, and the optional cross-spoke alloys which look great in a very 1970s manner.


    More performance than the Superleggera for significantly less money and a better car where it really counts � on the road � the LP560-4 does enough to keep the five year old Gallardo fresh and give Ferrari�s F430 a headache. But while potential customers might not care, we can�t help but think that the Lambo�s own cousin, the brilliant Audi R8, at nearly half the price is worth serious consideration.

    StatisticsHow much? �147,330
    On sale in the UK: Now
    Engine: 5200cc 40v V10, 552bhp @ 8000rpm, 398lb ft @ 6500rpm
    Transmission: Six-speed manual, four-wheel drive
    Performance: 3.7sec 0-62mph, 202mph, 19.2mpg, 327g/km CO2
    How heavy / made of? 1410kg(dry)/steel
    How big (length/width/height in mm)? 4345/1900/1165
  4. incredible
  5. #255 Grigio Telesto, May 13, 2008
    Last edited by a moderator: Apr 25, 2016
    2009 Lamborghini Gallardo LP560-4 - First Drive Review

    Don't call me baby: Lambo's littlest is all grown up.

    May 2008

    Hugging the outside wall of the banking at Las Vegas Motor Speedway at about 130 miles per hour, we had a thought: "this dash-top stitching looks perfect."

    Yes, the fencing was whizzing by in a blur, along with banner ads for cigarettes and motor oil and car wax and other assorted stuff. We were coming up fast on the braking cones that would prepare us for our slow, second-gear, 170-degree left-hander leading into the infield road course portion of our track drive of the new 2009 Lamborghini Gallardo LP560-4, and we?re focusing on dash stitching?

    Well, it is really nice. But we wouldn?t have noticed it?at least not right then?if the new Gallardo wasn?t so calm, so collected, and so composed at that speed. Indeed, it was only at about 120 mph that we even started hearing any wind noise. This is a car that lives for triple-digit speeds.

    A Really Good Car? No Bull

    Lamborghinis have always been rare, fast, and exciting. But they haven?t always been good cars. The new Gallardo LP560-4?and to a large extent, its acronym-free Gallardo predecessor?is a very good car, however, pretty much any way you slice it. Well-built, well-equipped, and generally reliable, the Gallardo is a car one can actually drive each and every day.

    The Gallardo has been given a thorough refresh for 2009. And we should make one thing clear right now: this is more than a nose job. It has more power, a better interior, and a more cohesive design. It also has a new suffix: LP560-4, to reflect its engine layout (longitudinale posteriore, meaning the longitudinally mounted engine sits behind the driver), power output (560 PS, which equals 552 horsepower), and the number of drive wheels (four).

    This Thing is Gonna Be on Tons of Bedroom Walls

    The new car?s styling is at once more aggressive and more elegant than before. The front end has been given a bit more of a chin in the form of revised, enlarged cooling intakes. The headlamps have been trimmed and no longer take up a majority of the front fenders. Parent company Audi?s signature can be found in the fitment of LED daytime running lights, which are Y-shaped, perhaps to tie into the taillamps, which now recall those of the Murci?lago with their asterisk-like directional light pattern.

    The body sides and rear decklid have also been smoothed and filled, with single slits replacing the dozens of gills on the original Gallardo. The skinnier taillights no longer wrap up onto the decklid, and they now sit atop a wide band of grillework that visually widens the rear end for that extra-exotic look. Oh, and taking a page from Ferrari?s time-hewn handbook, Lambo fitted the decklid with a new Plexiglas ?window? showing drooling bystanders what?s underneath.

    More Power, More Torque, More Fun

    What?s under the window sure isn?t the same thing as before. The Gallardo?s naturally aspirated V-10 has been bored to 5.2 liters (up from 5.0) and fitted with a direct-injection system, enabling a high, nosebleed-inducing compression ratio of 12.5:1, all of which together results in a significant spike in output to 552 horsepower at 8000 rpm (from 512) and 398 lb-ft of torque (from 376). Lamborghini stresses that this is not the same V-10 found in certain Audi models (such as RS6 wagon), stating that it has a unique block and heads, as well as its own direct-injection system co-developed with Bosch.

