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

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

  1. #276 Grigio Telesto, May 15, 2008
    Last edited by a moderator: Apr 25, 2016
    That is why I think Ferrari's only option is to cut weight drastically on the F430 replacement, but doing so will cost a lot and is probably why they will raise the price (if the rumours are correct).

    By the way, here are hi res pics of LP560 at Vegas:
  2. Serious question.

    If Ferrari has more money, clients and financial stability, what makes you think they will be afraid of a HP war with them? HP wars make no sense. The magical barrier is 200 MPH unless you are a serious driver what more do you want? Unless you want a car like the Enzo or FXX.

  3. #278 Ferrari Now And Forever, May 15, 2008
    Last edited by a moderator: Apr 25, 2016
    Ferrari doesn't want to get into a HP war with anyone. It makes no sense. The magical speed barrier is 200 mph. Lots of cars can do it in a straight line. Ferrari has been doing it for 20 years now. They are more focused on what they have always been focused on. Driving.............braking, steering, cornering accerlation. But the challenge now is improving all these characteristics of the car while still staying in the 200 mph neighborhood but keeping things "green". Whatever that means to the EU.
  4. #279 Grigio Telesto, May 15, 2008
    Last edited by a moderator: Apr 25, 2016
    Q: How would you mount your number plate on the Gallardo's new pointy nose without affecting the aerodynamics?

    A: Bend the number plate till it can be mounted flat against the bumper.

    I wish this was my problem.

  5. #280 speedandmotion, May 15, 2008
    Last edited by a moderator: Apr 25, 2016
    Thanks for posting up links to the site!

    It was a great day...make sure you guys check out the pics of the matte black LP560.
  6. Sure, as long as you feed my addiction to Lambos <A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/smile.gif"></A>
  7. #282 speedandmotion, May 15, 2008
    Last edited by a moderator: Apr 25, 2016
    Perfect video for you and your username!
  8. #283 BlackendRoseRX7, May 15, 2008
    Last edited by a moderator: Apr 25, 2016
    legally you're supposed to have one here in California...i dont have one on my car. it ruins the look, IMO. stupid bacon never pulls you over for it anyways, the law's practically there just for when you piss the cop off.
  9. #284 Grigio Telesto, May 16, 2008
    Last edited by a moderator: Apr 25, 2016
    This review is one of the best so far. The writer took time to discover the cars dynamics and ably described where its good and bad.

    LED Foot

    words: Eddie Alterman

    I've never been of the opinion that the base Lamborghini Gallardo needed more oomph, but I'm obviously in the minority. The coupe's variants ? the SE, the Superleggera ? have offered additional speed and/or additional lightness, and they have kept the whole Gallardo enterprise fresh for the past five years.

    So it should come as no surprise to anyone but me that a new Gallardo variant was needed, this time to replace the coupe (the Superleggera's gone; the Spyder remains). The newest baby bull is called the LP560-4, and all you really need to know about it is that it has a frickin' Thrust mode. The end.

    For those interested in the bothersome details of this $201,000 entry-level Lambo, know that the revitalization efforts extend to pretty much every area of the car. The LP560-4 has a revised body, suspension, engine, brakes, lighting, and transmission. It results in a Gallardo with the same power-to-weight ratio as the Superleggera, a 3.7-second 0-62 time, a top speed of 202 mph, and the kind of power curve to launch a thousand Evel Knievels.

    We drove the car at the Las Vegas Motor Speedway and its environs, and Maurizio Reggiani, Lamborghini's R&D director, gave us the technical walk-around. "The power is up 40 PS, to 560, which is why it's called LP560-4." Converting from metric to American, 560 PS equals 552.33 horsepower. LP stands for a Longitudinale Posteriore engine placement and 4 represents the number of driven wheels. With the engine thus situated, the LP560-4 has a rear-biased weight distribution of 43/57 percent. The ten cylinders ? arrayed in a ground-hugging, 90-degree V ? get a larger bore versus their predecessors, bumping the V-10's displacement up 0.2 liters to 5.2. Lamborghini employs direct injection here: It allows for a 12.5:1 compression ratio, a wider power band, and an 18-percent reduction in fuel consumption and C02 emissions. Peak power happens at a lofty 8000 rpm; max torque of 398 lb-ft comes in the form of a little bump in the plateau at the 6500-rpm mark.

