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Almost everyone completely missed the point when
Lamborghini introduced the Murciélago in 2001. No sooner
were they driving it than it was erroneously being compared to
its Miura, Countach and Diablo predecessors — each
machines that emphasized raw, uncompromising performance.
The more accurate benchmark was the 350 GT, something
then-company CEO Joe Greco confirmed in an interview
in 2001 just after I was the first to test the Murciélago
on the street. When Ferruccio Lamborghini unveiled the 350
GTV prototype at the Torino Auto Show in 1963, the fledgling
constructor stated, "I have bought some of the most
famous gran turismo cars and in each of these magnificent
machines I have found some faults. Too hot. Or uncomfortable.
Or not sufficiently fast. Or not perfectly finished. Now
I want to make a perfect GT car without faults. Not a
technical bomb. Very normal. Very conventional. But a
perfect car."
Take that mission statement, add the words mid-engine,
and Lamborghini scored a bulls-eye (excuse the pun) with
the Murciélago. Next up was the Gallardo and with its compact
size, torquey V-10 and even more civilized manners, it
pushed the envelope even further.
So how does Lamborghini's newest, the Gallardo Spyder,
compare? About as beautifully as the warm Florida sunshine
where the car was introduced. From the first moment you
spend with the Gallardo Spyder, it is clear Lamborghini
continues to construct its machines on an entirely different
level than Ferrari. Panel fit is tighter, the paintwork better,
with more depth and very little detectable orange peel.
Inside, the leather, and its fit and finish, feels and appears
to be of higher quality than the machines from Maranello. If
recent history continues, these surroundings should be much
GRACE AND ON FIRE WINSTON GOODFELLOW describes Lamborghini's hot new Gallardo Spyder
with glowing words and pictures more durable than those found in a Ferrari too. The leathercovered
seats are firm with proper bolstering that comfortably
and tightly cups your back and rump. Legroom is adequate
for my 6'3" frame, though not as commodious as a
430 or Ford GT.
The steering wheel can be covered in leather or alcantara,
and with either material it beckons you to caress it; perfect
in diameter and size, featuring marvelous divots for your
thumbs at 9 and 3 o'clock. Other controls such as for the
windows are found on clever, upward facing rocker switches
in the center console, just below the supplemental gauges.
Like all Lamborghini offerings, the Gallardo comes with
a manual six-speed transmission or the company's e-gear
paddleshift system. My advice would be to opt for the sixspeed.
Not only is it an absolute delight to use, but the large
shift knob is so much more captivating to touch than a paddle
behind the steering wheel. Carved out of what seems to
be a single billet of steel, it fills your hand and feels strong
and robust as you conduct the changes in octave.
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