![]() ![]() But the Gallardo peels back that layer of synthetic newness to reveal a more analog machine that speaks to you in more ways, like how the brakes deliver progressive, linear stopping power or how the throttle provides an instant, snappy response. In some ways, the Gallardo is far more compelling than the Huracán that replaced it. Visibility out the front is fantastic, and the seats are the most comfortable I’ve used in any exotic, ever. It never crashes over bumps, and provides bundles of feedback. In addition to the fantastic steering, you appreciate the car’s slightly smaller footprint and road-tuned suspension. Once you train yourself to do that, you can enjoy the rest of the Gallardo. I found lifting the throttle between shifts made it operate far more smoothly, taking away a lot of the frustration. ![]() It’s possible to warm up to the E-gear, though. They’re slow and upset the car’s balance in the process-not fun in high-g braking or turning situations. A pull of the upshift paddle at half throttle will cause the Gallardo to lurch as it slowly maneuvers into the next gear, as if there’s a little human in the bellhousing learning how to drive stick. But in any other situation, it’s clunky, slow, and at times, infuriating. Upshifts are quick, the computer cutting the throttle and slamming into the next gear in a ferocious, absolute manner. Everything you’ve heard about these transmissions is true. The E-gear transmission doesn’t elevate the Gallardo’s experience, it dominates it. There’s a wonderful linearity to the power delivery, making it addicting to fly up and down the rev range. It’s far less refined than the Audi-derived 5.2-liter engine that you find in the Huracán, and makes a distinctly different noise. ![]() The 5.0 is rowdy, with a brilliant, raspy sound that culminates in a wonderfully familiar V-10 bark. One thing that’s remained consistent over the past 20 years of Lamborghini is how the engine comes to elevate the experience. The red-on-red display stuffed into the middle of the gauge cluster delivers a pixelated rush of nostalgia every time you glance down, and the door-open chimes take me back to a world where Apple CarPlay was little more than a glimmer in Steve Jobs’ eye. I also scraped the nose within a few feet of setting off, as this car has no front axle lift. The steering exhibits far more feel than in a modern Lambo like the Huracán, but the rack is slower, making the front end feel less pointy. It doesn’t take long to spot signs the Gallardo was designed two decades ago, some charming, some not. Setting off means putting the handbrake down and pulling the paddle to put the transmission in 1st. There’s no Park position, only gears 1 through 6, neutral, or reverse (activated through a button on the dash left of the wheel). Like most early electronically operated manual transmission of the Nineties and Aughts, it uses a single clutch to go up and down the gears with paddles mounted to the steering column. Just pulling away in the Gallardo is more complex than you’d think, as this one is equipped with the dreaded E-Gear transmission. ![]()
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