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gtelesto

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  1. I am just hoping the lp570 will beat the lap time of the Italia at Nurburgring to complete my day. I am a pathetic fanboy, sorry
  2. Maybe a twin turbo upgrade will give it the greatness that it lacks
  3. The LP holds the current production lap record for that track as driven by the same source. Nice to have a lambo on top no matter how fleetingly. The original Gallardo superleggera held the lap record at Vairano for a short time before the Scuderia unseated it. Perhaps when the 458, and more likely the 911 GT2 RS do this track, the standings will change.
  4. Its just a bit of fun, they won't ever face off in a real sanctioned race, and the first placer will likely change from track to track. The vid is not meant to be taken seriously at all.
  5. In all previous Gallardo vs Superbike lap race, the superbike won. This time its different. &"> &" type="application/x-shockwave-flash" wmode="transparent" width="425" height="350" />
  6. The SLS was the least interesting car in that video.
  7. If Lamborghini worked on active differentials like WRC cars, they would probably blow away rivals on a track.
  8. Teams with Gallardos have been vying for but repeatedly failing at the Targa Tasmania for several years. I knew it was a matter of time that they did get top honors. Granted this year's Super Trofeo Strada entry is probably the most sophisticated and expensive car in the line up and driven by an ex champion no less, this Lamborghini utterly dominated the event.
  9. http://rallymoments.com/videos/12215-Targa...2010-Highlights
  10. &"> &" type="application/x-shockwave-flash" wmode="transparent" width="425" height="350" /> (sorry if repost) After six gruelling days of competition, local driver Jason White has triumphed in the modern section to add a second Targa Tasmania title to his collection. Driving his Lamborghini Gallardo Super Trofeo Strada, White and his co-driving uncle, John White, led from start to finish to claim a 63 second win ahead of Queenslander Ray Vandersee in a Skelta G-Force, with Tony Quinn third in a Nissan GT-R two minutes 30 seconds further back. The Classic Outright competition was won convincingly by Victorian, Rex Broadbent, who produced a near faultless drive in a 1974 Porsche 911 RS. Melbourne driver, Paul Batten, secured the Classic Handicap title with a superb performance in his 1961 Volvo PV544 across the 504 competitive kilometres. Tasmanian Tony Warren was the dominant force in the Showroom competition droving his Mitsubishi Lancer Evo IX to a one minute and 45 second victory – his second in three years. Second place went to the Mazda3 MPS of Brendan Reeves, with Dean Evans third in a Lancer Evo X, nine seconds further back. After previously winning Targa Tasmania in 2005 in a Nissan GT-R, Jason White’s victory comes after many years of trying in the Italian supercar. Recent changes to the Lamborghini’s specification have made the car faster than ever, and he was untouchable over the course of the event. “When John announced a month ago that we were going to change the car to the new model, I had mixed emotions about it all,” White said. “We were all pretty excited about it, but I was quite scared knowing the amount of work and man hours that would be needed. We were delighted just to get it to the start line, but I was shaking in my boots knowing that I hadn’t seen any these roads since last year. “To get it this far has been extremely satisfying. To be involved in building the car and then to have a result like this is amazing. “We’ve got our name on the trophy twice now, but others have got it there eight times, so we’re not going to rest at this. There’s a record out there that we’d like to chase after.” Broadbent was rarely challenged as he charged to back-to-back Classic wins. Despite only entering the event at the eleventh-hour, his Porsche 911 never missed a beat to take a clear victory. “It’s been survival of the fittest, but I’m still pretty happy and have enjoyed it enormously,” Broadbent commented. “My co-driver and good friend, Chris (Randell), has been totally professional and didn’t put a foot wrong, and it makes a big difference to the driver. I’ve always said that navigators are 80 per cent of the team, but I reckon it might event by 85 per cent this time.” Tony Warren led from the start in the Showroom competition. His blistering speed early in the event had his rivals expecting the Lancer Evo IX to run out of tyres, but a polished drive over the final days ensured he took the step to the top of the podium. “It’s a great feeling to not only win the Showroom competition, but to take out the Australian Tarmac Championship as well, which was my main goal,” Warren said. “Today we pushed harder than we thought we would to maintain our lead, but the car was superb and Natasha’s (Deniese) navigating was fantastic. We didn’t miss a beat, so it’s been great. “This car is prepared in my workshop by my mate Gary Cox and I, and his preparation has been magnificent.” Victorian Andrew Richmond won the Early Modern in his Nissan Skyline GT-R, while Tasmanian Wayne Clark’s 1938 Dodge Speedster Special completed the course to win the Vintage category. http://www.motorsportretro.com/2010/05/tar...ttled-for-2010/
