Huracán [2014-2024] [Official] Lamborghini Huracan LP610-4
- Thread starter JHF
- Start date
The Lamborghini Huracán is a sports car manufactured by Italian automotive manufacturer Lamborghini replacing the previous V10 offering, the Gallardo. The Huracán was revealed online in December 2013, making its worldwide debut at the 2014 Geneva Auto Show and was released in the market in the second quarter of 2014.
JHF
Driving Dynamics Pro
Spyshots: 2016 Lamborghini Huracan SV or Superleggera Seen Testing for the Fist Time
How much power can you extract from a naturally aspirated 5.2-liter V10 engine? We're about to get a new answer to that question since Lamborghini is testing the SV version of the Huracan.
This "entry-level" supercar is extremely young, so it's surprising to see they are already looking to improve it. However, this segment of the exotic market has become extremely competitive. Not only is Ferrari's new 488 GTB much faster than the old 458, but Audi offers the same V10 as the Huracan on its carbon-infused R8 V10 Plus. At the end of the day, 610 horsepower doesn't seem all that impressive when you consider the Tesla Model S and Dodge's Hellcats have more.
But let's not get ahead of ourselves with the presumption that this is a Super Veloce model and instead examine the photos. The test mule clearly has two extra tailpipes out back, behind some metal mesh camouflage. However, there aren't any measuring devices on the wheels, so the powertrain changes aren't going to be drastic.
Instead of just using the S and V letters, we want to turn your attention to the Gallardo Superleggera launched at the 2007 Geneva Motor Show. It only had another 10 horsepower to play with, but a 100 kg (220 lbs) weight reduction meant it set the pace. The 0 to 100 km/h time had been reduced by 0.2 seconds, which is a lot for any supercar.
Why does the Lambo need to lose weight? Because the dry weight of this machine is 1,422 kilograms, while McLaren claims its 650S is 1330 kilos.
However, there was a hiatus of about 5 years between the regular model and the Superleggera while the Huracan is still an infant. That's why this prototype could also preview something like a Squadra Corse, with a design inspired by race cars and downforce-enhancing aerodynamics.
The ways of the supercar are always mysterious, but they are terribly exciting. So we'll just have to keep our keen eye out for further information about the new bull, which should come out in 2016.
http://www.autoevolution.com/news/s...era-seen-testing-for-the-fist-time-95133.html
How much power can you extract from a naturally aspirated 5.2-liter V10 engine? We're about to get a new answer to that question since Lamborghini is testing the SV version of the Huracan.
This "entry-level" supercar is extremely young, so it's surprising to see they are already looking to improve it. However, this segment of the exotic market has become extremely competitive. Not only is Ferrari's new 488 GTB much faster than the old 458, but Audi offers the same V10 as the Huracan on its carbon-infused R8 V10 Plus. At the end of the day, 610 horsepower doesn't seem all that impressive when you consider the Tesla Model S and Dodge's Hellcats have more.
But let's not get ahead of ourselves with the presumption that this is a Super Veloce model and instead examine the photos. The test mule clearly has two extra tailpipes out back, behind some metal mesh camouflage. However, there aren't any measuring devices on the wheels, so the powertrain changes aren't going to be drastic.
Instead of just using the S and V letters, we want to turn your attention to the Gallardo Superleggera launched at the 2007 Geneva Motor Show. It only had another 10 horsepower to play with, but a 100 kg (220 lbs) weight reduction meant it set the pace. The 0 to 100 km/h time had been reduced by 0.2 seconds, which is a lot for any supercar.
Why does the Lambo need to lose weight? Because the dry weight of this machine is 1,422 kilograms, while McLaren claims its 650S is 1330 kilos.
However, there was a hiatus of about 5 years between the regular model and the Superleggera while the Huracan is still an infant. That's why this prototype could also preview something like a Squadra Corse, with a design inspired by race cars and downforce-enhancing aerodynamics.
