Power Up, Top Down, Smile Big

SATIN IS LAMBO’S NEW WHITE: The look is different—and something Ferrari is not likely to do.

“THIS BUTTON here activates the power top,” said the friendly Italian technician, as we stood outside the Lamborghini factory, getting acquainted with the marque’s newest Gallardo variant. “Press this to lower the rear window, which also acts as the wind blocker. The heated seats are here, this group of controls operates the nav system, and when you select Reverse, the backup camera is activated automatically.”

Backup camera? Heated seats? In a Lamborghini? When I first began testing the hardware from Sant’Agata Bolognese (in Italy’s famous Motor Valley, just nor th of Modena,), you’d be lucky if the engine fired three times in a row and then didn’t overheat. The power windows may work, but if not, just turn on the air-conditioner. Which may work. Or not. Times have so changed.

The Gallardo coupe received its midlife rebirth as the LP 560-4 last year, so it makes sense that the Spyder convertible follow that path. That means more power, sportier handling, reduced mechanical friction in the powertrain, even more aggressive design touches, and an upgraded interior and electronics. The number in the model name isn’t random, the Gallardo’s original 5.0-liter V-10 now increased to 5.2 liters and punching out 560 metric horsepower (it’s actually 412 kilowatts, which translates to 552 SAE net American-style ponies). Besides the displacement increase, other power adders include the switch to direct fuel injection and an updated engine-management system, which combine to improve mileage, reduce emissions, and sharpen throttle response.

The Spyder is no mere coupe that’s been sent to the chop shop. A considerable amount of reengineering was required of the entire rear deck area; even the rear fenders are slightly restyled. The one-touch power top (offered in four colors) nestles into a binnacle atop the front part of the engine and is completely covered when the rear deck lowers itself back over it. Inside, the headliner covers every bit of the top’s frame, and of course there are no levers or other hardware visible. The top’s up-and-down schtick takes about 20 seconds either direction. The glass rear window mentioned above can be raised or lowered independent of the top. Not only does it serve—very effectively—as the wind blocker, but you can drive with the top up and the rear window down, in order to enjoy a little fresh air and the high revving, 10-cylinder noisemaker that sits just aft of your right ear.

Our tester was equipped with the optional ($10,000) E-Gear autoclutch manual sixspeed gearbox. It’s not of the latest dualclutch design, but the engineers have it working pretty well. Upshifts are fast—up to 40 percent quicker in full commando mode than before—and much smoother. Downshifts are accompanied by a perfect throttle blip and a trumpetlike report from the big exhaust pipes. This robotic tranny is in touch with the Spor t button, which summons faster shifts while dialing back

ALONG CAME A ROADSTER

LAMBORGHINI ISN’T KNOWN FOR

making open-topped cars, but four decades ago it was involved in a one-off, al fresco version of its magnifi cent, mid-engine Miura. It was created by designer/coachbuilder Bertone for the 1968 Brussels Auto Salon. Rather than being a true Spyder, however, it was really a roadster, because it had no roof panel whatsoever. Even though the chassis was stiffened, it still lacked the rigidity required for production. The point was moot, Ferruccio Lamborghini reportedly wasn’t thrilled with the idea, anyway, stressing that the Miura was a pure sports car, not a tanning booth for rich playboys. After the fi rst round of show-car days were over, Lamborghini sold the roadster to the International Lead and Zinc Research Organization (the acronym of which, ILZRO, was strangely close to the name of another Lamborghini model, Islero). ILZRO renamed the car Zn75, taken from the periodic table of elements, as it was refi nished in all manner of zinc- and chrome-plated and polished-metal components. The Miura Roadster/Zn75 still exists, having been recently restored, and made a visit to the Pebble Beach Concours d’Elegance last August.

pavement and how aggressively we aim for the bumps, there’s no discernable body wiggle or cowl shake. Top up, it’s quiet inside, with no squeaks or rattles.

Does it sound like there’s not much to complain about? Damn straight. Okay, the power window buttons seem reverse to your intuition. Storage? Not much, but who cares. There’s a lot of wind buffeting in the cabin without the wind blocker raised. And it would be really nifty to have that DSG transmission (which we hear is coming on the next generations of Lamborghini models). Other than that, the newest Lamborghini is a gut-level thrill.

Although the Lamborghini LP 560-4 Spyder competes in the marketplace with comparable models from crosstown rival Ferrari, it is a very different car. Lamborghini can and will do things Ferrari won’t, and the differentiation benefits them both. People still bemoan the fact that Lamborghini is now a part of the VW group, under Audi management. We’re not sure why: The combination of German engineering and par ts resources, combined with Italian design and the local flavoring of Italy’s Emila Romagna region, makes for cars that are far superior to those of even a generation ago. Besides being way faster, they’re built light years better and are a lot more fun to drive. We also enjoy that they start, run, and don’t overheat. ■

2009 LAMBORGHINI GALLARDO LP 560-4 SPYDER

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