AUTOCARS COLECTION 2011

The answer to the power delivery question is a qualified "yep." Our tester was equipped according to Valentino's preference, with the standard six-speed stick and the optional $15,600 carbon-ceramic brakes. E-gear paddle-shifting is (to Balboni's chagrin) optional, and its launch control system results in reliably quick starts every time, but when a practiced piloto gets the footwork right (revs at about 2800 rpm, quick clutch drop resulting in only a few feet of wheelspin), this lightened rear-driver launches harder and quicker, establishing a 0.2-second lead relative to the 560-4 by 30 mph, which steadily grows to 0.8 second at 170 mph (which the VB hits in just 24.9 seconds and 8/10ths of a mile). It nips at the mighty Murcielago LP670's hooves, trailing by only a tenth or two (seconds and mph) through the quarter mile. The qualification: Getting it right takes lots of practice; repeatedly getting it wrong gets expensive. And while you'd expect the toothy shift-gate to prevent any possible wrong turns, hurried 1-2 upshifts somehow wind up in no-man's land on occasion, which blew several runs (never a problem with E-gear). That gate itself, however, is a precision-milled masterpiece, offering minimal clearance to the shift stalk without ever rattling as the shifter vibrates. Brilliant.

 As for rear drive's fear-factor, moneyed drifters may be disappointed to learn that the tail sincerely wants to follow the nose. A stiffer front anti-roll bar, the spring and damper tweaks, and those grippier rear tires conspire against tail-wagging shenanigans. With ESP off, it was very difficult to establish-let alone hold-the modest slip angle that often improves figure-eight performance, though brutish stabs of the throttle or jerky declutching while downshifting in a curve can predictably force the tail out. Indeed the car pushed a bit wider than desired on our best lap, which explains how we achieved the 560-4's 1.01g peak lateral grip, higher overall g (0.89 versus 0.84 due to stronger acceleration/braking), but a two-tenths longer lap time (by traveling farther). And if you get in over your head, charley-horse your leg on the brake pedal and those indefatigable carbon binders will throw you into the shoulder harness with upward of 1.5 g of whoa, halting in 299 feet from 100 mph (our seventh best production car), and 104 feet from 60 mph.

The price for deleting all-wheel drive is $20,900, but it includes a 1970s-inspired white and gold stripe that's echoed in the VB-unique black-and-white striped interior, unique badging, a plaque bearing Valentino Balboni's signature, and additional standard features like a transparent engine cover, navigation, Bluetooth, and a back-up camera. Our car boasted the irresistible $4235 carbon-fiber engine dress-up kit and heated, electric seats ($3630) in addition to the big brakes 

Signore Balboni is rightfully proud of the car that honors his august career. It is, after all, the second-quickest Lamborghini ever, and the 16th-quickest production car we've tested. Expect more rear-drive Lamborghini variants to follow (not to mention the related Audi R8 GT). And nobody but your concerned and potentially disproving spouse need know the 550-2 is nowhere near as dangerous to drive as people think.