  11. The review I like most. "More torture for us. We are now being forced to do nearly thirty laps all-out on a gorgeous circuit in southern Spain in Lamborghini’s latest hot performer, the 2011 Gallardo LP 570-4 Superleggera... The weight here dry is stated at 2954 pounds, while curb weight comes to real-world mass of 3240 pounds, more or less. That’s 154 pounds down on the standard 560-4 Gallardo and we feel the difference, sometimes the 570-4 SL coming off weightless practically in several transitional moments at the track. The raw speed number of acceleration to 60 mph should hit 3.2 seconds, while 125 mph will happen in ten seconds flat, in the right hands..." http://www.windingroad.com/articles/review...4-superleggera/
  12. http://www.telegraph.co.uk/motoring/car-ma...era-review.html Lamborghini Gallardo LP570-4 Superleggera review Exploring the devil in the detail of the expensive new Lamborghini Gallardo LP 570-4 Superleggera. By Andrew English Published: 7:30AM BST 01 Apr 2010 I wanted to tell you about the aeronautical tradition of superleggera (super-light) construction; of aluminium lovingly formed over gun-cotton-wrapped, small-diameter steel tubes. But down in the pit lane of the Monteblanco circuit near Seville in Spain, an engine whirrs on its starter, catches and shimmers the air with its singular, uneven warble. Your eyes dart over the window. I'm trying to tell you how Touring of Milan brought superleggera into the car-body business, and when it went out of business in 1966, its employees went to Lamborghini coachwork specialist Carrozzeria Marazzi. But one by one, all 12 Gallardo Superleggera in the pit lane are fired up and I suppose you'd have to be very dull of spirit not to be distracted. As I was saying, the new Gallardo Superleggera has absolutely nothing to do with the old construction method, but perhaps Lamborghini has more right to use the name than most, as… I give up. You've stopped paying attention as 144 cylinders displacing 62.5 litres and delivering 6,744 horsepower chime together. That's a potential £2,184,000 insurance nightmare. So maybe I'll just talk to myself about how this modern Gallardo sits on an aluminium-alloy space frame with all-round independent wishbone suspension and that its 145lb weight saving over the standard car is to do with replacing interior panels with carbon fibre, plus parts of the exhausts, some exterior panels, suspension parts and swapping the standard seats for carbon-backed racing items. But didn't Lamborghini recently do a two-wheel-drive Gallardo in honour of its legendary chief test driver Valentino Balboni? Wasn't that a lighter car? Incredibly, the 4x2 Balboni was 88lb heavier than the 4x4 Superleggera. Maurizio Reggiani, Lamborghini's R & D chief, claims that deleting the 4x4 system only saves 77lb. "The Balboni was a tribute to a driver," he says, "where our unique selling point is four-wheel drive for a safe car in all conditions and reducing weight. You can reduce weight by removing parts and that is easy [an air conditioning unit here, a window motor there], but from an engineering point of view that is bull----. Anyone can do that." So in the interests of performance and economy (Superleggera produces 20 per cent less CO2 than the standard car), Lamborghini is collaborating with Washington State University and aeroplane maker Boeing of Seattle in researching the advanced production of carbon fibre, which Reggiani claims is the hi-tech supercar material of the future, although the Superleggera still uses expensive, oven-baked pre-impregnated carbon rather than the moulded stuff that promises dramatically to cut prices. With Seville in the fevered grip of Semana Santa (Holy Week), the Gallardo flanked by Lamborghini's leggy models outside the Hotel Alfonso XIII proved the Devil gets the best wheels as well as the tunes. Designed by Luc Donckerwolke and first launched in 2003, this car has been largely responsible for turning round the Sant'#### Bolognese company, although it has recently been through the mill. Last year, sales fell 38 per cent from 2,430 in 2008 to 1,515, and turnover fell by almost €200 million (£180 million). While it is not the worst crisis that this VW-owned Italian carmaker has weathered, it has been tough. Management has a weary look and a touching comradeship that speaks of too many long nights and tough decisions. Nor is there any sign of a recovery this year except in Far Eastern markets like China. Still, the show must go on and the trick with supercars is to keep the pot boiling and give the rich another reason to buy. The