    But the increase in power alone doesn't get the LP560 to the Superleggera's motivation-to-mass ratio: The new car also weighs 44 pounds less than the outgoing Gallardo. Revised axles and differentials (including a 45-percent limited-slip rear) shave mass, despite the addition of a toe link on the rear suspension. Otherwise, the body's weight remains essentially the same, even though the car is two inches longer than before. The more observant among you will notice that the front fascia comes to a point as on the Murci?lago and the Revent?n, and that the taillights, which previously reached up onto the deck, are now contained on the rear fascia, their Y-shaped LEDs giving off an unmistakably mil-spec vibe. With the lights suddenly horizontal and the extraction mesh running uninterrupted across the fascia's full width, the rear of the car looks a bit like a more rectilinear version of Audi's R8, a consequence that was wholly unintended.

    One area intentionally brought into line with the R8, however, is the transmission. Though still offered in the same six-speed manual or six-speed e-gear configurations, the e-gear unit has a rotational selector to replace the fore-aft mechanism. This results in as much as 40-percent faster and infinitely smoother, gentler shifts. Although, if you really want to feel the gears engage, you can select the Corsa shift program, which delivers a mule-kick to your lumbar region every time it swaps cogs. Corsa is just one of five shift/ESP modes, which also include, in order of increasing aggressiveness: Automatic, Normal, Sport, and the previously mentioned launch control, suggestively named Thrust. The more belligerent settings switch the ESP programming to Sport, which indulges fairly wide slip angles before intervening.

    On the course set up for us at the Las Vegas Motor Speedway, a combination oval-infield arrangement, the car comes on with a Lambo's anticipated lack of subtlety. Idling through pit lane, the V-10 sounds like the devil's own sewing machine, a busy interweaving of alloy parts. Prod the throttle and the various butterflies in the car's lungs snap open, overlaying the brittle hum with a heavy, guttural howl. On the bowl, the car digs in and stays glued there, its seductive combination of lateral grip and body control prodding you faster and higher. Out here, the gearbox is mostly ceremonial ? there is such a large powerband that you rarely have to shift. Third is fine even for tight corners and fourth is good for deep triple-digit speeds. You'd think that a torque peak of 6500 would mean a dearth of low-end grunt, but the direct-injection system keeps part-throttle response aggressive. In fact, the old Gallardo feels positively peaky by comparison.

    Diving into the infield, the LP560-4 revealed a few weaknesses: The optional carbon-ceramic brakes ($10,000) have a dead zone at the top of the pedal travel, making smooth tip-in almost impossible. The brakes bite down so hard that you can nearly set off the seatbelt pre-tensioners if you don't get your footwork right. Also, the car's steering masks feel with weight. There's a force-feedback artificiality to the helm, which is ironic considering that the steering is nearly unassisted.

    That said, I didn't use the steering wheel all that often. Mostly, I just steered the car with the gas pedal. While doing so, I was able to engage in the stereotypically Mediterranean activities of drinking a tiny espresso with an even smaller spoon and calling many people on several cell phones at once. Indeed, what could be more Italian than a car that leaves your hands free to gesticulate? Overdrive the car into a corner, and a slight relaxation of your right foot tucks the nose back into line. Brake hard for a tight left-hander, and the back end will come about, gently and controllably. At the limit, the whole car seems to dance, and all the heft and brusqueness of its demeanor evaporates.