The ways of the supercar are always mysterious, but they are terribly exciting. So we'll just have to keep our keen eye out for further information about the new bull, which should come out in 2016.
http://www.autoevolution.com/news/s...era-seen-testing-for-the-fist-time-95133.html
kingjr9000
Das Beste Enthusiast
^ six exhaust pipes
kingjr9000
Das Beste Enthusiast
2015 Lamborghini Huracan LP 610-4 Review
The Everyday Supercar
Vital Stats
Engine:
5.2L V10
Power:
602 HP / 413 LB-FT
Transmission:
7-Speed DCT
0-60 Time:
3.2 Seconds (0-62)
Top Speed:
202 MPH
Drivetrain:
All-Wheel Drive
Engine Placement:
Mid
Curb Weight:
3,135 LBS
Seating:
2
Cargo:
5.3 CU-FT
MPG:
14 City / 20 HWY
Base Price:
$275,250
As Tested Price:
$279,345
For seven years, Lamborghini sold the Gallardo alongside the Audi R8. And despite sharing more with the Audi than most Italians would like to admit, the Gallardo was a true Lamborghini. Meanwhile the Audi R8 was every bit the stoic German. How did the Gallardo do it? Emotional distance. As cliché as it sounds, the Lamborghini felt more temperamental, although not always in a good way. That fiery disposition made it salacious at mere idle and a baying brute at the limit.
The Gallardo's successor, the Huracán, incredibly is even closer to the R8 under the skin, but is galaxies apart from the Audi in terms of impression and intent. The R8 already has a reputation as an everyday supercar, faster than a speedingbullet, able to carry small groceries in a single trunk. With the Huracán, we wanted to find out if it offers the same benefits without dampening that scalding Italian attitude.
That difference from old to new starts with subtlety: the Huracán's "dynamic wedge" shape doesn't boast; there isn't a single clingy component demanding your attention. The package fits together so well that you can't just look at one thing, you have to look at everything. There are details atop details, from the Y-shaped LED daytime lamps to the side glass that tucks into the body like an alien canopy. The designers worked to build in enough downforce that the Huracán wouldn't need active or moving aerodynamic devices. So whereas the Gallardo Superleggera looked good with a wing, putting such spoilage on a non-competition Huracán should incur one of those NHTSA-sized, $14,000-a-day fines.
There are some hitches to just getting in and driving. There's no reflexive ease to the start and transmission procedures. We always need to remind ourselves of the steps to the dance and "Oh, that's right, pull this for Reverse." Lamborghini changed the shape of the Audi buttons lining the waterfall console, but it looks too close to the A4. The Italians also carried over that funky two-step process of pushing a button and turning a knob to control fan speed. The Huracán ditches Audi's stalks on the steering column by placing buttons on the wheel. The result is fiddly, but okay.
It's a fine office, though. The cabin trim feels like eight different shades of Black Hole, and you sit so close to the ground that Lamborghini should offer a bucket-and-pulley system on the options list. The seats are firm and supportive where they need to be, and comfortable everywhere. The 12.3-inch digital instrument panel has three full-screen modes that focus on shifting at the limit, testing the terminal velocity, or using navigation. Every other important function that doesn't involve changing gears is on a row of toggles on the center stack. In truth, the only item we wish the Huracán had is a blind spot detection system. You can't see anything at the rear three-quarter, and visibility out the back window was compromised by reflections in the transparent engine bay cover on our tester. That clear cover is a $7,000 option, by the way.
In the startup drive mode, Strada, there is zero aggression in the Huracán unless you ask for it. The seven-speed dual-clutch transmission is so quick to shift up that you'll be in its top gear around 40 miles per hour. At stoplights, the engine shuts off to deliver a claimed ten-percent increase in fuel economy. The optional $6,900 magnetic suspension on our test car is another sound and supple example of Lamborghini's wise application of technology, and it comes with the ability to lift the front end over hazards. The $2,400 dynamic power steering flows between 9:1 and 17:1 ratios, so the turning circle is dinky and parking lots can be invaded without fear of 87-point turns. All of it makes the Huracán easier around town than the Gallardo. It's less rumbly, with a finer edge, but just as exciting as its predecessor at low speeds. The mid-range beat of the 5.2-liter V10 and the contrapuntal clicks, whirrs, whines, and swift intakes of air never go away, nor does the exhaust note. Which is as it should be.
At the other end, when it's time to unleash the bull from the pen, oh, Dios mio, the Huracán is astonishing. No, it's astonishing times two. We drove it last year at the Lamborghini Accademia at Laguna Seca, and although we liked it, it didn't make us rave. With more time behind the wheel, driving on canyon roads, we can't stop raving. Flick the drive mode over to Sport, and the Huracán's reflexes turn lithe and lethal.