    The first twist of the key (Lamborghini still hasn?t gone with the starter-button thing) floods the cabin with an engine note that is sharp and clear. And unlike the Audi R8, with which the LP560-4 shares a few structural bits but no powertrain components, it?s loud. Deliciously loud. As loud as legally possible. And thus, perfect.

    Pull back on the e-gear?s right shift ?paddle? (which actually looks more like a hook fixed to the steering column), and after a split second of clutch uptake, the LP560-4 starts forward. The Gallardo has never been unruly, and it?s still not. But there is some serious?serious?power behind that right pedal, and the further one dips into it, the more it returns in terms of controlled and thrilling acceleration. Within only a few feet, we knew one thing for sure: this is one fast car.

    Prepare for Takeoff

    For 2009, Lamborghini has followed the lead of many exotic machines in offering a launch mode (Lambo calls it ?thrust? mode) that optimally matches throttle and clutch characteristics for max acceleration. Here, it?s easy: 1) engage first gear; 2) select the ?Corsa? mode for transmission; 3) disengage traction control with a dash toggle; 4) mash the throttle and brakes until the tach reads about five grand; 5) release the brake pedal.

    Nothing happens for a nanosecond as the gear engages, but then the coupe rockets forward as if a truckload of TNT exploded 10 feet from the rear bumper. Fun? Well, sort of. In spite of what was undoubtedly our best acceleration stunt, it sounded like it hurt the car. So we only did it once?okay, twice?fearing that we might spend the balance of our time with it in limp-home mode. Street starts, however, are a different story. After slowly rolling out into an intersection in Vegas, we just hammered it; we broke all four wheels loose for a second in a straight line?and then simply catapulted forward, squealing and grinning like schoolboys who just stole the keys to Dad?s, well, Lamborghini. This didn?t seem to hurt the car. But we knew we were going straight to hell anyway.

    For what it?s worth, Lamborghini claims that the LP560-4 is capable of charging from 0 to 62 mph in 3.7 seconds, which is quick. But we?ve driven many 3.7-second cars, and the LP560-4 feels a lot quicker. The last Gallardo Superleggera we tested weighed less than the LP560-4, and could hit 60 in 3.5 seconds. But that was with 40 fewer horsepower and 22 fewer pound-feet of torque. We can?t wait to strap some test equipment to it and see just how far off Lambo?s claims are. Ditto the quoted 202-mph top speed, which is up from 196.

    Supremely Fast On the Road; Better On the Track than Before

    In the past, we?ve praised the Gallardo for its straight-line speed and splendid sounds, but criticized it for being a bit too sterile and heavy-feeling, and thus not much fun on the track. Lambo seems to have gotten the memo, making improvements to the chassis that go some way to improving its at-the-limit behavior. Numerous suspension pieces have been redesigned and lightened, and the e-gear transmission now offers five modes to choose from, the most aggressive being Corsa, said to cut shift times by 40 percent.

    After our track experience, during which we lapped the speedway?s infield and about half of the banking at least two dozen times, we can tell you that Corsa mode does indeed work, but the shifts are quite brutal. Thus, we?d say the mode is appropriate only in 10/10ths driving. Anything less, and the ?Sport? mode is a far better compromise?still quick but not neck-breaking. Both modes automatically raise the ESP threshold commensurately, while the automatic mode is pleasantly comfortable and thus is suitable when carrying a weak-stomached passenger.

    Naturally, we spent most of our track time in Corsa mode, which allowed the 30/70 front-rear torque split of the VT (viscous traction) all-wheel-drive system to do its thing, and the LP560-4 to slide around a good bit with some easy-to-catch tail-out fun before reining it in. Steering is quick, light, and precise, with good feedback through the Alcantara-covered wheel. The feeling of porkiness of the Gallardo has been mitigated somewhat, and body roll, if there is any, is absolutely undetectable.

    All of the LP560-4s present at the launch had the optional carbon-ceramic brakes, which never exhibited a trace of fade even after the cars had been track-driven for three hours without a break. They feel better calibrated than before, seeming less grabby. However, they are still far from supersmooth, especially with the transmission in Sport or Corsa modes, both of which downshift automatically (and occasionally harshly) during deceleration, making for herky-jerky stops in city driving. Oh, and the brakes still add $15,600 to the price, which is now $203,000, including the gas-guzzler penalty and freight charges.

