2013 Lamborghini Gallardo LP 560-4

Exterior

The Gallardo, and every Lamborghini for that matter, is known for having razor-sharp body lines that simply scream “I’m fast.” The redesigned Gallardo is no exception to this rule. Its new front fascia boasts the trapezoidal geometry expected of the Gallardo, only the design is 100 percent brand new.

Replacing the large outer trapezoidal air intake vents are slightly smaller vents, which allow for a wide-open mouth in the center of the front fascia. This helps gives the Gallardo a more stout appearance from the front end, despite the fact that it carries over the same 74.8-inch width from last year. Just forward of the front wheels sit a pair of air intake vents that are slightly larger than last year’s model.

Down the side of the Gallardo LP 560-4 is a familiar design, as it is literally identical to last year’s model. It boasts pedestal-style sideviews, a large air-intake vent just forward of the rear wheels, and a sleek profile that allows air to slip right over it with little resistance. One difference you can take away from the sides is the addition of 19-inch Apollo polished alloy wheels, donning matte black and silver machined spokes.

If there was one area where the 2012 Gallardo failed, it was the back end. It was bland, blocky, and all-around boring. Lamborghini obviously took notice and revised the rear end to give it a little extra shape without completely replacing it. The biggest change was made to the massive black vent just below the taillights. Lambo broke up this one-time sea-of-black panel with a trapezoidal shape in the center that also creates two flanking triangles, keeping true to the Gallardo’s trapezoid-laden design. This vent is also slightly larger than last year’s allowing the engine to shed heat more effectively.

As you scroll downward to the rear bumper insert, you’ll find yet another new addition – a shapelier insert with downward-turned ends and a more pronounced rear diffuser. Poking out from each end of this revised insert are dual tailpipes, giving the Gallardo its obligatory four tailpipes total.

There is one option on the exterior and that is the “Style Package.” This package adds in high-gloss paintwork on the underside of the front spoiler, the front and rear grilles, and the transverse element on the rear trim. This helps add a little more style to the already sharp Gallardo LP 560-4.

In all, the all-new Gallardo LP 560-4’s body measures in at 4,345 mm (171.1 inches) long x 1,900 mm (74.8 inches) wide x 1,165 mm (45.9 inches) tall and has a 2,560 mm (100.8 inches) wheelbase. The Gallardo’s front track measures in at 1,632 mm (64.3 inches) and its rear track measures 1,597 mm (62.9 inches). The new Gallardo 560-4 carries with it a curb weight of 1,500 kg (3,307 lbs) with 43 percent of its weight on the front axle and 57 percent on the rear axle. As you can see, the new Gallardo is identical to the 2012 Gallardo in every dimension except weight; the new Gallardo outweighs the 2012 model by a whopping 265 lbs.

Exterior Specifications:

Interior

Lamborghini gave us absolutely no information on the Gallardo 560-4’s interior, sans one shot with the car door open. All we can make out in this image is the fact that the interior is color-coded on the door panels and center console to the exterior. We can also tell that it features leather seating with tufted diamond patterns. You can also make out the flat-bottomed steering wheel and the button-heavy center stack – something that has been thorn in the Gallardo’s side for years. Why Lambo thinks a car needs that many buttons is beyond us.

Sans the launch-control panel in the center console, the rest of the interior looks to be comfortable, well laid out, and stylish. We’ll see what kinds of images we can sneak of the interior while we’re in Paris.

Engine and Drivetrain

Under the hood of the Gallardo LP 560-4 is a carryover from last year: a 5.2-liter V-10 DOHC engine that rips off 412 kW (552 horsepower) at 8,000 rpm and 540 Nm (398 pound-feet) of torque at 6,500 rpm. A Bosch MED 9 engine management system keeps the ignition and fuel working in perfect harmony, as the oil-to-water cooler and pair of radiators keep this high-performance engine cool and operating correctly.

The engine links up to a 6-speed manual transmission standard. You can also opt for the E-gear transmission, which is an automated 6-speed manual with a paddle-shift interface. The transmission pumps all 552 horsepower through the Lambo’s permanent 4-wheel-drive system that boasts viscous traction control. The AWD system delivers power through a limited slip front and rear differential, with a constant 45 percent of the torque going to the rear wheels.

In terms of true track speed, the Gallardo is stout. It hits 100 km/h (62 mph) in only 3.7 ticks of the second hand. It only takes 11.8 seconds for this all-new entry-level supercar to hit 200 km/h (124 mph). The overall top speed of the Gallardo LP 560-4 is an impressive 325 km/h (201.9 mph).