    The LP560-4 is equally at home on the road, with great initial bump absorption and a very balanced secondary ride. It also tends to attract people, many of them yokels. Four toothless gentlemen in a clapped-out F-150 were admiring the car's visuals, issuing numerous whoops, hollers, and invitations to race. Others were not so susceptible to the Lambo's charms. While on the strip, I saw a woman reach out of her rental Chrysler 300 and drop an overstuffed McDonald's bag right onto the street. I gave her the kind of overenthusiastic thumbs-up that even the bovine-hormone afflicted can read as sarcastic, and she gave me a crass and un-layered single-digit response. When she engaged me in conversation at a light it was to ask, somewhat quizzically, if I was an accountant. She then added that even a car such as the LP560-4 would fail to garner me female consort. I thought about reminding her that I had the high moral ground here ? while she was dumping grease onto the pavement, my Gallardo was consuming 18 percent less fuel than last year's model. In the end, though, all I could come up with was this: "Eat another burger, you fat cougar!" With a tug of the paddles and a press of a button, I set the car to Thrust mode.
  10. #285 BaRRa, May 16, 2008
    Last edited by a moderator: Apr 25, 2016
    You think this is something new????? !!!!!!!!!!
  11. I have seen it done before, but it usually looks like [email protected] Even in this case, it doesn't look good although it does maintain the aero profile.

    I expected Lambo to provide some nice brackets so the plate can be installed without this ad hoc engineering <A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/smile.gif"></A>
  12. #287 Grigio Telesto, May 18, 2008
    Last edited by a moderator: Apr 25, 2016*

    How To Simultaneously Attract and Evade the Paparazzi

    By Dan Edmunds, Director of Vehicle Testing
    Date posted: 05-18-2008

    Look at me. Don't touch. Chase me. That's enough. Good-bye. Like the biggest tease you've ever met, a Lamborghini has stunning lines that irresistibly attract your attention, yet it's expressly designed to run away from just about anyone and anything in a heartbeat.

    And so it remains with the 2009 Lamborghini Gallardo LP560-4, only more so. Cruise slowly, troll the cityscape, be seen, sneer at the gawkers and pretend you don't love it. This is a car that displays a raging V10 engine under a hatch that's inset with glass, and yet it can get away from the rabble at a top speed of 202 mph.

    First, Some Italiano
    The 2009 Lamborghini Gallardo LP560-4 replaces the apparently alphanumerically deficient Gallardo coupe in the Lambo lineup. The LP part stands for Longitudinale Posteriore, Italian for "the engine is back there, mounted longways" and accompanied by the appropriate thumb jerk over the shoulder. No surprise here.

    Next in the sequence comes 560, the horsepower rating in CV or Cavalli Vapore: literally "steam horses." In American, this translates to 552 SAE horsepower, about 40 more than the weakling Gallardo coupe had last year. Credit goes to an all-new 90-degree 5.2-liter V10 engine.

    Finally, the "dash four" part refers to Lambo's favored viscous traction all-wheel-drive system that directs all of that equine fury to the pavement. As the name implies, a viscous-type center differential divides the torque between front and rear: 30 percent front and 70 percent rear in this case. Apparently the wacky Lamborghini LM001 4x4 had more of an effect on the company's engineers than any of us could imagine at the time.

    So, of Course, Las Vegas
    What better place, then, to introduce this mechanically invigorated Gallardo, a fantastic high-speed driving machine that can peel your skin off, than the Strip in Las Vegas?

    Surely Vegas is a mecca for enthusiast drivers and is known for its world-class driving roads. Umm. How about, no?

    Las Vegas is all about seeing things and being seen. It's about neon lights, outrageous hotels, unashamed displays of wealth, artful inebriation and sins of the flesh. In short, Vegas is the epicenter of Lambo country.

    Don't laugh. Lamborghini has leveraged this image into a business plan that has resulted in a 1,000 percent increase in sales over five years. Last year, Lamborghini sold 2,406 cars worldwide, an increase of 15.3 percent over the year before, and its overall revenue increased 34.0 percent. In the U.S., 1,001 cars were sold, a new record for the company. And this increased cash flow in recent years has funded the development of the improvements we see in the 2009 Lamborghini LP560-4.

