The Devil’s Ride

When was the last time you were seduced by sharp, flowing angles accompanied by a brutishly ferocious attitude that can only be described as the devil incarnate? Well, you surely are smitten by now. Unveiled at the 79th Geneva Motor Show, Automobili Lamborghini unveiled what could be aptly described as the devil’s ride: the new Gallardo.

Named after the famed 18th century fighting bull breeder, Franciso Gallardo, the Gallardo (pronunciation: ga:yàrdo), is the latest technical tour-de-force from the Italian marque, Lamborghini. Founded by Ferruccio Lamborghini, he gave the super car company the symbol of a fighting bull—as he was born under the zodiac sign of Taurus. He was first known for making tractors, until he thought of challenging the dominance of another Italian car company, Ferrari. After the immense success of the Miura in the 1960’s, it has become practice for the company to baptize their cars from breeds of the finest and most ferocious bulls.

The latest offering from the House of the Bull is no different. Designed to redefine its segment as the best high-performance sports car, the Gallardo’s driving behavior promises to fit its driver in every situation. Relying on the company’s vast knowledge and experience, the Gallardo also points towards a new direction—where true sports car and practical everyday transport come together in perfect synthesis. These two apparently conflicting objectives had engineers working making sure that the necessary comfort requirements are met without any compromise in the performance aspect expected of a true Lamborghini.

The vision, which would turn out to be the Gallardo, was initiated by the company way back in the 1990’s. However, the financial crunch meant that the project had to be shelved—only to be resurrected by its new parent company, Audi. The challenging and fascinating task of Lamborghini engineers was alive once again. Incorporating the latest technology (as well as Audi’s infusion of more development resources) meant that the so-called ‘Baby Lambo’ had to wait a full three years to merge from concept to reality.

Based on the Canto concept penned by the Italian design studio Italdesign-Giugiaro, the Gallardo was developed further and then finalized by the company’s own Lamborghini Centro Stile, incorporating the parameters of its unique design philosophy with the company’s long line of super cars—and the result is nothing short of dramatic.

Though similar in size to a Porsche 911 or a Ferrari 360 Modena, the Gallardo looks meaner and more impressive. The low and wide stance is no doubt an influence of the 1980’s Countach, while the stealthy angular styling is a salute to its formidable bigger brother, the Muciélago. However, the Gallardo’s design isn’t just a cut-and-paste routine. It is extremely individual with its flowing crease-cut side profile and relative absence of unnecessary clutter. However, the cinematic scissor doors don’t make an appearance, as the company decided that this traditional design element is reserved to its twelve cylinder lineage.

The knife’s edge styling of the Lamborghini isn’t just meant to scare away Ferraris and Porsches. Designers worked with engineers in making sure the Gallardo offers correct aerodynamic features by concentrating not only on the reduction of the drag co-efficient, but more importantly, on the control of the front and rear lift co-efficients. The result is a refinement in body aerodynamics with some visual clues: a front flap, a flat bottom and an electronically controlled rear spoiler which rises with the vehicle’s speed.

At the heart of the beast lies a new double overhead cam, four-valve per cylinder V10 that develops a healthy dose of 500 bhp at 7,800 rpm and 510 Nm of torque at 4,500 rpm mounted sideways in the traditional mid-engine layout. The engine configuration is unique: instead of using the classical 72-degree V-angle, an angle of 90 degrees was preferred. This was chosen to give the Gallardo a lower engine bonnet, better rear visibility and above all, a lower center of gravity, giving it better dynamics.

Though remotely based on Audi’s own 4.2-liter V8, the powerplant has been heavily reworked for service under the Gallardo’s hood in cooperation with Cosworth Engineering: it contains lightweight internals, variable valve timing and dry sump lubrication (a system that guarantees correct lubrication even in extreme driving conditions). The inherent unevenness of a V10’s firing intervals was solved by the adoption of crankpins incorporating an 18-degree offset. In addition, the throttle control is performed via a Drive-by-Wire system, with two electronic throttle bodies ensuring perfect and accurate response each and every time.

Putting all of this power onto the ground is the Gallardo’s permanent four-wheel drive system. Based on Lamborghini’s Viscous Traction system, it delivers a surefooted driving experience no matter what mother earth throws in its path.

The urge to accelerate from 0-100 km/h in less than four seconds is channeled through a paddle-operated six-speed gearbox with a manual transaxle. Debuting on the Gallardo, Audi’s new paddle shift technology is dubbed ‘e-gear’. This system contains a robotized sequential shifting mechanism, while maintaining a basically unchanged mechanical gearbox. Incorporating a launch control system, it uses the latest set of double and triple-cone synchronizers with optimized actuation linkage for precise shifting action.

Together with the perfect suspension geometry, weight distribution, center of gravity and aerodynamic characteristics, the achievement of high body stiffness using Audi’s aluminum space frame technology with carbon fiber elements is key in giving the Gallardo optimal dynamics and long-distance touring comfort. The use of aluminum construction also offset the bulk of the V10 engine and all-wheel drive system: the Gallardo tips in at a relatively bantam 1350 kilograms.

For months, Lamborghini engineers continuously improved the overall package by pummeling the Gallardo on the famed Nürburgring in Germany during the day. In the cover of night, it ran undisguised around the Nardo high-speed track, with its Italian V10 in full vocal glory. Initially, people who have tested the prototypes say that the overall handling and comfort is better than the Muciélago.

Grandiose plans are in the works for the Gallardo, where 1,200 will built per year by the middle of the decade—a figure that almost triples the V12-powered Muciélago’s total 2002 production run of 430. At the same time, a spider version is in the works in 2005, with an electronic-operated fabric top engineered by long-time Audi partner, Karmann.

By Ulysses Ang | Photos Courtesy of Automobili Lamborghini SpA