While fuel economy and emissions may be on the back burner when considering a supercar, they are still items that require some attention. With the E-gear transmission, the LP 560-4 is rated at 21 l/100 km (11.2 mpg) in the city, 10 l/100 km (23.5 mpg) on the highway, and 14 l/100 km (16.8 mpg) combined. The E-gear transmission-equipped Gallardo LP 560-4 lays down 327 grams of CO2 per km. With the manual transmission, you can expect 22 l/100 km (10.7 mpg) city, 10 l/100 km (23.5 mpg) highway, and 14.7 l/100 km (16 mpg) combined. With the manual transmission, you can expect to put out 351 grams of CO2 per km. The fuel economy is surprisingly acceptable, but the emissions are terrible across the board on this new Gallardo.

Engine Specifications:

Drivetrain Specifications:

Performance Specifications:

Fuel Economy and Emission Specifications:

Suspension and Handling

The basic suspension system on the 2013 Gallardo LP 560-4 is a carryover from 2012, as it features a double-wishbone construction on the front and rear. You also get an antiroll bar and anti-dive bar up front, and an antiroll bar and anti-squat bar on the rear. These bars help keep the body roll to a minimum and prevent nose diving on the front end under hard braking and eliminates rear-end squat on hard acceleration. To help keep things under control, you get a full electronic stability program, ABS, ASR, and ABD with the Gallardo.

On the front corners, there’s a set of 8.5- x 19-inch aluminum alloy rims hugged in 235/35ZR Pirelli P-Zero rubber. On the rear edges, there’s a set of 11- x 19-inch aluminum alloy rims wrapped up with 295/30ZR Pirelli P-Zero vulcanized rubber.

The 2013 Gallardo LP 560-4 is really fast – obviously – but it needs to stop too. This is handled by a set of 365 x 34 mm (14.4- x 1.33-inch) steel ventilated rotors up front squeezed by 8-pot aluminum calipers. On the backside, there’s a set of 356 x 32 mm (14.01- x 1.25-inch) ventilated rotors embraced by a set of 4-piston aluminum calipers.

While the Gallardo’s a competent handler, it has been noted as a less nimble car when compared to its Ferrari, Aston Martin, and Jaguar rivals. Its suspension system is far outdated and its braking system is subpar at best. There is no supercar on the Earth that should use sub-15-inch steel rotors to bring it to a halt. When you upgrade to the Edizione Technica version, you do get the larger carbon-ceramic brakes, but we think these should be the standard equipment on the Gallardo.

Handling Specifications:

Pricing and Release Date

There is no pricing or release date available yet, but we do anticipate the Gallardo LP 560-4 coming in at around $205,000.

Competition

The only legit competition that the Gallardo has in the entry-level arena is the Ferrari 458 Italia. Sure, the California is “technically” Ferrari’s entry level car, but comparing a California to a Gallardo is like comparing an avocado to a pineapple.

The Italia boasts a 4.5-liter V-8 engine that pumps out a stellar 562 ponies at 9,000 rpm and 398 pound-feet of twist at 6,000 rpm. This engine links up to a 7-speed automated manual, giving the Italia the upper hand in the driveline area immediately. With the Italia only coming in rear-wheel drive, the Gallardo quickly catches up and pulls even with the Italia on paper. On the track, however, it is a different story.

The 458 Italia pulls to 60 mph in just 3.4 seconds and handles like it’s on rails. The Gallardo zips to 60 mph in a respectable, but slower, 3.7 seconds and has received a few black marks in the handling department, mostly due to its 30-year-old suspension design. The Ferrari has a number of electronic controls to quickly adapt the suspension to compensate for twist, speed and other factors. The Lambo lacks this refinement.

Additionally, the Ferrari still beats the Lamborghini in elegance. Sure, the Gallardo has a more rip-your-throat-out look, if that’s your bag, but it lacks any refinement. This places the Italia way ahead of the Gallardo in overall looks, but if you prefer the more intense appearance of the Lamborghini, by all means have at it.

In pricing, the Ferrari Italia sits about $20k to $30K higher than the Gallardo LP 560-4, depending on the options you choose. So there is one big selling point for the Gallardo.

Comparative Specifications:

Conclusion

When it comes to buying a supercar, it really boils down to what you find important. Supercar builders can put only so much into each car before running out of space and/or budget room. You need to consider what is most important to you. Are you willing to sacrifice a little bit of power and the elegant look of the Ferrari 458 Italia to save nearly $25K? If so, the Gallardo LP 560-4 may be a great option.

If you are a stickler for the looks and performance that a 458 Italia offers you and you have an extra $25K in the bank, then go for the prancing horse. For our money, we would take the 458 Italia all day, every day.

• Love it
  • Awesome restyling without changing too much
  • Great job making the backside look good
  • Manual transmission option
• Leave it
  • Still slow when compared to the 458 Italia
  • The interior still looks like it belongs in a spaceship
  • C’mon, steel, sub-15-inch rotors? Get with the times.