Superleggera is just such a car, where you pay more for less. It costs £178,000 on the road, the Balboni £164,000 and the standard car £156,000. Carbon ceramic disc brakes will set you back a further £14,100. For your extra money you get a cabin filled with enough carbon to manufacture an alternative life form, slender race seats that embrace you like the giant squid, enough Alcantara to upholster a superyacht and the whiff of a glamorous party just beyond the horizon. There's a horrendous blind spot at the rear three quarters, the pedal offset on right-hand drive versions will make your hips ache and you can cram slightly more luggage in the boot than you think, but it will all get hot. From the outside, there's the bare weave of carbon fibre around the engine bay and larger lower air intakes that resemble the jutting lower lip of a sulky child, and while that garish rear wing doesn't improve the looks, it brings a welcome 110lb of downforce at top speed. The engine is an unholy device. Bored to a 5,204cc swept volume, it delivers 562bhp and 398lb ft of torque. The torque curve holds flat to 4,000rpm, but after that it plummets – best keep the revs up then. Top speed is quoted at 202mph, with 0-62mph in 3.4 sec, which is 0.4 sec faster than the standard car. As Reggiani says: "If you take 70kg out of a car, bish bosh, you win, and everyone, even the inexperienced, will notice". Pulling out of the pit lane, you notice immediately. The 4x4 system tends to dull the steering responses, but the Superleggera has a deal more life than the standard Gallardo. It's the intermediate acceleration that really shocks, however. Stand on the throttle and you bolt forward with an electric buzz, whatever the gear. The direct-injection fuel pump whirrs louder in the largely untrimmed cabin, but the main impression is of the hollow, roaring exhaust timbre and the hoarse scream at 8,500rpm that leaves you dizzy with the acceleration. It's truly a Faustian pact and while this engine is cleaner and more economical than ever, when your foot's on the loud pedal, hang the planet, you just want to get it on. With take-up of manual transmissions running at just three per cent, the test cars had the robotised E-gear six-speed, which is pretty good, although in Corsa mode the change quality is brutal. It also feels ungainly when manoeuvring, but doesn't burn the clutch like so many rivals. The handling is sharper and while there doesn't seem to be much more mechanical grip from the new Pirelli tyres, breakaway seems more progressive. Suspension modifications include a 20 per cent increase in damping effort and anti-roll effect. The ride suffers of course and although the Superleggera coped with Spanish road bumps, it might be a different story on Britain's frost-ravaged landscape. As ever with this supremely powerful four-wheel-drive car, the main trait on the circuit is understeer, especially if you simply twirl the wheel at the apex like it is some hot hatch. Unleashing all 562 horses results in the front tyres scrubbing wide of the apex, and you need finesse and trickery to prevent the front rubber resembling half-sucked Polo mints after just a couple of laps. No, the experience is not as razor sharp as, say, a Ferrari Scuderia, but when it rains - bye bye Ferrari and just about everything else with two-wheel drive. The carbon ceramic brakes are very powerful and never once faded on the circuit, but the pedal feels spongy and it's difficult to feather the effort into a corner as you can with a good steel set-up. So it's not a racing car, but as a serious road-going supercar, even this slimmed-down Gallardo has a practicality that eludes just about anything else and the lost pounds pay dividends in handling and performance. Dieting is hard but, as any slimmer will tell you, the results are worth it. Tested 5,204cc, 90-degree V10 rear-mounted petrol engine, using double overhead cams per bank and four valves per cylinder. Six-speed manual or optional robotised manual gearbox, permanent four wheel drive with viscous centre differential. Price/availability £178,000. On sale now, first deliveries in June Power/torque 562bhp @ 8,000rpm and 398lb ft @ 6,500rpm Top speed 202mph Acceleration 0-62mph in 3.4sec Fuel economy 12.7mpg/13.8mpg (Urban, manual/E-gear) CO2 emissions 344g/km and 319g/km (manual/E-gear) VED band M/£950 first year, £435 thereafter On the stereo The Things That I Used To Do by Guitar Slim Verdict A lighter Lamborghini, what's not to like? That rear wing looks ugly, though
