Guide: Going Superlight - a Historical & Technical Appraisal of the Lamborghini Gallardo Superleggera
Background
When the Volkswagen Audi Group (VAG) acquired Automobili Lamborghini in 1998, hopes were high that the Italian manufacturer would finally be in a position to offer another junior model that could sell alongside their epic V12-engined flagships.
To begin with, the priority was to create a long overdue Diablo replacement; the Murcielago, which broke cover at the Frankfurt Motor Show in September 2001. At this point, attention turned to a new baby Lamborghini that was expected to sell in far higher numbers than its big brother.
The resultant Gallardo was unveiled at the Geneva Motor Show in March 2003. It featured a 493bhp Audi-derived V10 engine, an extruded aluminium spaceframe chassis, full-time four-wheel drive and Murcielgao-inspired styling. Customers could choose from a conventional six-speed manual gearbox or optional F1-style paddle-shift semi-automatic transmission that Lamborghini dubbed E-Gear.
A Spyder version was added to the line up at Frankfurt in September 2005 (for the 2006 model year). At the same time, a number of across-the-board updates were brought in to include a 513bhp engine, new gear ratios, more direct steering, recalibrated suspension and an improved exhaust system.
18 months later, Lamborghini sprang a surprise when a hardcore performance-oriented version of the Gallardo Coupe was unveiled at the Geneva Motor Show in March 2007.
Created as a rival to Porsche’s 911 GT3 and the soon-to-be-launched Ferrari F430 Scuderia, the Gallardo Superleggera was a pared back lightweight with a bit more power and a host of trick performance-enhancing equipment.
The new variant was named in honour of a construction technique favoured by coachbuilder Touring of Milan who had created bodywork for Lamborghini’s early 350 GT and 400 GT-based models in the mid 1960s. Touring’s patented Superleggera approach saw a structural framework of small diameter steel tubes that conformed to the body shape covered by an aluminium outer skin. Touring branded the procedure Superleggera (Superlight in English) as from a weight perspective it was an extremely efficient way to clothe high performance machinery.
In standard trim, the Gallardo Superleggera was priced at a circa 18% premium over a standard Gallardo Coupe. Lamborghini expected to build around 350 examples of what was to be a one year only special.
Chassis
As per the regular Gallardo Coupe, the Superleggera was based on an Audi-designed extruded aluminium spaceframe assembled at the German firm’s Neckarsulm plant. The bare chassis had a total weight of less than 250kg and a 2560mm wheelbase.
Suspension was via aluminium double wishbones, coil springs and the normally optional Bilstein sports dampers instead of the usual Koni FSD items. The Superleggera’s front uprights were brand new.
Anti-roll bars were imported from the existing Gallardo along with the anti-dive and anti-squat geometry.
Similarly, the brake system was also carried over. It comprised vented discs of 365mm with eight-piston aluminium calipers up front and 335mm diameter discs with four-piston calipers out back.
Driver aids included ABS, ESP, ABD and ASR.
New Speedline Scorpius forged magnesium alloy wheels were the same size as before (8.5 x 19-inches front and 11 x 19-inches rear). They were held in place with special titanium wheel nuts, shod with super sticky Pirelli P Zero Corsa and mounted on beefier wheel hubs.
Two standard fuel tanks with a combined 80-litre capacity were mounted low down on either side of the engine.
Engine / Gearbox
Although weight-saving was the order of the day, Lamborghini also made a couple of minor tweaks to the Superleggera’s engine.
Smoother intake and exhaust manifolds were installed along with a new throttle body and a lightweight low back-pressure exhaust system. The LIE engine management system was re-mapped to extract a bit more power further up the rev range. Custom heat shields were installed too.
The net result was a peak output of 523bhp at 8000rpm and 376lb-ft at 4250rpm.
For comparison, the regular Gallardo produced 513bhp at 8000rpm 376lb-ft at 4500rpm.
Otherwise the 90° V10 was unchanged. It featured an aluminium-alloy block and heads, dual overhead camshafts with four valves per cylinder, dry-sump lubrication and was longitudinally mounted in the chassis.
The block and heads were built at Cosworth (another VAG company) and shipped to Audi’s Gyor plant in Hungary where all Gallardo engines were assembled.
Standard equipment included variable length induction manifolds, continuously variable intake and exhaust valve timing, individual static ignition, multipoint fuel-injection, a fly-by-wire throttle and onboard diagnostics.
Displacement was 4961cc thanks to a bore and stroke of 82.5mm and 92.8mm respectively.
The compression ratio was kept at 11.0:1.
Transmission was through a rear-mounted six-speed gearbox, twin-plate clutch and permanent four-wheel drive system with mechanical torque-sensing viscous coupling that split the power 30:70 in normal conditions. An electronically-controlled brake-activated front axle differential was employed (ABD) along with a rear-mounted mechanical limited-slip diff with 45% locking ratio.