First there's that Lamborghini sound. (That, the badge, and the looks are 100 percent of the reason Lamborghini lasted as long as it did before Audi took over.) It's not the wail of a Ferrari, nor the volcanic bass of an American muscle car, but the ultimate expression of a midrange howl. The Huracán sounds like the yowl of a man gone mad by possession or homicide, filling the ears and shaking the chest. It might wear Renaissance finery here, but in its ten-cylinder clamor live the last furious howls of the barbarians that invaded Rome. And the more you work the throttle, the more you get.
The Sport setting throws a set of 45-pound plates on the steering rack, which is a touch heavy for the purpose. Work the steering and the throttle smoothly and you'll find the Huracán doesn't just take turns, it pivots through them seamlessly. The active electronic differential at the front axle is so efficient at distributing power that the coupe feels like it skips through the cornering process. You're headed into a tight left, then suddenly you're powering out on the other side. The magnetic suspension is undoubtedly a worthy aid in this, tempering the increased strength and stiffness of the new aluminum and carbon fiber chassis with supple responses.
Lamborghini's engineers put three accelerometers and three gyroscopes at the Huracán's center of gravity to feed readings to the performance systems. The idea is that instead of waiting for the tires to slip and having that information relayed to the brain and then having the brain respond, the car's electronic brain is already aware of its lateral acceleration rate and prepared for action when the line is crossed. We don't know how much this wizardry helps, but it sure doesn't hurt.
Understeer awaits if you color outside the lines of physics, but ease up on the throttle and the Huracán's all-wheel drive will work its signature tick! move, clicking the coupe back onto its line. Go off the reservation entirely and the standard carbon brakes with six pistons in front and four out back are quiet, massively capable, and appear ready to put in overtime.
Yet the Huracán is so easy to command through apexes at thrilling speeds – and with that blinding sound – that there is no need for heroics. Corsa mode offers more more thumping and bumping and leeway, but we only tried it out just to say we did. We're not against excess but we do enjoy the perfect amount. When everything so right in Sport for street driving, why runneth that cup over?
When the Gallardo slipped into its chrysalis, what emerged is a new car that is not a variation of what came before. The Huracán, has the "emotional distance" to keep it from being compared to any other car save its mortal rivals, and it's got enough dynamic range to stun those rivals as well. It's an admirable performer when goaded and a daily driver so amenable that anyone who can get in it can drive it. They might need help getting out, though.
The Everyday Supercar
Vital Stats
Engine:
5.2L V10
Power:
602 HP / 413 LB-FT
Transmission:
7-Speed DCT
0-60 Time:
3.2 Seconds (0-62)
Top Speed:
202 MPH
Drivetrain:
All-Wheel Drive
Engine Placement:
Mid
Curb Weight:
3,135 LBS
Seating:
2
Cargo:
5.3 CU-FT
MPG:
14 City / 20 HWY
Base Price:
$275,250
As Tested Price:
$279,345
For seven years, Lamborghini sold the Gallardo alongside the Audi R8. And despite sharing more with the Audi than most Italians would like to admit, the Gallardo was a true Lamborghini. Meanwhile the Audi R8 was every bit the stoic German. How did the Gallardo do it? Emotional distance. As cliché as it sounds, the Lamborghini felt more temperamental, although not always in a good way. That fiery disposition made it salacious at mere idle and a baying brute at the limit.
The Gallardo's successor, the Huracán, incredibly is even closer to the R8 under the skin, but is galaxies apart from the Audi in terms of impression and intent. The R8 already has a reputation as an everyday supercar, faster than a speedingbullet, able to carry small groceries in a single trunk. With the Huracán, we wanted to find out if it offers the same benefits without dampening that scalding Italian attitude.
That difference from old to new starts with subtlety: the Huracán's "dynamic wedge" shape doesn't boast; there isn't a single clingy component demanding your attention. The package fits together so well that you can't just look at one thing, you have to look at everything. There are details atop details, from the Y-shaped LED daytime lamps to the side glass that tucks into the body like an alien canopy. The designers worked to build in enough downforce that the Huracán wouldn't need active or moving aerodynamic devices. So whereas the Gallardo Superleggera looked good with a wing, putting such spoilage on a non-competition Huracán should incur one of those NHTSA-sized, $14,000-a-day fines.
