Author: Alisdair Suttie
Photography: Lamborghini
1998 is a pivotal year in the story of Lamborghini. Not only is it when the Italian firm came under the wing of the Volkswagen Group, notably its Audi division, it’s also when the company began the development of a second stream, more affordable model. The idea for what emerged as the Gallardo was not new – Lamborghini had already shown the Calà concept car and there were previous ‘junior’ models with the Urraco and Jalpa. What arrived in 2003 was not subordinate to the recently launched Murciélago, instead the Gallardo was very much its own take on what a modern Lamborghini could be. Up against competition from the Porsche 911, Ferrari 360 and then the 430, and the Mercedes-Benz SL55 AMG, as well as others on the way like the Aston Martin V8 Vantage, the Gallardo had its work cut out. A key advantage for the Gallardo was its badge: after all, who wouldn’t want a Lamborghini when the form’s cars had previously been unattainable to all but rockstars and the very wealthiest buyers?
While it didn’t exactly democratise supercar ownership, the Gallardo opened up the Lambo experience to a huge new pool of buyers and, jeez, did they dive in with glee.
What those first Gallardo customers got was a 493bhp, four-wheel drive and mid-engined supercar that went straight to the head of its class on paper. The 5.0-litre V10 was more exotic and punchier than its rivals’ V8s, and it delivered the goods on the road with 0-60mph in 4.2 seconds and 192mph flat out. Nothing junior about those supercar numbers.
Buyers could choose from a six-speed manual gearbox with the added appeal of a chrome gaited shift sitting on top of the central tunnel. Or they could swap that for shifter paddles either side of the steering column to operate the E-gear automated manual transmission. Quickly, this became the most popular choice as it made the Gallardo easier to use in congested traffic, though it also gained a reputation for munching through clutches, which we’ll come to later.
A limited edition SE model arrived with a 520bhp version of the 5.0-litre V10 and this engine found its way into the Spyder that made its debut in 2006. There followed many special edition versions of the Gallardo, most notably the 2007 Superleggera with 100kg less weight and 530bhp for 0-60mph in 3.8 seconds and 202mph.
An upgrade in 2008 saw the 5.0-litre engine give way to a 5204cc version of the V10 and power hiked to 560bhp. This delivered 0-60mph in 3.7 seconds and 202mph, and more limited run models followed. The most desired of these is the LP-550 Valentino Balboni, named after Lamborghini’s legendary test driver. This was the car Balboni wanted – rear-wheel drive and 120kg lighter than a standard coupé. IF performance was marginally down on the LP-560, the Balboni more than made up for it on the road as the most focused and rewarding version of an already brilliant car. Only 250 of this Gallardo were produced, making it a prized collector’s piece today.
When the curtain came down on the Gallardo in 2013, to be replaced by the Huracán, a total of 14,022 had been built. To put that in context, when the final Gallardo rolled of the line, this model accounted for half of all Lamborghinis built since the company began making cars in 1963. Thanks to the Gallardo being made in such relatively large numbers, it also beings ownership into the realm of many ordinary enthusiasts.
What’s a Lamborghini Gallardo like to drive?
Given the Gallardo was the first Lamborghini developed fully under Audi’s stewardship, there was a concern the German influence would make this car a bit too sensible. After all, it came with four-wheel drive, all the latest traction and safety aids, and you could even see out of the back window using the rear-view mirror. All of those worries are dispelled the moment you fire up the Gallardo’s V10 engine. When it barks into life, you know this is a car focused on driving indulgence.
While the engine is an undoubted star of the show, as it had been in previous Lamborghinis, it shares top billing with other elements of this model. There is the handling, ride comfort, steering, brakes, refinement, and even practicality that all marked the Gallardo out as something very different and every bit as special as a Lambo should be. For starters, the driver being able to see out clearly to the sides and rear made the Gallardo instantly easier to use in town and traffic, while the comfort means you can use it all day, every day, and plenty of owners made a Gallardo their main means of transport. The supple ride plays into this, too, along with a cabin that’s quiet at motorway speeds, while the Audi-sourced dash furniture also means you’re not playing hunt the switch when you wan to adjust the heating or stereo.
As for the performance and handling, they are right up there with the best of the Gallardo’s contemporaries. A Ferrari 360 feels nervy in comparison and an Aston Martin DB7 just feels old hat next to a Gallardo. Only the Porsche 911 Turbo occupied the same level of ability, but the Gallardo still felt more bespoke, more of an occasion to drive.
Head on to the sort of road where sports car are intended to be driven and the Gallardo’s four-wheel drive provides ample amounts of grip and traction out of corners. There’s next to no discernible understeer, and the steering gives loads of feedback without kicking when the tyres encounter potholes or ridges. This gives the driver confidence to press on when some of the Lamborghini’s rivals are sending out warning signals about their approaching limits. When you come to slowing it all back down, the Gallardo’s brakes are strong and easy to modulate.
Then there’s the engine. No turbochargers here, just a big pot of torque to dip into and masses of power further up the rev band. String the V10 out to its 7000rpm-plus rev limit and it has all the sound and wallop you could need or want on the road, and it’s still a fearsome performer on track. Later versions with more power are a shade more urgent when accelerating hard, but any Gallardo remains a potently fast car by any standards.