    They Do Have a Racetrack Here
    Sure, Las Vegas Motor Speedway is a NASCAR oval track, but it contains a passable interior road course for Gallardo-flogging. Here we finally get to see if the 2009 LP560-4 is more than a pretty face with high, Euro-style cheekbones.

    It is.

    The V10 engine roars to life and rumbles patiently while it waits for us to shift the reworked e-gear six-speed automated manual transmission out of Neutral. As before, there's no console-mounted shift lever in sight: just a trio of flat buttons labeled "Sport," "A" (for automatic) and "Corsa," plus a pair of shift paddles on the steering wheel and just two pedals.

    The Sport setting tightens up the shifting and liberalizes the electronic stability control. Corsa, newly added to the LP560, takes both a step further toward the full-race mode by making shifts 40 percent quicker than last year. Thrust launch control can be enabled for demon standing starts, and a stability control defeat switch exists for the highly skilled (or highly stupid).

    After selecting 1st gear by tugging the "+" paddle, the car doesn't move until we squeeze the throttle gently. They say this thing can achieve zero to 100 km/h (62 mph) in 3.7 seconds. Let's see if they're riiiigghht....

    WOW! We'll have no trouble matching that back in the lab.

    Where the 560 Comes From
    The new V10 engine develops this massive wallop by way of a displacement bump from 5.0 liters to 5.2, a compression ratio raised from 11:1 to 12.5:1, the addition of direct fuel injection and revisions made to the variable valve timing system.

    The VVT acts on the intake and exhaust cams as before, but reductions in bearing friction and inertial mass enable it to respond much more quickly to demands from the onboard engine computer.

    In addition to the extra horses, the LP560-4 gains a flatter torque curve that peaks at 398 pound-feet instead of 376. It's likely that the impressive 18 percent increase in fuel economy will pass unnoticed by Gallardo owners, but a similar decrease in CO2 emissions will doubtless make good cocktail party chitchat: "Hey baby, I'm doing my part."

    A dry-sump lubrication system provides superior oil pickup on racetracks and allows lower placement of the engine in the chassis for a lower center of gravity without fear of grinding a hole in a big oil pan. Following this theme is a 3,109-pound overall weight for the new Gallardo LP560-4, some 44 pounds less than before.

    Entering Turn 1
    Our sample Gallardo is equipped with the optional carbon-ceramic brakes (CCB), a $10,000 premium that replaces the 14.4-inch ventilated and drilled steel front rotors with humongous 15-inch carbon ceramic ones and swaps eight-piston front calipers for slimmer six-piston units. The rear brakes change, too, but the sizes remain the same.

    When the CCBs get up to temperature on the track, they bite like mad and haul the Lambo down to a stop in a hurry, but on the street they run cooler and tend to feel a bit erratic. The lightweight rotors reduce unsprung weight by a pound or so at each corner, but the big payoff is a heroic resistance to brake fade with track use.

    The chassis turns into corners crisply and the road talks to us through the front 235/35ZR19 Pirelli P Zero tires and lightly assisted steering, but as we gain confidence and increase cornering speed, an undeniable trend toward understeer creeps into low-speed corners where the aerodynamic downforce from the revised front bodywork is in short supply.

    Even so, altered geometry in the double-wishbone rear suspension and huge 295/30ZR19 rear meats contribute to an overriding impression of immense grip and poise. Profilers will be happy to learn that this car isn't a kidney-rattler, as the thoughtfully tuned springs and dampers filter out more of the impacts than we expected on the open road.

    Inside the Leather Cocoon
    The overriding theme inside the revised Gallardo is one of leather ? lots of it. In addition to power-adjustable leather-upholstered seats, our LP560-4 had leather covering the dash and the center console ? even the headliner was smothered in the stuff. Sumptuous? Yes, but such an interior is a bit monochromatic.