There are some hitches to just getting in and driving. There's no reflexive ease to the start and transmission procedures. We always need to remind ourselves of the steps to the dance and "Oh, that's right, pull this for Reverse." Lamborghini changed the shape of the Audi buttons lining the waterfall console, but it looks too close to the A4. The Italians also carried over that funky two-step process of pushing a button and turning a knob to control fan speed. The Huracán ditches Audi's stalks on the steering column by placing buttons on the wheel. The result is fiddly, but okay.
It's a fine office, though. The cabin trim feels like eight different shades of Black Hole, and you sit so close to the ground that Lamborghini should offer a bucket-and-pulley system on the options list. The seats are firm and supportive where they need to be, and comfortable everywhere. The 12.3-inch digital instrument panel has three full-screen modes that focus on shifting at the limit, testing the terminal velocity, or using navigation. Every other important function that doesn't involve changing gears is on a row of toggles on the center stack. In truth, the only item we wish the Huracán had is a blind spot detection system. You can't see anything at the rear three-quarter, and visibility out the back window was compromised by reflections in the transparent engine bay cover on our tester. That clear cover is a $7,000 option, by the way.
In the startup drive mode, Strada, there is zero aggression in the Huracán unless you ask for it. The seven-speed dual-clutch transmission is so quick to shift up that you'll be in its top gear around 40 miles per hour. At stoplights, the engine shuts off to deliver a claimed ten-percent increase in fuel economy. The optional $6,900 magnetic suspension on our test car is another sound and supple example of Lamborghini's wise application of technology, and it comes with the ability to lift the front end over hazards. The $2,400 dynamic power steering flows between 9:1 and 17:1 ratios, so the turning circle is dinky and parking lots can be invaded without fear of 87-point turns. All of it makes the Huracán easier around town than the Gallardo. It's less rumbly, with a finer edge, but just as exciting as its predecessor at low speeds. The mid-range beat of the 5.2-liter V10 and the contrapuntal clicks, whirrs, whines, and swift intakes of air never go away, nor does the exhaust note. Which is as it should be.
At the other end, when it's time to unleash the bull from the pen, oh, Dios mio, the Huracán is astonishing. No, it's astonishing times two. We drove it last year at the Lamborghini Accademia at Laguna Seca, and although we liked it, it didn't make us rave. With more time behind the wheel, driving on canyon roads, we can't stop raving. Flick the drive mode over to Sport, and the Huracán's reflexes turn lithe and lethal.
First there's that Lamborghini sound. (That, the badge, and the looks are 100 percent of the reason Lamborghini lasted as long as it did before Audi took over.) It's not the wail of a Ferrari, nor the volcanic bass of an American muscle car, but the ultimate expression of a midrange howl. The Huracán sounds like the yowl of a man gone mad by possession or homicide, filling the ears and shaking the chest. It might wear Renaissance finery here, but in its ten-cylinder clamor live the last furious howls of the barbarians that invaded Rome. And the more you work the throttle, the more you get.
The Sport setting throws a set of 45-pound plates on the steering rack, which is a touch heavy for the purpose. Work the steering and the throttle smoothly and you'll find the Huracán doesn't just take turns, it pivots through them seamlessly. The active electronic differential at the front axle is so efficient at distributing power that the coupe feels like it skips through the cornering process. You're headed into a tight left, then suddenly you're powering out on the other side. The magnetic suspension is undoubtedly a worthy aid in this, tempering the increased strength and stiffness of the new aluminum and carbon fiber chassis with supple responses.
Lamborghini's engineers put three accelerometers and three gyroscopes at the Huracán's center of gravity to feed readings to the performance systems. The idea is that instead of waiting for the tires to slip and having that information relayed to the brain and then having the brain respond, the car's electronic brain is already aware of its lateral acceleration rate and prepared for action when the line is crossed. We don't know how much this wizardry helps, but it sure doesn't hurt.