  13. One review that recommends the superleggera over the lp560. http://autos.sympatico.ca/reviews/3515/201...-4-superleggera 2011 Lamborghini Gallardo LP 570-4 Superleggera Faster, lighter, stronger March 30th 2010, by Mark Hacking Initial thoughts When you’re in the business of manufacturing highly stratified vehicles that slot into the super-sports category, your objective is the same, year in and year out: Add more power, strip away more weight, fine-tune your design DNA, establish more exclusivity and, thus, create more desire. This is the precise tack Lamborghini have taken with their latest creation, the 2011 Lamborghini Gallardo LP570-4 Superleggera. For those readers whose Italian is not quite up to snuff, the key word in the model name is the last one, which translates to "super light." Of course, the "570" part is also significant—this car boasts 10 more horsepower than the “base” Gallardo LP560-4. Now, here’s a closer look at what all these words and numbers mean. Performance First things first: The Superleggera is really a thinly disguised race car, so the fine people at Lamborghini decided that all driving impressions would be gathered at the track—specifically, the Montebello Circuit in southwestern Spain. This was a very wise decision: When one is handed the keys to a car with this kind of performance, the track is definitely the safest place to be. For the track sessions, a lead-and-follow format was used: one professional pace driver tailed by three journalists. The first session was all about learning the turns—the layout chosen was a fairly tight one with two moderately fast corners and one long straightaway—and getting familiar with the capabilities of the car. As mentioned, the Superleggera features more horsepower than the regular Gallardo; both cars are powered by the same 5.2-litre V10, but the new model receives a revised engine management system that creates the 10 extra markers—up from 560 to 570—and cuts emissions as well. Torque remains the same at 398 lb-ft, peaking at 6,500 rpm. (So, yes, this V10 is a bit of a screamer.) The other major development is the slashing of 70 kg from the regular Gallardo’s curb weight through the extensive use of carbon fibre. As a result, the manufacturer estimates that the Superleggera will blast from 0-100 km/h in just 3.4 seconds with the launch control feature engaged—three-tenths faster than the Gallardo—and there’s really no reason whatsoever to doubt them. The car rockets out of the gates with the kind of effortless acceleration that very few cars in any price range can manage. For the most part, the e-gear 6-speed automatic transmission keeps pace with the proceedings, although the hesitation between shifts is still on the violent side. To be sure, the Superleggera is in fairly urgent need of a dual-clutch transmission to bring added layers of smoothness to the driving experience. I’m left wondering why one hasn’t been fitted to this car or its close relative, the Audi R8, considering parent company Volkswagen has come close to perfecting the technology with the Bugatti Veyron. (A cost and/or complexity issue, no doubt.) Along the track’s many short straights, the Lamborghini proved its mettle, the sprints coming out of one corner and barreling towards the next seeming like a plane ride through turbulent skies. The corners themselves were opportunities to experience the car’s incredible all-wheel drive system, which is all too capable of putting the power to the ground. The system maintains a 30/70 front/rear bias and features a limited-slip differential, so most of the power is sent to the rear wheels and a truly racy driving experience is created. The specially-designed Pirelli P Zero Corsa tires help out by generating prodigious levels of grip. And the steering is remarkably direct—very minor inputs create very immediate results. The traction control system has four settings from fully on to certifiably insane; with the system in the moderately relaxed Corsa mode, the back end can be coaxed around a bit and the front end will wash out if turns are entered with excess aggression. Yet even on this particular track, the full capabilities of the car were out of reach. Down the long straight, we were allowed to eclipse 250 km/h…but the Lamborghini has a top speed of 325. (You get the picture.) Ergonomics/Comfort/Quality Given that the Superleggera is such an extreme car, you’d expect it to be uncomfortable with various bits jabbing you in the ribs, the steering wheel being either too far away or too close, and the pedals offset to one side or the other. This is not the case; the car boasts the kind of single-minded design normally reserved for full-bred race cars, with more than a few comfort features thrown in for good measure. Climbing inside is relatively easy, the seats are well-shaped and the steering wheel tilts into place. The shift paddles attached to the steering column are within easy reach (although I prefer them attached to the wheel) and the visibility forward is good. Beyond that, the interior is also incredibly beautiful. Almost the entire cabin is swathed in black Alcantara, including the seats; almost every other surface is covered in carbon fibre. In fact, the lightweight material is used to construct the door panels, seats and transmission tunnel cover. Other fantastic touches include the aluminium pedals, leather strap door pulls and flat-bottomed steering