    The navigation system, climate control interface and certain switches look like pieces from the Audi R8, because they are. The same goes for the flat-bottom steering wheel and the main instrument binnacles. All this is well integrated into the Italian architecture, but in the end it's still recognizable as Audi stuff. There are far worse parts bins to dip into, we suppose.

    A display between the main instrument dials clearly tells us what gear we're in, but up and down gearchanges with any appreciable steering input are hampered by the shift paddles, which are fixed to the steering column and too short to reach. Parking this Gallardo is a bit of a trick, too; you must pull back both paddles together to engage Neutral and remember to set the parking brake so the Gallardo doesn't roll over the valet.

    The Other Nine-Month Wait
    If you haven't already put down a deposit on a 2009 Lamborghini Gallardo LP560-4, you're looking at a nine-month wait, minimum. At the end, the lucky few will be obligated to fork over $212,600, including $2,600 in gas-guzzler tax. If you choose the traditional six-speed manual transmission with a conventional clutch pedal (a version not presented to us in Vegas), you'll part with only $203,000.

    They'll sell every one they can make, too. From a business standpoint, Lamborghini is making all the right moves. Despite a weak economy, Lamborghini's sales and profit are higher than they've ever been and the brand has never been stronger.

    But from the point of view of the dedicated enthusiast (who incidentally will never be able to afford one), the 2009 Lamborghini Gallardo LP560-4 seems like a crime against engineering. All that outrageous performance, locked away and relegated to a life trolling for phone numbers and teasing the unwashed masses. Sigh.
  13. I wonder when Heffner will get a hold of on. Epic-ness ensues.
  14. #289 a007apl, May 20, 2008
    Last edited by a moderator: Apr 25, 2016
  15. #290 Grigio Telesto, May 20, 2008
    Last edited by a moderator: Apr 25, 2016

    Lamborghini LP560-4

    Author: Jethro Bovingdon
    Images: Charlie Magee

    The new Lamborghini Gallardo LP560-4 is fighting a battle on two fronts: Just across town is ever-present sparring partner Ferrari. They've had the dynamic high ground since the F430 launched in late '04, and although the Superlegerra closed the gap for the boys from Sant 'Agata, Maranello's response - the phenomenal Scuderia - put clear blue water between baby Ferrari and baby Lamborghini again. The LP560-4 must redress the balance. Perhaps more significant is the threat posed by the fabulous Audi R8. Ok, so it's cheaper, less powerful and hasn't got that evocative Raging Bull badge, but unquestionably quattro GmbH took Lamborghini's basic chassis and four-wheel drive system and improved the end product. That must have been hard to bear - and there's more potential embarrassment to come when the 5.2-litre V10 R8 with around 500bhp is launched later this year.

    So the LP560-4 needs to be decisively faster than the R8, and decisively more aggressive. But it needs more than that. It needs a dynamic polish that has been missing in the Gallardo - that last 5-percent that makes all the difference when you're wringing every last drop from the package. I can't imagine anyone complaining about the Gallardo's point-to-point effectiveness - the Superleggera is quite frighteningly quick across the ground - but little details like grabby brakes and the traditionally clunky e-gear paddle shift gearbox need to be eradicated. To challenge the Scuderia it needs to go even further. It needs to change direction with more enthusiasm, communicate more clearly through the wheel and have that scalpel-sharp precision that makes the Ferrari such a mesmerising device. Put simply the LP560-4 has its work cut out.