Understeer awaits if you color outside the lines of physics, but ease up on the throttle and the Huracán's all-wheel drive will work its signature tick! move, clicking the coupe back onto its line. Go off the reservation entirely and the standard carbon brakes with six pistons in front and four out back are quiet, massively capable, and appear ready to put in overtime.
Yet the Huracán is so easy to command through apexes at thrilling speeds – and with that blinding sound – that there is no need for heroics. Corsa mode offers more more thumping and bumping and leeway, but we only tried it out just to say we did. We're not against excess but we do enjoy the perfect amount. When everything so right in Sport for street driving, why runneth that cup over?
When the Gallardo slipped into its chrysalis, what emerged is a new car that is not a variation of what came before. The Huracán, has the "emotional distance" to keep it from being compared to any other car save its mortal rivals, and it's got enough dynamic range to stun those rivals as well. It's an admirable performer when goaded and a daily driver so amenable that anyone who can get in it can drive it. They might need help getting out, though.
hoffmeister_fan
Kraftwagen König
Even with an amazing V10, the Hurucan doesn't hold my attention. I want to be excited, but I am not. The 488 has the same effect on me as well. I think I need to get me head checked out.
JHF
Driving Dynamics Pro
Lamborghini Huracan SV / Superleggera spied inside & out
http://www.worldcarfans.com/115051193624/lamborghini-huracan-sv--superleggera-spied-inside
http://www.worldcarfans.com/115051193624/lamborghini-huracan-sv--superleggera-spied-inside
Rainer271
Kraftwagen König
Lamborghini Huracan tricked out by VOS
Lamborghini Huracan
Features many carbon fiber accents
German tuner Vision of Speed (VOS) has prepared a series of tweaks for the Lamborghini Huracan.
The very desirable "entry-level" Lamborghini can now be fitted with an assortment of carbon fiber bits and pieces, starting at the front where there's a spoiler lip available for €1,590 while the side mirror caps can benefit from the same treatment for €1,290. Pay an extra €1,390 to get carbon door handle facings along with door sill panels for €749. Even the fuel cap can get the same finish for €490 and there is also a rear wing priced at €7,900. The list goes on with a carbon rear diffuser (€2,990), VOS exhaust system (€6,900), BMC sports air filter (€355) and an Akrapovic exhaust (€8,900).
Stepping inside the cabin, VOS can wrap the steering wheel in carbon for €1,290 and the gearshift paddles for an additional €2,390. The same lightweight material can be applied onto the instrument cluster for €1,390 while carbon air inlets are available for an extra €1,890. Even the center console can be wrapped around in carbon fiber, but you will have to pay €575 for the upper frame and €1,290 for the side frames.
Later this year, Vision of Speed will offer an optional adjustable rear wing priced at €9,900 along with a fresh set of lightweight alloy wheels available from €5,900.
Source: Vision of Speed
Lamborghini Huracan
Features many carbon fiber accents
German tuner Vision of Speed (VOS) has prepared a series of tweaks for the Lamborghini Huracan.
The very desirable "entry-level" Lamborghini can now be fitted with an assortment of carbon fiber bits and pieces, starting at the front where there's a spoiler lip available for €1,590 while the side mirror caps can benefit from the same treatment for €1,290. Pay an extra €1,390 to get carbon door handle facings along with door sill panels for €749. Even the fuel cap can get the same finish for €490 and there is also a rear wing priced at €7,900. The list goes on with a carbon rear diffuser (€2,990), VOS exhaust system (€6,900), BMC sports air filter (€355) and an Akrapovic exhaust (€8,900).
Stepping inside the cabin, VOS can wrap the steering wheel in carbon for €1,290 and the gearshift paddles for an additional €2,390. The same lightweight material can be applied onto the instrument cluster for €1,390 while carbon air inlets are available for an extra €1,890. Even the center console can be wrapped around in carbon fiber, but you will have to pay €575 for the upper frame and €1,290 for the side frames.
Later this year, Vision of Speed will offer an optional adjustable rear wing priced at €9,900 along with a fresh set of lightweight alloy wheels available from €5,900.
Source: Vision of Speed
kingjr9000
Das Beste Enthusiast
kingjr9000
Das Beste Enthusiast
Its long, but one of the huracan reviews yet.