wheel covered in suede. Absolutely stunning. Functionality/Usability The Lamborghini is a super-sports car that could be driven every day to the grocery store…as long as you’re not too hungry. Storage space is, as expected, very scarce, but another matter is even more pertinent: The suspension system on the Superleggera is very much racier than that of the Gallardo. To be precise, the new car is stiffer, the anti-roll bars are more robust and the damping force has increased by 20%. The track featured an incredibly smooth surface, but there were two noticeable ripples before one quick and sweeping left-hand turn and a rise just before the braking point for the hairpin. In the Superleggera, these minor imperfections were very noticeable, so I’d guess that the car would not be pothole-friendly at all. Conclusion The 2011 Lamborghini Gallardo LP570-4 Superleggera is very special—and as close to a real race car as you can get without bolting in a roll cage and strapping on a four-point racing harness (both of which happen to be on the options list). Towards the end of the track test—some 30 progressively faster laps for each driver over the course of about four hours—the brakes on certain cars did start to smoke and fade. The cure for this is also found on the options list: carbon fibre-ceramic discs. The only question with regard to this new super-sports car is whether it’s worth the price of admission. The Gallardo tips the scales at US$205,000; the Superleggera costs another US$32,600, a not-insignificant premium. If I were in the market for this car, I’d go full-bore, opting for the Superleggera with all the performance options…and then head straight to the track to test out that top speed claim.
  14. Lamborghini Gallardo LP570-4 Superleggera Tom Ford http://www.timesonline.co.uk/tol/driving/i...icle7076808.ece Feed a Lamborghini Gallardo LP560-4 gunpowder and carbon fibre for a few months and you’ll create a monster: the Gallardo LP570-4 Superleggera. It costs nearly £180,000 and doesn’t even come with a radio or sat nav as standard. That would be a worry on any other car. But not here. The Superleggera, or “Super-light”, is designed as a hardcore track car that can also be enjoyed on the road. The fluffy fat bits that don’t contribute to going fast have been binned in favour of other bits made of carbon fibre to trim 70kg off the weight. Okay, so 70kg is equivalent to just one lightish passenger, but the Superleggera has some other tricks up its sleeve. Power is up by a 10bhp smidgen thanks to direct injection, and the whole lot is kinder to flowers because it’s more efficient, meaning a little less CO2 and better mpg. That’s all a bit by the by when you step into it. Because once you’ve strapped on the four-point harness, pulled the carbon-wrapped door shut with the little leather tab and fired up the mighty V10, a wanton throb thrums through the car, from its nose to the four drainpipe exhausts. This Gallardo is hardcore, and every nerve tingles. The immediacy of the steering through the (carbon-fibre) steering wheel is the first thing you notice: very nearly as good as in the two-wheel-drive Valentino Balboni special edition. The Gallardo’s 4x4 system is in place, shoving 70% of the power to the rear wheels, but in the Superleggera it feels light and direct, swivelling the car into corners. The e-gear six-speed paddle gearbox is still a fair way off the pace compared with modern dual-clutch transmissions, but the way it changes gears is undeniably brutish and slightly scary. And then you press the “Corsa” button on the centre console and the Superleggera changes again. It gets very noisy — especially up near the 8500rpm redline — with every decibel of V10 noise echoing off the carbon interior. Also, the suspension reverts to a mode that’s more racing car than road. It doesn’t bounce or crash, but this Lambo is achingly hard. On a smooth road, though, when it’s greasy and handy to have four-wheel drive, it’s one hell of a thing. You barrel into the corner too fast, drop a couple of gears, stand on the carbon-ceramic brakes that stop you as if you’ve hit a wall and turn into the bend with confidence. Be aggressive with the throttle and you get graceful oversteer, countered at the last moment by the front wheels pulling the car straight — and away from the imminent crash. There’s something in the Superleggera for everyone: a beginner gets the thrill of a lifetime but with a 4x4 safety net, and the experienced driver gets to play with a car that can go as hard as they can. It’s a brilliant, but expensive, toy. There’s nothing wrong with that, as long as you’re rich enough to play. Lamborghini Gallardo LP570-4 Superleggera Engine 5204cc, V10 with direct injection Power 562bhp @ 8000rpm Torque 398 lb ft @ 6500rpm Transmission Six-speed e-gear paddle-shift (manual available) Acceleration 0-62mph: 3.4sec Top Speed 202mph Fuel / CO2 20.9mpg (combined) / 319g/km Price £178,000 Verdict The ultimate hardcore Gallardo On sale May