    The changes to the Gallardo's suspension, engine, gearbox and aerodynamics suggest that Lamborghini know as much. The new direct injection 5.2-litre V10 thumps out 552bhp at 8000rpm and 398lb ft at 6500rpm, gains of 39bhp and 22lb ft over the old 5-litre unit and more than enough to cover the Scuderia's 503bhp. Lamborghini's 'entry level' car now does 202mph and 0-62mph in 3.7-seconds. The e-gear transmission has been thoroughly overhauled and now has four modes - Normal, Auto, Sport and Corsa - the latter of which cuts shift times by 40-percent compared to the old car in Sport. There's also a 'Thrust' mode, which is essentially launch control. Flicking between the two more aggressive shift settings also increases the tolerance of the ESP, although there's still the option to disable it altogether.

    Lamborghini has worked hard on the suspension and four-wheel drive system, too. The viscous coupling can transfer torque more quickly between front and rear (the steady state balance is still 30:70 front-rear) as grip ebbs and flows between the axles, and new springs, dampers, bushes and anti-roll bars all round are said to improve body control and ride comfort simultaneously - there's also an additional tie-rod at the rear to ensure the camber remains consistent even under extreme load. Combined with 30-percent more downforce thanks to a revised underfloor and venturi at the rear and a 20kg weight saving, the LP560-4 is clearly more than just a facelift. This is Lamborghini making a point. However, these modifications don't come cheap. The LP560-4 costs ?147,330 in basic form - a full ?20,000 more than the previous car, if slightly cheaper than the limited run Superleggera, which cost ?151,515.

    The launch venue for the LP560-4 is the Las Vegas Motor Speedway and the surrounding roads in deference to the US being their biggest market (41 percent), and in the quest for unbroken sunshine. The track element utilises some of the high speed banking of the oval circuit and a tighter, mainly 3rd gear infield section. All the cars are equipped with e-gear, a ?6250 option. However, somewhat inexplicably none of them have the optional 'Sport' chassis set-up, which is stiffer and according to chief test driver Giorgio Sanna makes the Gallardo much more resistant to understeer and replicates the Superleggera's awesome composure under extreme duress.

    No matter. An empty racetrack and a Lamborghini LP560-4 are a pretty enticing combination. The styling revisions look fantastic in the metal, and the car looks fresh and modern again. The 5.2-litre V10 sounds different, too. It's still an angry noise but there's a melodic edge to the old blare now due to a different firing order, and at higher revs it sounds more distinctly V10 - the fierce bark underscored by a softer warble. It's a mighty unit, throwing the Gallardo around the banking with a gleeful relentlessness, its thick seam of torque growing and then morphing into a frenetic final climb to the 8500rpm limiter.

    The gearbox - in 'Corsa' mode - still isn't a match for Ferrari's F1 Superfast and is positively archaic compared to the GTR's twin-clutch transmission. Try keeping your foot pinned as you flick the upshift paddle and the car is unsettled by the violence of the shift. A little lift of the throttle helps to smooth things out, but it feels neither whip-crack fast like the Scuderia or super-smooth like a GTR or M3 with the new DCT gearbox. 'Sport' mode is more refined but the shifts feel a bit lazy for such a full-on supercar. Having said that the e-gear is definitely improved - but it's still not the best of these systems. Lamborghini claim the total torque interruption is 120-milliseconds (Ferrari claim 60ms for the Scuderia but there is some debate as to what they're actually measuring) but on this evidence we'd stick with a good old-fashioned 6-speed manual.

    The medium speed turns of the Speedway are quite a tough challenge. The LP560-4 feels great through the first left of the infield, turning in on the brakes and while downshifting (one big advantage with e-gear) the front P Zero Corsas bite and the rear feels perfectly in tune with the steering's rate of response. The next long 3rd gear right is trickier to nail, the car pushing wide very early in the corner and the understeer building rapidly if you keep the throttle in. Lift your right foot and the nose recovers its grip, but as you reapply the power the front tyres start to scrub wide again. This pattern is repeated through the next little complex, the LP560-4 eating up short, sharp direction changes but succumbing to the clutches of understeer through the longer turns.