Tested in Texas: the 602 hp 2015 Lamborghini Huracán
In Texas, where the highways are wide and the lawmen unforgiving, the 602-hp Huracán is a dangerous proposition. So we took it to the track, too.
BY JACK BARUTH
Evan Klein
I was a lime-green streak on the fastest road in America, a 10-cylinder terror in an origami wedge with everything from rusty minivans to customized diesel pickups swaying in my wake, when I decided to really break the law.
In a free-market attempt to attract toll traffic, Texas State Highway 130 permits paying customers to drive 85 mph. The problem is that, at 85, a Lamborghini Huracán is effectively asleep, drowsing along in seventh gear and returning nearly 20 mpg. So you step it up a bit, and nothing changes except the rate at which traffic recedes in the mirror. Which, by the way, is perfectly usable, unlike the one in the Lamborghini Countach.
Lamborghini sold 14,022 examples of the Huracán's immediate predecessor, the Gallardo, making it the most popular Lamborghini in history, accounting for about half of the company's sales since its founding in 1963. Yet it's the 30-year-old Countach that continues to define the brand for the man on the street. In particular, there's that opening scene of The Cannonball Run—you know, the part where a Countach comes to a tire-smoking halt next to a Speed Limit 55 sign and the passenger jumps out, crossing out the "55" with spray paint.
The scoop on Furious 7's $3.4-million mystery supercar
With that in mind, I swung onto the shoulder next to a Speed Limit 80 sign and whipped out a roll of black gaffer tape. Turns out speed-limit signs are mounted higher than they used to be, so I found some crates nearby and started stacking them so I could reach. The sheriff pulled up about 30 seconds later.
Evan Klein
He didn't immediately get out of his truck, so I decided to surrender myself in hope of leniency. Rolling the tape into a ball and stuffing it into my pocket, I sauntered up. "Afternoon, officer."
"You need any help with what you're doing there?"
"Ah, no sir, just, um, stacking some crates." Stacking some crates? Why did I say that? Was there anything that I could have said that would have been more inane?
"You figure you can finish with those crates and get back on the road?"
He might have had a twinkle in his eye. I didn't give him time to reconsider. As soon as I saw him take an exit ahead of me, with no other vehicle in sight on this lightly traveled road, I pulled the left-hand shift paddle four times and let the 602-hp V-10 swing to its 8500-rpm redline repeatedly. About 30 seconds later, I knew one thing for sure: Even if you could get away with adding an extra hundred miles per hour to America's fastest road, you'd still cramp the Huracán's style. Which is why, in addition to driving on the road, I had scheduled time at the Circuit of the Americas racetrack.
There was a time when Lamborghini perpetually teetered between bankruptcies and acquisitions, bleeding cash and struggling to push its ancient lineup through a gauntlet of ever-stricter emissions and safety regulations. The company's 1998 acquisition by the Volkswagen Group and subsequent technological alignment with Audi ended that nightmare, but make no mistake: Lamborghini is expected to pay its bills. The Gallardo, sold in forms as diverse as the all-wheel-drive, automated-clutch LP 560-4 Spyder and the rear-drive, six-speed-manual LP 550-2 Valentino Balboni coupe, has shouldered Lamborghini's fortunes for a decade. With its sub-$200,000 price, conventional doors, Audi-sourced electronics, and all-wheel-drive docility, the Gallardo was simultaneously a gateway to Lamborghini ownership and a complete redefinition of the experience. It's not an easy act to follow.
Of course, there's always room for improvement. The Gallardo had an aluminum chassis; the Huracán cuts mass by replacing some of that aluminum with structural carbon fiber. As a consequence, at 3440 pounds, it's relatively light for an all-wheel-drive supercar. It's also claimed to be 50 percent stiffer. That's not the kind of thing we can easily measure at R&T, but I'll say this: I drove a 2013 Gallardo LP 560-4 shortly before this test, and the new car's improvement in chassis stiffness is immediately apparent, even on the street.
Evan Klein
The dual-clutch seven-speed is new to Lamborghini, and it's also mandatory in the Huracán. The Gallardo's e-gear single-clutch setup was revised into acceptability over the years, at least on track. I've put a couple of thousand racetrack miles on the last variants of the LP 560-4 and LP 550-2, and each displayed little of the balky behavior or unpredictable engagement typically associated with first-generation auto-manuals.
