The Spanish love bull fights and bulls with hearts of fire are usually elevated into folklore with special names and stories. The chosen few get a little more; their names are eternalised by a car manufacturer that characterise its cars along a similar vein.
The Gallardo was one such bull and its V10 heart a first for Lamborghini.
For most people, however, the chances of getting to drive a Gallardo are about the same as South Africa winning the 2010 World Cup but, like Carlos Parreira, Audi seems to be changing all that.
Through its ownership of Lamborghini, Audi has included the DNA of the raging bull with some of its slightly more accessible products - the Audi S6 and S8 being prime examples and their imminent RS models probably more so.
So the S6 gets a 320kW, Gallardo-derived V10 while its S8 sibling gets 11kW more - it's heavier, after all.
The grunt department is equal at 540Nm and, if claimed figures are accurate, the difference in performance between the two may be regarded as "much of a muchness".
The "muchness" though, could be the very real difference in price. The S6, at R806 500, is a whopping R172 500 less than the larger S8, making for a very real argument in the "I'll leave the golf clubs at home this weekend" stakes.
Don't get me wrong; the S6 isn't small. In fact the boot - with its full-sized spare wheel - could even hold the mother-in-law's make up. The argument really is: why pay so much more for a bit more space and fractionally better performance? Especially when considering that the S6 has the "cojones" in many of the same places.
The most striking place to start has to be the daytime running lights. They recall "Knight Rider" days, only a lot classier in clear white. There's a row of five across the top of each air intake; symbolic of the number of cylinders under the bonnet?
Wicked-looking, in any event, and one of the reasons the S6 seemed so visible to slower traffic in the "go faster'" right lane.
From there it gets subtler, with small V10 badges and a discreet rear spoiler. Hardly anyone I chatted to realised it was a special edition from Ingolstadt, probably due to the many S-line kits that can now make an A4 look far too much like a RS4 for my liking.
Red-blooded interior
Yes, the 18" rims and quad tailpipes are there, but they seem to get lost in the size of the S6. The cabin, though, carries more red blood cells with really comfortable sports seats, a three-spoked 'S'-steering wheel that feels good and bits of carbon-fibre trim.
The dials play the part, as do the paddles behind the steering, for a more interactive drive. Not that the semi-automatic six-speed needs your help - it selects like it should, quickly and confidently.
The clear info system behind the steering uses a generous colour display with a digital speedometer. I initially suspected the digital speedo was one page of the information menu but, after trying to toggle between menus, I found the digital complimented the analogue speedo permanently
Treat your eardrums
While still on the interior, rumour has it that there's an optional extra second to none. The well-heeled can treat their eardrums to a Bang & Olufsen set-up designed specifically for these vehicles. Your senses will be fine-tuned to Julio Iglesias on 14 high-end speakers, B&O acoustic lens technology and more than 1000W of amplifier power, all in collaboration with speed, wind effect and friction between road and tyres.
Handling is what should separate the quattro S6 from rear-wheel competitors and, as always, quattro does. The system seems infallible, especially when applied to a bull of this size.
It easily prevents any over or understeer and should be a pleasure when things really get slippery.
Brisk performance
The sound of the V10 in full cry is no doubt a plus. I advise all Audi salesmen to stand potential S6 customers at the side of the road and let them listen to this son of Gallardo as it charges.
However, the car's straight-line ability in relation to price could be a stumbling block. Put the acronyms V10 and S6 in the same sentence and one can be forgiven for expecting Lamborghini-like performance.
Not so, I'm afraid, though the car was able to deliver a brisk sub-seven second 0-100km/h time up here on the Highveld. The target market for a sedan of this calibre is in any case not interested in drag-race ability, but rather safety and capability mixed with satisfying power.
The upcoming RS line will no doubt grab the bull by the horns; we wait patiently, red capes in hand.
Specifications:
Engine:
5204cc, fuel-injected, DOHC V10 with continuous camshaft adjustment and hydraulic valve play.
Power:
320kW at 6800rpm.
Torque:
540Nm at 3000rpm.
Transmission:
Six-speed, semi-automatic with DSP.
Suspension:
Four-link upper and lower wishbones and anti-roll bar and twin-tube, gas-filled shock absorbers at front; trapezoidal-link with anti-roll bar and twin-tube gas-filled shock absorbers at rear.
Steering:
Power assisted rack and pinion, steering column electronically adjustable for height and reach.
Brakes:
Dual circuit, ventilated discs front and rear, ABS.
Wheels/tyres:
19" alloy rims with 265/35 radials.
Dimensions
Length: 4.916m.
Width: 1.864m.
Height: 1449,
Mass: 1910kg.
Fuel tank: 80 litres.
Boot: 546 litres.
Performance
(tested at Gauteng altitude)
Top speed: 250km/h (governed).
Acceleration
0-60km/h: 3.2sec.
0-100km/h: 6.5sec.
Quarter mile (400m): 14.3sec.
Overtaking acceleration
60-120km/h in Drive: 5.5sec.
Braking
100-0 km/h: 2.9sec.
Standard features:
Automatic air conditioning, electric mirrors and windows, remote central locking, radio/CD audio system, cruise control, leather upholstery, rain sensor; cup holders.
Safety:
ABS, electronic brake pressure distribution, electronic stability programme, eight crash bags.
Warranty:
one year unlimited distance, five-year maintenance plan.
Fuel consumption:
13.4 litres/100km.
Service intervals:
Dictated by trip data computer.
Price:
R806 500.
Rivals:
BMW 550i (270kW and 490Nm); Mercedes Benz E500 (285kW and 530Nm).
- Test car from Audi SA.