You have to love the firing order of the V10 behind us. This is one of the main ingredients that allow the engine to transform the cabin into a concert hall. As we dig deeper into the resources of the naturally-aspirated powerplant, the ten-cylinder choir's crescendo reaches its climax.
This was second gear, a ratio that multiplies the engine's power to an extent that makes you feel invincible. We really couldn't care less about the fact that Lambo claims the engine comes from the Super Trofeo racer, but forgets to explain that it got there straight from the bay of the LP570-4 Supperleggera.
Only 10 hp separate the unit from that of the normal
Lamborghini Gallardo LP560-4. Nevertheless, these were achieved via a new software and, as everybody that's driven a "chipped" car can tell you, the attitude of the engine changes a bit.
The key points stay the same though: the unit really starts singing after 3,000 rpm and it keeps on going until it hits 8,500 rpm. On our way to the third ratio, the e-gear single-clutch automated manual, a feature they also use on the race cars, bangs your head against the stiff headrest with an obvious sadistic satisfaction. We're fine with the role of masochists, at least for now.
The rest of the tech spec also seems identical to that of the Supperleggera. Compared to the standard Gallardo, the little tweaks make the car deliver even more feedback. You could probably be able to read a book just by placing its pages under the Super Trofeo Stradale's front wheels.
When your right foot keeps a decent attitude, it's hard to tell that you're driving something with a different badge, but at the limit, you do feel the aforementioned extra messages.
The thickness of the steering wheel and the Alcantara that's covering it go together like they were made for each other. Right now, we're using the combination to get out of a sideways situation.
This is what happens when you decide to engage the "Corsa" mode. Not only does the gearshifts and the exhaust valves go crazier, but the ESC allows the rear end to step out to a certain point.
The Gallardo's 70:30 rear-biased all-wheel drive system comes with a 45 percent locking diff at the back, but it doesn't feature any electronic control, so, if you disable the ESC, you're on your own. Nevertheless, in the dry and using the aforementioned Corsa mode, the car is easy to get in and out of a powersliding state.
The front wheels gently whisper a hint of understeer through the steering wheel to let you know that you're about to rock and the rear end lets go progressively. From this point on, you can easily rely on the gas to steer the car.
Our tester wasn't fitted with the optional carbon-ceramic brakes. Then again, the race car doesn't have them either (it gets a custom setup though), so we can't complain too much. On the road, the standard Gallardo brakes are more than enough to temper your exuberance episodes, but on the track the car is affected by fading.
The driving part of the Gallardo LP570-4 Super Trofeo Stradale experience is a bit sharper than what the standard LP560-4 provides, but without being more demanding.
Alas, we can't say the same about some other elements on the car. Speaking of this, it's probably best not to open the hood. We did and the "quick-release" system kept us... pinned there for a few hours, as the pins were stuck and we couldn't leave our parking spot.
Then there are the bucket seats. The races in the Super Trofeo series only keep the drivers in the car for 40 minutes, perhaps because this is the exact point from which your body starts protesting.
Of course, if you get out of an actual race and hop aboard the Gallardo Super Trofeo, you'll have the impression you're being chauffeured in a five-meter saloon with air suspension.