This seven-speed, however, is much better in all respects, from low-speed traffic creeping to the rapid downshifts required to get from seventh to second gear in the braking zones. It's easily on par with the transmission in the Ferrari 458 Italia and considerably more pleasant than the click-whir-bang affair in the Nissan GT-R. Unfortunately, however, the shift paddles are fixed to the steering column. That's fine for shuffle-steering your way through afternoon traffic, but it's a recipe for annoyance at a racetrack. It should also be said that a manual would be welcome, but the people who actually buy Lamborghinis want the car to shift for them, and this transmission is the best yet for that.
The engine to which the gearbox is mated is revised heavily for 2015, according to Lamborghini. Most notably, the Iniezione Diretta Stratificata combines both port and direct fuel injection. The engine's output easily surpasses that of the 458 Italia, in both power—602 hp at a fortissimo 8250 rpm—and torque: 413 lb-ft at 6500 rpm. (We haven't yet driven the 458's successor, the 661-hp 488 GTB.)
Evan Klein
Launch control is available. It produces the quarter-mile sprint in 10.6 seconds at 133.4 mph. We've tested some very quick cars lately, stuff like the C7 Corvette Z06 and Porsche 911 GT3. They're great value for the money, particularly the Vette. However, should Sir be possessed of the $243,695 required to buy a Huracán, Sir may rest comfortably knowing that Sir can drop them out of the mirror any time it pleases Sir. This may be the junior Lamborghini, but you'll need to spend close to a million dollars on a hybrid hypercar if you want to be assured of beating it.
Not that you'd buy a Huracán for the numbers. You buy it for the drama. And that was where the Gallardo always came up a bit short. It was a brilliant car to drive, particularly the later versions, but the interior was never as special as the one in its less expensive Audi R8 sibling. And the styling was conservative to a fault. It was a very German Lamborghini.
Which is a problem, because a Lamborghini needs to shock.
The Huracán, on the other hand . . . When road test editor Robin Warner and I pulled up at a Pilot station outside Austin to see just how much Lambo had fibbed to us about the weight (not at all, it turns out), it was like throwing a bucket of blood into shark-infested water. A couple of young women tried to surreptitiously camera-phone me, and I waved them over. They'd never seen the Huracán before but knew it was a Lamborghini.
Evan Klein
Next, the truckers, mostly tough-looking Hispanic men. They approached the Lambo as if it would electrocute them if they touched it. A remarkably handsome and rugged-looking fellow with a thick gold chain around his neck and chiseled biceps took the time to educate me: "This green, this is good. This is right. But," he clarified, "a Lamborghini does not need to be green. A Ferrari, that must be red to be correct. With a Ferrari, there are rules. With a Lamborghini, there are no rules. Any color, any equipment. I prefer it."
I encouraged them, and one at a time, they climbed in. The interior of our test car was black Alcantara with lime-green stitching. The fixed-back carbon buckets, which will be available for stateside purchase later this year, are unapologetically track-focused and tight but not particularly size-discriminatory, even for your six-foot-two, 240-pound author. Which reminds me: There's more headroom than in a Gallardo, as well as improvements in shoulder and leg space. The pedal box is more S-class than Miura; you can wear a pair of big Alden Indy boots in here, no problem.
Where the Gallardo was almost sensible in its control layout, the Huracán is whimsical. There's a completely ridiculous start-button arrangement, rendered as some sort of hexagonal sci-fi control and guarded by a flip-up cover, also hexagonal. Aside from the tach, there isn't a rounded edge or plain circle anywhere.
Evan Klein
The dashboard is a single TFT screen, because everything nowadays has to be capable of displaying everything from your Bluetooth audio to lap time and max speed. Remember that last bit—we'll return to it. The dash is surprisingly usable, even in the Texas sun. There's a second configurable screen in the center stack, which can be made to show a variety of temperatures and pressures that—the era of nontemperamental Lamborghinis continues—never seem to leave the recommended zone.
Most critically, the Huracán has the wide-body feel that was missing in the Gallardo, inside and out. The front end is more aggressive, in large part due to the wider, angrily slanted headlamps. It looks lower, though it's the same height, and there's far more angled drama down both flanks. Viewed in profile, the reverse slash of the tail is an unmistakable homage to the Aventador.
