Unless there’s hail or a thunderstorm, the 20 seconds needed for the fabric roof to pack itself into the rear deck should be factored into the start of every drive – simply because there’s no better way to experience this car.
At the very least, taking the top down affords your ears a far better range of the decibels and pitch that the engine makes. Despite its larger displacement (200cc more than the previous engine), the 5.2-litre is pleasingly free-revving. And its range is impressive, being torquey on the low revs and lively near the top.
The V10 is more rock star than crooner – one with a very full repertoire, no less. At revs below 2500rpm, it’s a soothing ballad. The decibels are low, making it ideal for cruising. But once you pass that threshold, it’s as if the engine has cleared its throat to reveal a slightly stronger and deeper voice.
Press on with the right foot and it really starts to boogie. With revs climbing beyond 5000rpm and chasing the 8000rpm redline, the engine makes a deep and almost soulful sound.
But on the occasions when you really want to have fun, you have to push the button marked “Sport” to sharpen the throttle response, open up the exhaust system, cut gear shift times and relax the stability management systems to allow for a bit more slip angles before intervening.
There’s a more hardcore stage called “Corsa”, which boasts a launch control function called the “Thrust” mode – not useful on the narrow passes here.
But the freed-up exhaust system liberates another set of notes from the V10. It’s a different flavour from the high-pitched and snaring voice of a Ferrari flat-plane V8, but it’s no less tuneful. At its most aggressive setting, the gearbox swops cogs some 40 per cent quicker than the previous model.
It also seems to be at least 80 per cent more violent, too, with each tug at the shift paddles producing sharp jolts. It’s an invigorating sensation, but all it takes is a momentary lift of the accelerator at the shift points to smooth the process.
With the power and drivetrain coming alive, it doesn’t take much for the driver to play along. However, the de facto convertible driving style, which is the relaxed elbow-on-door stance, simply cannot be applied now.
Despite having a supposedly weaker rigidity quotient than the Coupe, the Spyder feels perfectly suited for spirited driving. Its suspension is very well arranged, and a good compromise is struck between ride comfort and handling. While it doesn’t waft along, it is perfectly able to take away the sharp edges from the surface imperfections and stays firmly planted.
The steering is direct and accurate, as are the steel disc brakes (carbon ceramic brakes cost an extra $26,000). On the road, the anchors have a feeling of assurance, allowing the driver to confidently brake deep into the corners while dropping a gear or two (it sounds really exciting, with a fruity burble). When it’s time to accelerate, the upgraded rear-bias all-wheel drive system delivers more than ample grip to effect a clean exit.
In the end, the Spyder only looks like a wild child. But unless provoked, it’s as gentle as a lamb.
Lamborghini Gallardo LP560-4 Spyder 5.2 (A)
DRIVETRAIN
Type V10, 40-valves
Capacity 5204cc
Bore x stroke 84.5mm x 92.8mm
Compression ratio 12.5:1
Max power 560bhp at 8000rpm
Max torque 540Nm at 6500rpm
Power to weight 361.3bhp/tonne
Gearbox 6-speed automated manual
Driven wheels All
PERFORMANCE
0-100km/h 4 seconds
Top speed 324km/h
Consumption 7.1km/L (combined)
SUSPENSION
Front Dual wishbones, coil springs, anti-roll bar
Rear Dual wishbones, coil springs, anti-roll bar
BRAKES
Front / rear Ventilated discs
TYRES
Type Pirelli P-Zero Corsa
Size ?235/35 R19 (front), 295/30 R19 (rear)
SAFETY
Airbags 4
Traction aids ?ABS, ESP
MEASUREMENTS
Length 4345mm
Width 1900mm
Height 1184mm
Wheelbase 2560mm
Kerb weight 1550kg
Turning circle 11.5m
BUYING IT
Price incl. COE Not available
Warranty Not available
+ True supercar presence, a dandy to handle, even more exciting than the Coupe
– Expensive options, clutch-cooking “Thrust” mode, extra weight over the Coupe