As a buyer, the key driving element to consider is whether you want to hunt down a Gallardo with a clutch pedal and manual gear lever or the automated E-gear transmission. The E-gear cars outnumber the manuals on the used market and this automated manual set-up is nowhere near as slick or fast-shifting as a dual-clutch gearbox or the latest autos. However, much like an Aston Martin Vanquish or BMW E60 M5, you get used to the E-gear’s ways when you remember it’s still a manual but just one where you don’t have a clutch pedal to press on. As a result, smooth progress requires a slight lift off the throttle pedal as you pull the right-hand paddle to change up a gear. This small pause delivers far cleaner changes with none of the jerkiness some complained off when the Gallardo was first launched. Take the full manual ‘box in a Gallardo and the clutch is light and precise, so it’s every bit as simple to drive in traffic as a Porsche 911 Turbo.
How much does a Lamborghini Gallardo cost?
Hunt through the classifieds and you will uncover high mileage Lamborghini Gallardos for around the £40,000 mark. Unless you’re looking for a project car to work on and improve, we’d skip past this price point and start searching from £50,000. This brings you into the sphere of early 5.0-litre cars in decent shape, though might need some paintwork or deeper servicing to bring them up to grade. Another £10,000 on your budget bags a very smart and usable Gallardo Coupe and decent Spyders, while £80,000 is what you’ll need for a splendid 5.0-litre coupé and open-top.
Post-2008 facelift Gallardos come with a premium, so expect to pay £65,000 for a presentable example and £80,000 for smart ones. The best will top the £100,000 mark, though Spyders are deemed less desirable in today’s market and superb drop-tops come in at £85,000.
The lightweight Superleggera model is highly prized by keen drivers and collectors, so expect to stump up £105,000 for a good one and up to £140,000 for the best. The same prices apply to the Performante version, while the rarest versions such as the Balboni and Squadra Corse now command as much as £300,000, so it comes down to how badly you want one of these parked in your garage.
What goes wrong and what should you look for when buying a Lamborghini Gallardo?
Few Lamborghini Gallardo buyers are going to get down on their hands and knees to inspect a car, so an inspection by a trusted specialist should always be your first port of call. This is especially important with E-gear cars as a Lamborghini dealer or independent specialist will be able to check clutch wear. Not only will this tell you how much life is left in the existing clutch, it can also be a bargaining tool if a new clutch is on the horizon with a £2500 bill. A gearbox check will also show if the car has had the necessary software updates that help smooth out changes and prolong clutch life to as much as 20,000 with the E-gear cars. Luckily, the gearbox itself is the same as the standard manual’s and it’s a touch unit. On higher mileage cars, the cables may have stretched, resulting in a sloppy change, but these are easily sorted. The Gallardo’s V10 motor is a durable unit and should be problem-free. Service history is key here and check the correct oil has been used at every service. You should also assure yourself the oil has been properly filled as it’s a dry sump system and it’s not unknown for misguided owners or mechanics to overfill it, causing damage to the engine. Some pre-2005 cars suffered con rod bearing failures, but that will been addressed on all but the lowest mileage cars.
Throttle bodies can become sticky, particularly in cars used around town a lot or left for long periods parked in the garage. This will show up as an uneven idle and snatchy throttle response, but it’s easy to clean the throttle bodies. Also make sure the exhaust’s internal valves operate at 4000rpm where the open up to give more noise. Many owners will have swapped to an aftermarket exhaust, which is fine if it’s a quality item from the likes of Larini or Tubi, but beware unbranded systems and ones that make too much noise or drone at motorway speeds.
Suspension on the Gallardo is straightforward and easy to maintain, while the front end lifting system is a useful option. It raises the front of the car by 30mm to make it easier to negotiate steep driveways, car park entrances and speed bumps. It’s worth checking for tyre wear as a new set of rubber for the Gallardo will cost around £1000 a set and they should last up to 8000 miles depending on use. Optional ceramic brakes will be very costly to replace, but they usually only wear if the car has been used on track. The standard steel brakes are fine for road use and last well. However, check the handbrake works as it’s a known weak spot.
Due to its popularity and relatively affordable prices, the Gallardo has been the subject of tuning and modifying more than most supercars. The upgrades can go all the way to turbocharging kits with 1000bhp or more, but more likely are different wheels with spacers and body kits. Nowadays, the market is all for standard cars, so be wary of any car that’s not on its original wheels or bedecked in stick-on carbon fibre. However, professionally applied PPF paint protecting film is a good sign of a considerate previous owner.
Inside, all that Audi-sourced switchgear is hard wearing and the leather is equally resistant to ageing. Alcantara is also used and can look tired, but a professional valet can solve this. Only the steering wheel it likely to have gone shiny with use, but that’s easily sorted. The optional 7-inch sat-nav screen is prehistoric by modern standards, but is easy to use.
Which is the right Lamborghini Gallardo for you?
Lamborghini built 14,022 Gallardos, so there are plenty to pick from. Some buyers will only consider one of the much rarer special edition models and we would dearly love a Valentino Balboni tucked in our garage. However, for most Gallardo fans, the mainstream 5.0-litre or 5.2-litre models with four-wheel drive will be deeply rewarding and satisfying to own without breaking the bank. Avoid the cheapest and ones that have been modified, so look for standard cars with masses of service history and don’t be afraid of Gallardos with plenty of miles – more than likely this means they’ve been serviced more regularly.
Our choice would be a Gallardo with the manual transmission simply because of the added driver interaction, but we wouldn’t frown on anyone picking an E-gear model. In short, there’s no such thing as a poor choice in the Gallardo range, so buy according to your taste and budget to immerse yourself in one of the best modern classic supercars out there.