Few cars are more menacing to look at than the current crop of angular, angry-eyed, impossibly low Lamborghinis. The fact that they're all incredibly powerful and blisteringly fast only enhances their malevolent mien. But to keep them from throwing too many riders, these raging bulls have been reined in by the reassuring traction of all-wheel drive for the past 10 years, which helps keep all four hooves charging in the driver's desired direction. Well, the bright orange beast on these pages puts an end to all that. It's a rear-heavy rear-driver with a stability-control-off switch. It seems amazing that some legal disclaimer doesn't have to be agreed to with a fingerprint detector before keying the ignition.
This special limited-edition Gallardo (250 worldwide) is rather verbosely named to honor 40-year veteran Lamborghini test driver Valentino Balboni, who has not only helped develop every car since the Miura SV, but hass personally test-driven some 80 percent of all individual Lamborghinis ever sold. Deleting the driveshaft and front axle hardware saves 165 pounds, improves steering feel, and shifts the weight balance one percentage point aft (to 43/57 front/rear), but can 500-plus horsepower be efficiently routed through only two tires? And more important, does this transform the Gallardo into a fearsome widow-maker?
This special limited-edition Gallardo (250 worldwide) is rather verbosely named to honor 40-year veteran Lamborghini test driver Valentino Balboni, who has not only helped develop every car since the Miura SV, but hass personally test-driven some 80 percent of all individual Lamborghinis ever sold. Deleting the driveshaft and front axle hardware saves 165 pounds, improves steering feel, and shifts the weight balance one percentage point aft (to 43/57 front/rear), but can 500-plus horsepower be efficiently routed through only two tires? And more important, does this transform the Gallardo into a fearsome widow-maker?
As its 550-2 middle name suggests, the familiar 5.2-liter V-10 is detuned by 10 horses relative to its 560-4 stablemate, to make "only" 542 SAE horses (its 6.4-pound/horsepower ratio still trumps the all-wheeler by two-tenths). Second, the compound for the identically named and sized rear tires has been tweaked to improve traction. Subtle changes to the spring and damper rates help ensure efficient weight transfer at launch and safe limit handling (more about which in a moment).
The answer to the power delivery question is a qualified "yep." Our tester was equipped according to Valentino's preference, with the standard six-speed stick and the optional $15,600 carbon-ceramic brakes. E-gear paddle-shifting is (to Balboni's chagrin) optional, and its launch control system results in reliably quick starts every time, but when a practiced piloto gets the footwork right (revs at about 2800 rpm, quick clutch drop resulting in only a few feet of wheelspin), this lightened rear-driver launches harder and quicker, establishing a 0.2-second lead relative to the 560-4 by 30 mph, which steadily grows to 0.8 second at 170 mph (which the VB hits in just 24.9 seconds and 8/10ths of a mile). It nips at the mighty Murcielago LP670's hooves, trailing by only a tenth or two (seconds and mph) through the quarter mile. The qualification: Getting it right takes lots of practice; repeatedly getting it wrong gets expensive. And while you'd expect the toothy shift-gate to prevent any possible wrong turns, hurried 1-2 upshifts somehow wind up in no-man's land on occasion, which blew several runs (never a problem with E-gear). That gate itself, however, is a precision-milled masterpiece, offering minimal clearance to the shift stalk without ever rattling as the shifter vibrates. Brilliant.
As for rear drive's fear-factor, moneyed drifters may be disappointed to learn that the tail sincerely wants to follow the nose. A stiffer front anti-roll bar, the spring and damper tweaks, and those grippier rear tires conspire against tail-wagging shenanigans. With ESP off, it was very difficult to establish-let alone hold-the modest slip angle that often improves figure-eight performance, though brutish stabs of the throttle or jerky declutching while downshifting in a curve can predictably force the tail out. Indeed the car pushed a bit wider than desired on our best lap, which explains how we achieved the 560-4's 1.01g peak lateral grip, higher overall g (0.89 versus 0.84 due to stronger acceleration/braking), but a two-tenths longer lap time (by traveling farther). And if you get in over your head, charley-horse your leg on the brake pedal and those indefatigable carbon binders will throw you into the shoulder harness with upward of 1.5 g of whoa, halting in 299 feet from 100 mph (our seventh best production car), and 104 feet from 60 mph.
