Review: Lamborghini LP550-2 Gallardo Spyder

The temperature gauge flashed "103" as I rolled to a stop behind a solid wall of traffic on the Major Deegan Expressway. We sat unmoving, the sun cooking my fair-skinned fiancée and me like hogs at a luau. The soft, beautifully quilted and quite obviously non-ventilated leather hides beneath our thighs began to feel like melted pudding.

Even so, I refused to close the lid on the Italian sun devil we had on loan for the weekend. Around us and beneath us, simultaneously making us smile and sweat, was the body of Lamborghini's latest and greatest Gallardo Spyder, the LP550-2 – and there was no way I was going to let a little heat spoil our weekend together. Putting up the top and flipping on the A/C would be akin to taking the sails down on an America's Cup racer during a really breezy day.

• Gallardo: A famous breed of fighting bull
• LP: Longitudinale/Posteriore, for the mid-engine built longitudinally in front of the rear axle
• 550: Power output in hp
• 2: Rear-wheel drive
• Spyder: Italian pillowtalk for convertible

What's most interesting about Lambo's latest bull is that it's technically less advanced than its AWD counterpart. It's mechanically simpler, slightly less powerful, a bit lighter and generally more involving – and all of this amounts to good news for drivers.

New for 2012, the rear-wheel-drive Gallardo LP550-2 Spyder represents a departure from the standard AWD-system Gallardo and Gallardo Spyder have employed since they were introduced in 2003, save for a few RWD specials along the way. In fact, it's been more than 10 years since Lamborghini offered rear-wheel drive in one of its sports cars – the last time we've seen one was on the pre-VW-acquisition Diablo. The LP550-2 pays homage to the limited production (and also RWD) Balboni Gallardo that had 2009 Geneva Auto Show-goers lusting for a dusty stretch of back road somewhere. That car's name was chosen to honor Lamborghini test driver Valentino Balboni, a man who's been fine-tuning these raging bulls for more than 40 years. Lambo's original Balboni offering was limited to 250 production units, but the company has since expanded availability by offering both RWD and AWD variants in base trim. So go ahead, Gallardo shoppers – take your pick. Lamborghini isn't explicitly limiting production of this model, but the company expects it to be "very exclusive."

More good news: The cost of entry to the Lamborghini owners club gets lowered a smidge with the LP550-2. This RWD version starts at $209,500, about $16,000 less than its AWD counterpart – which is perfect, because you'll spend nearly half that much on the gas-guzzler tax ($2,100) and super unleaded fuel during the first two years of ownership. Then again, anyone complaining about luxury taxes and fuel costs probably aren't in the market for a $200,000-plus sports car.

Save for a few special editions, it's been more than 10 years since Lamborghini offered rear-wheel drive in one of its sports cars.Going from AWD to RWD in the Gallardo required more than simply removing the front differential and calling it a day. (And actually, Lamborghini removed both the front and center differentials.) The heroic 5.2L V10 needed some retuning and "optimization" in order to provide the purist rear-wheel character we all long for in a driver's car: sky-high revs, hard pulls in any gear, intoxicating sounds.

This requires a bespoke electronic engine management system, new springs, dampers and control arms in the suspension, and a revised transmission setup optimized for rear-wheel drive with a mechanical limited slip differential and a locking ratio of 25 to 45 percent. As the alphanumeric model designation denotes, the LP550-2 has 10 fewer ponies than its all-wheel counterpart. But the engine control software covers up the loss, and the car actually feels faster, thanks to less power shuffling between differentials.

The aerodynamics have also been altered to account for the change in the distribution of force, but when comparing it to the previous Spyder, it's impossible to spot any differences with the naked eye. Maybe the vents are more ventilated?

Take away the little silver plaque residing just ahead of the rear wheel wells, and 99 percent of the population couldn't tell the all-wheel and rear-wheel-drive variants of the Gallardo apart. Nor could the hoi polloi tell you this was a brand-new car – this second-generation Gallardo looks just like the 2008 LP560-4 Coupe I drove when it hit the market five years ago.

Aging platform aside, the exotic shell and bespoke interior still play the part quite well. My tester – a gunmetal grey metallic (Lambo calls the color "Grigio Lynx") specimen optioned up to $239,045 – drew plenty of interest from onlookers around town and on the highway. I got several requests to "Rev 'er up" throughout my time behind the wheel.