    All Grown Up and Better For It

    Gallardos have always been fun and indulgent propositions, at least when considered by themselves and apart from their well-rounded yet hugely capable competitors. But the new LP560-4, which will start appearing here this summer, makes a strong case for itself even among the formidable competition. Its freshened interior is a decent step up in terms of refinement, with classier secondary switchgear and Audi-level fit and finish. It still suffers from horrendous rearward vision, windshield glare and a paucity of interior storage space, though there is a nice shelf behind the seats that can fit a purse or gym bag. And it now even comes with a cupholder.

    Summarily, the Gallardo is all grown up, feeling every bit as solid and sophisticated as the Audi R8, only louder and faster. And while it isn?t quite as raw as, say, the Porsche GT2 or the Mercedes-Benz CLK63 AMG Black Series, neither does it have a big vacant space behind the front seats where seats were yanked out in the interest of turning things more hard-core. This one?s hard-core enough.

    Is it as good as its main rival, the Ferrari F430? Well, if it?s not, it?s closer than ever to matching the legendary cavallino?s refinement and appeal. Looks like we?ll have to put them side by side at 130 ticks to find out who?s got the best dash stitching.
  6. I want to see the spyder.
  7. Even if those Motortrend times are slightly overrated, they'd still be pretty freaking monstrous. Seems like the only reason to buy an LP640 now is for the classic Lambo V12.

    Still, at least it pulls the Gallardo away from the Audi R8. And the F430.....
  8. The LP640 and the Lambo V12 will both be dead soon anyways
  9. Well, the Murcielago replacement should probably arrive in late 2009 or maybe even 2010 (I don't see it arriving too quickly after the SV).

    However, don't count the old V12 out just yet - I think the latest amount they've managed to squeeze out of it is 760hp, the only thing preventing them from implementing it is that it doesn't pass emissions regs. If they can manage anything like that, slotted into a lighter car, then it'd be a perfectly worthy Murcie replacement. That engine needs to be kept for as long as possible in my opinion.
  10. What a car. Looks like the other famous Italian car maker could learn a thing or two from Lamborghini.
  11. I think the LP560 will take the lead from Ferrari for a year or so. There is a rumor that the F430 replacement will move upmarket, way above the current price, in the $300,000 region.

    I am just speclating, that drastic price increase will go to significant and expensive weight reduction strategy - perhaps composite chasis as in a Zonda. This will take time to implement but I have little doubt they will have factored in the LP560 and plan a significant performance gain over the current class that the F430 is in. That would sort of leave Porsche GT2 and Lamborghini Gallardo in the $200,000 - $250,000 sports car bracket.

    The California will also be in the price range abandoned by the F430 replacement but it is a GT rather than a true sports car.
  12. so basicly their F430 successor would move to challenge an LP640/successor? doubt it. the whole point of the F430 is to balance performance/rep with $$$.
  13. I think it will cost less than current LP640 but outperform the LP640 on a track. I have no idea how the LP640 successor will perform against it.

    Anyway, this is just my speculation based on rumours in the internet. <A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/smile.gif"></A>
  14. That would be lol if they moved the 430 successor to compete with the Murcie successor, cause whatever the next big Lambo is, it's going to be fUckin ape-shit quick
  15. I think it will cost less than current LP640, so be positioned in between LP560 and the LP640 successor.

    If they even keep the current HP of the Scuderia but drop the weight by 500lbs using CF chasis they can increase performance against the Gallardo. They cannot just increase HP on current design since Gallardo has AWD/V10, in a HP war the Gallardo will increase its advantage as the HP goes up. The current design of the F430 is probably near the limit of what aluminum chasis can give you. CF chasis and or body panels is the only way to lose weight but that will cost more than current prices. Even the Gallardo SL with just some additional CF parts (under body fairing, interior) proved too expensive to produce for Lamborghini even if they raised prices of SL above that of next gen LP560.

    Anyway, this is just my speculation based on rumours in the internet. <A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/smile.gif"></A>
  16. #266 Grigio Telesto, May 15, 2008
    Last edited by a moderator: Apr 25, 2016
  17. stunning, i love it in dark grey
  18. fantastic car!!!!!!!!!
  19. Dont dig it much w/ flat black or the SL rims.
  20. #270 ajzahn, May 15, 2008
    Last edited by a moderator: Apr 25, 2016
    Lamborghini Gallardo LP560-4

    Test date 14 May 2008
    Price as tested �147,330

    New firing order makes the V10 sound even better

    What is it?

