These new slim line lights feature LEDs in a Y-shape, underneath the main bi-xenons, while the idea is echoed in the redesigned rear lights that were apparently inspired by the illumination on the controversial 2006 Miura concept.

Along with the quad exhaust set-up and a new diffuser, the LP560's reworked rear doesn't fully soften the Teutonic modernism of Luc Donckerwolke's tautly surfaced original, but certainly gives the car a juicier presence. Lamborghini claims a 31 per cent improvement in aerodynamic efficiency compared to the current car, whose high-speed stability and steering feel is already extremely impressive.

Like last year's Superleggera, the LP560 displays its mechanical wares beneath a clear cover in a pleasing piece of theatre. Mind you, if I'd actually bought a Superleggera I might be a bit cheesed off at the arrival of this new Gallardo.

It's 80kg heavier than its racier 'lightweight' brother, but with 556bhp it's also a useful 34bhp more powerful, enabling it to accelerate to 62mph in an identical 3.7 seconds and onto a top speed of 200mph-plus. No doubt there'll be a 600bhp Gallardo along sometime next week…

The 5.2-litre V10 now features direct injection - iniezione diretta stratificata - which promotes more efficient combustion and allows for a lofty compression ratio of 12.5:1.

There's variable valve control on all four of the engine's camshafts, and despite the additional grunt and superior performance figures the LP560's emissions and fuel consumption show an 18 per cent reduction compared to the previous model. Not enough to convert Ken Livingstone and his lackeys to the cause, but useful progress.

"Our customers shouldn't feel bad about owning one of our cars," says Fitzgerald, "and we have to be socially acceptable. But we also need perspective when it comes to the environmental debate."

The Gallardo's excellent six-speed manual continues as before, but its slightly less excellent 'E-Gear' paddle-shift transmission has been redesigned; it's now much lighter and shift times have been improved by 40 per cent.

The suspension is the same surprisingly compliant double wishbone set-up, but features firmer kinematics. Eight cylinder Brembos grab 365mm brake discs at the front, with four-cylinder ones acting on 356mm discs at the rear. Carbon-ceramic brakes are available as an option.

Inside, things are largely as before, with the addition of aluminium hoop-surrounds on the central instrument display. Lamborghini, like every other big player in the supercar arena, has developed increasingly clever ways of charging money for bespoke exterior colour schemes (three matt black, white and brown finishes debut on the LP560) and lavish cabin fabrics.

Its individualisation programme is called Ad Personam, a far cry from the early Nineties-era Diablo which came with fuzzy felt as standard on its dash and a stereo system by Halfords.

If nothing else, the LP560-4 is proof of how far Lambo has come in 10 years. The new car is faster, lighter, more efficient, and available in a seductive choice of colours. But for all the talk of becoming more socially acceptable, of greater refinement and elegance, and even of a desire to sell more cars to women, Lamborghini isn't quite waxing its hairy chest just yet.

"Exclusivity is the key," Fitzgerald claims. "It's not how many cars you sell that's problematic; it's when you have a high concentration of your product in one place. Our customers want to feel special, and we'll always be the most extreme guys out there. We'd make a big mistake if we give that away. We're the only real bad boys left out there."

Jason Barlow