The price for deleting all-wheel drive is $20,900, but it includes a 1970s-inspired white and gold stripe that's echoed in the VB-unique black-and-white striped interior, unique badging, a plaque bearing Valentino Balboni's signature, and additional standard features like a transparent engine cover, navigation, Bluetooth, and a back-up camera. Our car boasted the irresistible $4235 carbon-fiber engine dress-up kit and heated, electric seats ($3630) in addition to the big brakes
Signore Balboni is rightfully proud of the car that honors his august career. It is, after all, the second-quickest Lamborghini ever, and the 16th-quickest production car we've tested. Expect more rear-drive Lamborghini variants to follow (not to mention the related Audi R8 GT). And nobody but your concerned and potentially disproving spouse need know the 550-2 is nowhere near as dangerous to drive as people think.
| Lamborghini Gallardo LP550-2 Valentino Balboni | |
| POWERTRAIN/CHASSIS | |
| Drivetrain layout | Mid-engine, RWD |
| Engine type | 90-deg V-10 |
| Valvetrain | DOHC, 4 valves/cyl |
| Displacement | 317.6 cu in/5204cc |
| Compression ratio | 12.5:1 |
| Power (SAE net) | 542 hp @ 8000 rpm |
| Torque (SAE net) | 398 lb-ft @ 6500 rpm |
| Redline | 8500 rpm |
| Weight to power | 6.4 lb/hp |
| Transmission | 6-speed manual |
| Axle/final-drive ratios | 4.06:1/3.17:1 |
| Suspension, front; rear | Control arms, coil springs, height-adj shocks, anti-roll bar; control arms, coil springs, anti-roll bar |
| Steering ratio | 12.0:1 |
| Turns lock-to-lock | 2.8 |
| Brakes, f;r | 15.0-in vented, drilled, carbon-ceramic disc; 14.0-in vented, drilled, carbon-ceramic disc, ABS |
| Wheels, f;r | 8.5 x 19-in; 11.0 x 19-in, cast aluminum |
| Tires, f;r | 235/35ZR19 91Y; 295/30ZR19 100Y Pirelli PZero |
| DIMENSIONS | |
| Wheelbase | 100.8 in |
| Track, f/r | 64.3/62.9 in |
| Length x width x height | 171.1 x 74.8 x 45.9 in |
| Turning circle | 37.7 ft |
| Curb weight | 3461 lb |
| Weight dist, f/r | 43/57% |
| Seating capacity | 2 |
| Headroom, f/r | 35.0 in (est) |
| Legroom, f/r | 46.0 in (est) |
| Shoulder room, f/r | 51.3 in (est) |
| Cargo volume | 3.9 cu ft |
| TEST DATA | |
| Acceleration to mph | |
| 0-30 | 1.4 sec |
| 0-40 | 1.9 |
| 0-50 | 2.7 |
| 0-60 | 3.4 |
| 0-70 | 4.2 |
| 0-80 | 5.4 |
| 0-90 | 6.4 |
| 0-100 | 7.5 |
| 0-110 | 9.1 |
| 0-120 | 10.6 |
| 0-130 | 12.2 |
| 0-140 | 14.9 |
| 0-150 | 17.1 |
| 0-160 | 19.9 |
| 0-170 | 24.9 |
| Passing, 45-65 mph | 1.4 |
| Quarter mile | 11.5 sec @ 125.6 mph |
| Braking, 60-0 mph | 104 ft |
| Lateral acceleration | 1.01 g (avg) |
| MT figure eight | 24.2 sec @ 0.89 g (avg) |
| Top-gear revs @ 60 mpg | 2500 rpm |
| CONSUMER INFO | |
| Base price | $223,000 |
| Price as tested | $246,465 |
| Stability/traction control | Yes/yes |
| Airbags | Dual front, front side/head |
| Basic warranty | 3 yrs/unlimited miles |
| Powertrain warranty | 3 yrs/unlimited miles |
| Roadside assistance | 3 yrs/unlimited miles |
| Fuel capacity | 23.8 gal |
| EPA city/hwy econ | 12/20 mpg |
| CO2 emissions | 1.33 lb/mile |
| MT obs fuel econ | 14.7 mpg |
| Recommended fuel | Unleaded premium |
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