One minor gripe: Inside of the beautifully hand crafted "Marrone Jenus" (Italian for "brown") interior, there appears to be some inappropriate parts bin sharing. I applaud Volkwagen's efforts to bring Lamborghini into the 21st century and everything, but I simply can't get over the fact that this $240k sports car has a navigation unit – and a noticeable amount of overlapping switchgear – lifted directly from my dad's 2009 Audi A3.

From the solid thud the doors make when you close them to the heavy pedals residing beneath your feet, the car feels utterly significant. Click the unlock button on the key fob and a series of gizmos, motors and other anonymous technological happenings begin making noise beneath the sensuous Italian skin. The implication is clear: Complex componentry is at work.

Climb into the leather-lined cockpit, take a whiff of the baby-soft hides, fire the engine and you will immediately notice two things. One, the engine sounds truly awesome, and, as one unlucky NYC parking attendant can attest, it will literally scare the jeepers out of anyone within 50 feet of the vehicle. Two, there's no push-button starter, and, as a result, no way to enjoy a little racecar-driver make-believe. This delightful feature comes standard on everyday schleppers like the Nissan Altima, so you'd think Lambo could make it happen in a quarter-million-dollar exotic.

Back to the whole rear-drive thing. You're probably wondering what the need is for a dedicated RWD Gallardo when LP560-4 biases power to the rear wheels under normal driving conditions anyway. Well, as they say, there's no substitute for the real thing. The LP550-2's steering feels more communicative, lighter and livelier than the AWD version I tested back in 2008. Not to say the LP560-4 is slow by any means – far be it, but its power feels filtered compared to the LP550-2's more direct-response character. In the AWD version, the differentials talk to each other to determine how the power should be distributed between the front and rear. The LP550-2, on the other hand, does no talking whatsoever. It sends all those Italian stallions to the southbound end – and I mean right now. The result is not some drift-crazy tail-wagger, but rather a more reactive Gallardo with less drama to speak of.

The faster you go, the more baritone the exhaust becomes, even in sixth gear. It's heavenly to listen to.My tester featured the rapid-fire single clutch E-Gear system with wheel-mounted paddle shifters. But, not to fear, a six-speed manual comes standard for those enlightened enough to appreciate it, complete with the marvelous shifter gates. (Ferrari, sadly, can no longer say the same about its offerings.) Lamborghini refers to E-Gear as "robotized," but there's nothing robotic about the brilliance behind this transmission. Aside from its absurdly quick shifts, the system also chooses downshifts at just the right moment based on input from the driver's right foot. It's kind of like the friendly automaton in I, Robot that teams up with Will Smith to combat the evil bots. It obeyed orders, with but not without its own sense of flair.

On the road, depress the Sport or Corsa ("race") button on the brushed-aluminum E-Gear housing and the exotic, ferocious character you would come to expect from a Lamborghini roars to life quite suddenly. A cacophony of snorts, the exhaust rifles something amazing when you blip the throttle, at idle and during downshifts. The faster you go, the more baritone the exhaust becomes, even in sixth gear. It's heavenly to listen to.

The venerable V10 engine has long legs ZZ Top would appreciate, and provides effortless surges of power at high speed. It's aggressive when you want it to be and capable of touring in the grand tradition when you're not in the mood to thrash.

The last of my three gripes: The brake modulation has too much travel. It takes a lot of getting used to, and can result in herky-jerky stops from time to time. Braking aside, the car is a real pussycat once you switch from "Sport" mode into automatic. Seriously, my mother could drive this thing. Steering is boosted, the gearing is tall and the suspension doesn't beat you up very much at all.

The automatic convertible top insulates the cabin quite well, and provides more head room than the low roofline implies from the outside. It also turns every lane change into a game of Russian roulette, thanks to the C-pillar's massive blind spots.

For those drivers capable of wrangling the LP550-2's absurdly fine-tuned levels of Balboni-inspired performance – and who don't live in snowy climates – the rear-wheel-drive variant of Lamborghni's prized steed is the obvious choice. For everyone else, the more pliable LP560-4 will do just fine.

WIRED The tailpipe is a symphony. Transmission goes from track-ready and gee-whiz advanced to "my mom could drive it" simple at the push of a button. Much improved steering feel. Top-down bliss or open-air motoring on crack – take your pick. Lower starting price: only $209,000 and change!

TIRED Why does the switchgear look just like Audi's? Blind spots with the top up. Jerky brake modulation. No push-button start.