Whereas Lamborghini’s E-Gear transmission was an expensive option on the regular Gallardo, it was fitted as standard in the Superleggera. Shifts were executed via paddles mounted behind the steering wheel. In manual trim, E-Gear offered a choice of four operating modes (Normal, Sport, Automatic and Winter). There was also a fully automatic mode.
A conventional six-speed manual gearbox was a no-cost but rarely specified option.
Both types of gearbox were built on Lamborghini’s behalf by Graziano Trasmissioni in Turin.
Uniquely, Superleggera gearboxes were housed in lightweight magnesium casings as was the front differential.
In addition, thinner, stronger and lighter front driveshafts were installed along with a lightweight propshaft.
Bodywork
Cosmetically, each Superleggera was equipped with a variety of special parts that were unique to these factory hot rods.
One of the most distinctive new features was a massive exposed carbonfibre rear diffuser with matching undertray.
More exposed carbonfibre was used for the exterior mirror housings, the custom running boards, the engine cover and the fixed low-line rear spoiler that replaced the electronically-activated item normally fitted.
Makrolon polycarbonate was used instead of glass for the transparent engine cover, the rear screen and rear quarter windows. Thinner glass was used for the windscreen.
Down each flank was a satin black stripe complete with Superleggera script.
Customers could initially choose from one of four colours: Giallo Midas, Arancio Borealis, Grigio Telesto and Nero Noctis.
As usual, the bumpers and sills were fashioned from thermoplastic while the rest of the bodywork was aluminium. Panels were fabricated in Germany and then shipped to Italy where they were riveted, bolted and welded to the spaceframe.
Interior
Despite myriad changes elsewhere, it was the Superleggera’s interior that deviated most radically from a standard Gallardo and where most of the weight-saving took place.
Instead of conventional leather-trimmed electric seats, manually-operated carbonfibre single-piece Sparco buckets upholstered in alcantara were fitted. The exception to this was US-bound examples where standard Gallardo seats were fitted (albeit now with Superleggera-style alcantara suede).
Alcantara was also used for the dash and forward section of the central console, the A, B and C pillars, the headliner, inner sills and handbrake gaiter. The steering wheel was now a mix of alcantara and exposed carbonfibre.
Simplified door panels were fashioned from a single piece of exposed carbonfibre and came with alcantara loops to pull them closed.
More exposed carbonfibre was used for the transmission tunnel and E-Gear control panel.
Sound insulation was much reduced and the side airbags were deleted (except for US variants). An audio / multimedia system with satellite navgation became an optional extra. Air-conditioning and electric windows were retained.
White instead of black faced gauges were another unique feature along with Superleggera-branded kick plates and floor mats.
The instrumentation layout was the same as before. Housed directly behind the steering wheel were four analogue gauges split by a digital read out for supplementary information. Large dials for road and engine speed were flanked by smaller instruments for water temperature and fuel. Three additional instruments were located at the top of the central control panel (oil pressure, oil temperature and battery volts).
Black alcantara upholstery was used throughout but the stitch and embroidery colour depended upon the chosen exterior shade (Arancio Leonis for cars painted Arancio Borealis, Giallo Taurus for cars painted Giallo Midas, Grigio Phoenix for cars painted Grigio Telesto and a mix of Grigio Starlight, Nero Perseus and Grigio Phoenix for cars painted Nero Noctis).
Options
Buyers could enhance their cars with an array of optional extras.
Upgrades only available on the Superleggera included an exposed carbonfibre high-line rear spoiler, four-point harnesses (not available in the USA) and a roll cage (not available in the USA, Japan or the Middle East).
Other options included carbon ceramic brakes, front axle lift, a multimedia system with satellite navigation and Bluetooth, a fire extinguisher, rear camera (only available with the high-line spoiler), a steering wheel upholstered in perforated leather, an interior carbonfibre package, an anti-theft system and Homelink.
Weight / Performance
At 1326kg the Superleggera weighed 104kg less than a regular Gallardo Coupe.
With its side-impact airbags re-instated the US version tipped the scales at 74kg less than normal.
Top speed was an unchanged 196mph but the 0-62mph time dropped from 4.2 to 3.8 seconds.
Production Changes
No major changes were made during the Superleggera’s production run. However, for the last couple of months buyers could specify Bianco Monocerus paint with matching stitching and embroidery for the interior.
End of Production
Although Lamborghini originally expected to build around 350 Superleggeras, 618 had been completed by the time production came to an end in August 2008.
Of these, 172 were delivered to the US market.
Text copyright: Supercar Nostalgia
Photo copyright: Lamborghini - https://www.lamborghini.com
