This test was originally written in 2012. Some of the information may no longer be actual at the time of publication.

You don’t get to drive a supercar every day, so I can’t claim to have a vast comparison base. Still, I can share a few impressions from my encounter with the Lamborghini Gallardo—a model that, even back then, was already ageing and awaiting its successor.

Design

Even by supercar standards, the Gallardo sits very low—and you feel it immediately when you try to get in. The process requires a certain level of flexibility, but once you settle into the seat, everything falls into place.

The driving position and overall atmosphere are, unsurprisingly, completely different from conventional cars. The heavily raked windscreen, high doors and sharply sloping front end—which seems to disappear somewhere ahead—enhance the sensation of sitting almost on the ground.

One interesting (and quite typical for this class) detail is the limited space for your legs. Length-wise it’s acceptable, but it is narrow. In this particular car, however, it wasn’t an issue—mainly because it was fitted with a sequential gearbox, meaning there’s no clutch pedal and therefore slightly more room.

Interior

Apart from the excellent seats, the interior doesn’t impress.

It feels too grey and too plastic—which, unfortunately, it is. If I had to give an example of a standout interior in this class, I’d point to the Spyker C8. It offers more natural materials and, above all, more metal—something that gives it a far more special feel.

Still, the real experience begins the moment you turn the key.

On the Track

The engine note reaches the cabin somewhat muted at first, but the bass is unmistakable. Pulling away is surprisingly easy and smooth, despite the high power and my lack of experience with the car—thanks largely to the gearbox.

That said, I can’t give the transmission much praise beyond that.

Yes, gear changes are quick and operated via paddles behind the steering wheel—but every shift feels abrupt and is accompanied by more noise than necessary. Once past 3,000–3,500 rpm, the engine becomes the dominant sound in the cabin—and that’s exactly how it should be. It sounds fantastic.

At lower revs, however, the car feels a bit lazy. If you want to be pushed firmly into the seat, you’ll need to keep the engine spinning higher.

Unfortunately, my drive took place on a very wet track, which meant I couldn’t get anywhere near even 50% of the car’s limits. Even so, and despite the extremely wide tyres, the Lamborghini behaved in a calm and predictable manner.

The steering is direct without being tiring, cornering stability is excellent, and body roll is virtually non-existent. The suspension also impressed me—it delivers superb stability, yet manages to absorb small imperfections with surprising refinement.

Which leads to an interesting conclusion—the Gallardo is not just a track toy. It’s perfectly usable on a daily basis.

Conclusion

Overall, I liked the car—a lot.

But I wouldn’t buy one.

If I wanted a track-focused machine, I’d go for something more extreme—like a KTM X-Bow or an Ariel Atom. If I wanted a daily sports car, I’d choose something more practical and comfortable—like a Porsche 911, Aston Martin DB9 or even a Nissan GT-R.

And if I simply wanted a “cool” car to enjoy from time to time, I’d rather rent a different supercar for a weekend whenever the mood strikes.

But then again—different people, different perspectives.

Eng. Tsvetan Iliev

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