    And no matter what I try, the understeer is impossible to defeat. I'm sure a full-on Scandinavian-flick would do the trick but that seems an extreme way to get a 552bhp mid-engined supercar to steer on the throttle. Unfortunately for Lamborghini I think an R8 would have been more fun, more adjustable on this circuit. However, the surface temperature was over 40-degrees C and playing havoc with the P Zero Corsa tyres, so until we try a car in fairer conditions and with the 'Sport' chassis I think it's too early to say whether the LP560-4 has lost the Gallardo's inherently fine balance. I will condemn the ceramic brakes, though. The middle pedal still has an inch or so of dead travel followed by a sudden and impossible to modulate wall of stopping power. I recently tried a Superleggera with a steel set-up and that worked much more progressively so don't pay extra for a more compromised system.

    On the road you rarely find the limits of the front tyres, and the LP560-4 feels more impressive. It's an awesomely fast road car - stable at speed and with superb traction, controlled and yet surprisingly supple and the way it lunges into three figures is pure heavyweight supercar. Then there's the noise, the sense of occasion and the knowledge that you're travelling in one of the coolest cars on the planet (especially the matt black car I found myself driving back into Las Vegas). I love the Gallardo and I'm sure the LP560-4 will work brilliantly back in the UK. But I suspect it will need that Sport chassis and a manual gearbox and steel brakes to live up to its full potential. As soon as we get to drive an optimum spec car on more representative roads we'll know more about how it stacks up against the Scuderia and if it's good enough to make the R8 an irrelevance.

    Vehicle Spec.

    Engine: V10, 5204cc, 40v
    Power: 552bhp @ 8000rpm
    Torque: 398lb ft @ 6500rpm
    Top speed: 202mph
    0-62mph: 3.7-seconds
    Price: £147,330
    On sale: Now

    PLUS: The traditional Gallardo strengths remain - superb traction, fantastic engine and compact dimensions. The LP560-4 feels noticeably faster and the redesign looks fresh and edgy. The new direct injection engine is fantastic

    MINUS: The traditional Gallardo weaknesses remain - poor gearshift quality with e-gear, snatchy brakes if you opt for the ceramics. On the track the non 'Sport' chassis car understeers quite markedly and there's very little throttle adjustability
  16. #291 lambornima, May 20, 2008
    Last edited by a moderator: Apr 25, 2016
    nice. but I wish the had some engine noise in their commercials though.
  17. #292 DrVertigo, May 20, 2008
    Last edited by a moderator: Apr 25, 2016
  18. I would take it over an F430.
  19. <A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/amazed.gif"></A>

    world has ended
  20. #295 Grigio Telesto, May 21, 2008
    Last edited by a moderator: Apr 25, 2016
    Impression Lamborghini Gallardo LP560-4 Roadster

    It’s always nice to think about cars that probably will be available. How will they start to look, what about the Gallardo LP560-4 Roadster? The Autogespot photoshopper Luuk has tried to make an impression of the topless version of the new Gallardo LP560-4.

    The Lamborghini Gallardo Spyder is a huge hit. This makes it likely that the LP5640-4 will also get a roadster version. It’s likely that this will take some time, just think about developing and testing this new Spyder. We’ll just have to wait and see. Of course we can’t tell you anything about specifications, Lamborghini hasn’t told anything about a LP560-4 Roadster. It’s likely that the car will get 560 bhp, the sprint to 100 km/h will be over in under four seconds.

    Driving the “normal” Gallardo Spyder must be a wonderful experience. Jeremy Clarkson, presenter of Top Gear, thinks the Spyder has a bigger impact than the closed version of the Gallardo. At the bottom of this article you can listen to the sound of the LP560-4. There is enough to speculate about this car, if the car looks anything like Luuk's impressions, the LP560-4 will be a stunningly beautiful car!
  21. I wonder if the LP560 spyder will still weigh 300 lbs more than the coupe.
  22. the car is absolutely gorgeous.
    The subtle redesign made an attractive car into a knockout stunner. I cant wait to see one.

Share This Page