    The new LP560-4 Gallardo doesn�t look dramatically different from its predecessor. But in reality it�s not far off from being a brand new car, which is extraordinary when you consider how small, relatively, Lamborghini�s budget is compared with its rivals.

    The LP560-4 Gallardo boasts, as the name suggests, 560PS (the '4' refers to four-wheel-drive). Translate that figure into regular bhp and the number drops to a rather less catchy-sounding 552.

    Either way, the important things to note are that the new 5.2-litre V10 has a completely different firing order from before and therefore sounds even better than ever. It also produces a chunk more power and torque and, according to Lamborghini, is a lot more driveable into the bargain.

    The Lamgorghini LP560-4 Gallardo has had a minor cosmetic rethink inside and out, around the nose and tail especially. Aerodynamic upgrades include a new rear diffuser, which improves the car's stability at speed by around 30 per cent.

    The nose has been given the Reventon treatment and now features more open, aggressive-looking nostrils while the rear lights have been �rationalised� in an attempt to make the car look lower and wider, although the effect is reminiscent of a big Audi.

    What�s it like?

    The LP560-4 Gallardo is pretty special, even if the new gearbox isn�t quite all its cracked up to be. Shifts occur more quickly than they did before but not as smoothly as they do in some rivals.

    Performance has taken a notable step up - and the previous Gallardo wasn't exactly slow. The handling and ride have also been improved to a point where you wonder what else they could do to improve the Gallardo�s dynamics other than to fit it with a fully functioning time/space bending machine.

    The new engine weighs around 10kg more than the old 5.0-litre V10 (simply because it is that much bigger physically) yet overall the LP560-4 weighs some 20kg less than its predecessor.

    Once again, Lamborghini has found ways in which to slash all-important kerbweight from the Gallardo, this time without resorting to Clubsport tactics as it did with the Superleggera (and which the 560-4 now beats on overall power-to-weight ratio).

    It has achieved this by changing several key components in several key areas. The 4WD system has been completely revised and features new, lighter driveshafts and a brand new gearbox that weighs 10kg less.

    The suspension has also been rethought, not only to give the Gallardo sharper responses, but also to make it lighter and stiffer at each corner.

    The tyres have been designed in conjunction with Pirelli, not merely to offer better grip than before across all conditions, but also less rolling resistance at any speed. Result? Overall the LP560-4, says Lamborghini, is a whopping 18 per cent less polluting and significantly more economical � to a point where it beats virtually all its competition on emissions. Not bad considering the 0-62mph time has dropped to a scant 3.7sec, while the top speed has risen past the magic 200mph barrier � to 202mph officially.

    Despite the more refined ride and significantly improved refinement, the LP560-4 still feels every inch like a Lamborghini. The noise made by the new V10 is utterly delicious, yet it has a broader, more sophisticated voice than before.

    The steering is sharper but less prone to kickback over rough surfaces as well. Steel brakes come as standard, unfortunately. Buyers will have to fork out a sizeable supplement for ceramic stoppers.

    That means the LP560-4 is a fair bit closer on price to the Ferrari F430 Scuderia (which has ceramic stoppers as standard) than it first appears.

    Should I buy one?

    If you've ever lusted after a Gallardo then this is the best yet - and not merely because it's also the fastest. It's good to see that Lamborghini is taking its future seriously and fronting up to green issues - without diluting the basic appeal of its cars in the process.

  21. #271 GTRFreak, May 15, 2008
    Last edited by a moderator: Apr 25, 2016
  22. I would have the LP, and an Alfa 159 with the £25,000 I'd save.....
  23. ya prolly

    but I would always feel a bit of shame whenever a Scuderia was anywhere near me.
  24. #274 F1GTRUeno, May 15, 2008
    Last edited by a moderator: Apr 25, 2016
  25. ferrari DOES NOT want to get into an HP war with lambo. lambo and audi have a V10 TT from the RS6 that would lay waste to anything if put into a superleggera weighted car.

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