  15. http://www.autoexpress.co.uk/carreviews/fi...rdo_lp5704.html Few vehicles have a clarity of purpose quite like the latest Gallardo Superleggera. Super-light and unashamedly bullish, it’s a sensational reinvention of Lamborghini’s old-school supercars – and promises all the thrills to match. But then the snow starts to fall. That wouldn’t be ideal in a normal, 4WD LP560-4, even though you can order it with winter tyres. Yet the 19-inch rubber on the LP570-4 Superleggera isn’t just large – it’s huge. Conceived for the track, the tyres are designed to maximise grip in every direction – so long as the conditions are right. In the dry, the Pirelli PZero Corsas are simply immense. They have braking, accelerating and cornering covered to such extremes that only half-a-day at the limit leaves your internal organs feeling as though they’ve been pulled out, juggled about and stuffed back in. But a white sheet falling over northern Italy makes life very different. Besides anything else, it covers the country’s finest mountain passes. So where do we go? Certainly, the car won’t help us answer this. In an effort to replicate the original Gallardo Superleggera’s 100kg weight saving, Lambo has binned the LP570-4’s radio and sat-nav. Also gone are the inner door skins, seat shells, centre console and anything else not dedicated to the generation of extra speed or grip. The only exception is the air-con. So many people paid extra to put the system back in the old Superleggera that the firm left it there this time. At 1,340kg, the car feels lighter from the instant you open the door. This is easier to fling wide, and you have to close it with a dinky little strap because the original interior handle is ounces too heavy. Squeeze into the tiny, carbon-shelled seat, with its four-point harness, twist the ignition key and you discover the Superleggera is equipped with a new exhaust, too. The system roars out with a revvy blip, before dropping down into its cranky gruffness. From the driver’s seat, this model is far louder than the stock Gallardo; sound deadening has also been axed. As we head out on to the road, it’s clear the regular version’s springs and suspension have been discarded, too – for a set-up that’s far less compliant. The way the Superleggera is sprung, it feels as if Lamborghini has fixed the wheels direct to the chassis, relying instead on the ultra-low-profile Pirellis to manage all bump absorption. At least, that’s how it seems. There’s barely any compression before the whole front end climbs faithfully over any obstruction in the road, no matter how sharp or big it is. That gives you an instant to brace for the rear end doing the same thing. It gets better with speed – a little. Ferrari’s F430 Scuderia isn’t as well built or its engine as strong, but at least its damping is more sophisticated and better suited to anything except a race track. Even then, this depends on the weather. Yet the way the Superleggera explodes away from any situation in any gear almost lets you forgive it. There’s more power here, but the lighter mass really brings that 570bhp to life, making the tacho swing to 8,500rpm faster than before. Crucially, the car is more agile in the way it drops off revs or squeezes them on. This engine knows the difference between the driver asking for 7,815rpm and 7,819rpm – as does the induction-dominated howl. About the only thing that replicates how the LP570-4 hurls you from apex to apex and detonates its way out of corners is a full racing go-kart. This is appropriate, given that the two have similar suspension travel! As we head out into the snow-covered countryside, the way the car picks up speed and revs out of corners is utterly ferocious. There’s no other description for it. Even in third gear, a rolling full-throttle burst in a straight line can leave rubber marks down a dry road from all four wheels, with the ESP strobing and the chassis chattering with wheelspin. In first gear, the new launch control lets you dial up exactly the right revs, step off the brake pedal and smash out a 3.5-second burst from 0-62mph. The six-speed e.gear sequential box has no clutch pedal to get in the way. All it asks is that you keep flicking up the right paddle at 8,500rpm to cover 0-125mph in 10.2 seconds. It’s that fast, yes, but straight-line speed isn’t the only important factor. What matters is that, despite its brutal character, the Superleggera can devour long straights and munch up tight corners. It’s not a case of where to drive, more how fast do you want to go when you get there? So much for that satellite-navigation system! Rival: Audi R8 GT3 Tipped to hit the streets later this year, the race-inspired R8 will deliver a stripped-out cabin and focused driving experience. It’s likely to be less extreme than the Lambo – and slightly cheaper. Read more: http://www.autoexpress.co.uk/carreviews/fi...##ixzz0jZqbtdKH
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