This is what customers wanted from the Gallardo: 95 percent of the Aventador experience at way less than 95 percent of the $400,000 price. As a Lamborghini, the Huracán utterly succeeds. It has an intergalactic amount of street cred. Homeless people yell at you—and yes, the destitute-looking man who screamed at me for attention correctly identified the car as a Lamborghini. "HEY, LAMBO! NEED SOME HELP HERE!"
Evan Klein
In my first day on the street with the Huracán, it rained like hell, with pools of water everywhere. I wanted to floor the throttle. Not that the LP 610-4 cared. It has a trustworthy amount of traction. There's also a new three-axis, gyroscope-and-accelerometer thing called Lamborghini Piattaforma Inerziale on stability-control watch. This is a supercar you could lend to your grandmother. It doesn't have a rain mode like the 458, but the front axle intervenes before the rear wheels spin up, so it isn't really necessary.
Still, I left back-road heroics for another time. Instead, I did what you'd probably do if you had a car like this for a day: I went guitar shopping. Although I was careful to point out that the Huracán didn't belong to me, that didn't stop people from opening triple-locked showcases and handing me hundred-thousand-dollar Gibsons.
When I finally made a somewhat more affordable selection and tossed it in the passenger seat, I found that the combination of acoustic guitar and lime-green Lamborghini equaled "country star" in the minds of Austin's young women. The first question was always, "That's your car?" accompanied by a slight shift of the hips. After a few of those encounters, I abandoned the truth and settled for, "No, ma'am, it belongs to the record company."
The next day dawned bright and clear, giving me the chance to head for the hills surrounding Lake Travis. These are great sports-car roads; they're full of elevation changes and midspeed turns connected by short straights. Conversely, they'd be miserable in a traditional supercar, for the same reasons. The Huracán, however, is neither sports car nor old-school supercar. It's wide, so it's uncomfortable here. Yet the visibility's good and the front end can be placed with precision, so there's never a concern of going wide. The occasional smattering of pebbles or road irregularities doesn't faze it. The differentials redirect power before you know traction is lost.
Evan Klein
By the same token, something like a Testarossa would be a nightmare here. You'd be fighting the gearbox and managing the brakes while simultaneously devoting half of your brain to making sure the rear end didn't lead you down the road. Those concerns simply don't exist in the Huracán. The engine and transmission are integrated in such a way as to make every corner exit a rocket-sled launch from the moment you're brave enough to press the throttle, while the carbon-ceramic brakes show zero fade in street use. The real challenge is convincing yourself to let the engine rev all the way out in each gear; as the noise builds, it starts to feel increasingly insane to not pull the right paddle and calm things down. When you do, the seamless shift means things just get worse, because the next corner approaches even faster.
On a back road, the Huracán feels faster than a 458 or GT3, thanks largely to its unmatchable traction on corner exit. It's not quite as instinctive to place in a corner as the Ferrari but more usable in that respect than the Porsche. Midcorner traction feels equal to either, although I'd sure like more front grip to make the car feel more pointable. Our test car did not have the active steering setup that caused some carping during the press introduction, and it was better for it. Feedback through the wheel is direct and truthful, although when the front axle gets excited about solving your traction problem, the steering can temporarily deaden as a result.
Is the Huracán as satisfying to drive in these circumstances as its competition? Sure, but it suffers from the same problem as those cars: It's so fast and capable, near-limit driving on a public road is an invitation to prison and/or the hospital.
Evan Klein
To find out what the Huracán can really do, you need to visit the racetrack. So I did. America's only purpose-built Formula 1 track is the perfect playground for something with this kind of power and tire grip, and there isn't much to hit because the men who designed it had to consider that Romain Grosjean might visit for a race or two. (Hey ohhh! —Ed.) Our test car is the most track-friendly Huracán you can get: In addition to fixed buckets and standard steering, it also has a nonadjustable suspension. It's worth noting that all three of these features worked just fine in daily use, so you should consider getting your Huracán set up like ours.
To help me learn the track and the car, I had Richard Antinucci, Lamborghini's stateside test and demonstration driver.
I was impressed by the way he tossed the Huracán around COTA. By watching him, I was able to figure out how to compensate for the column-mounted paddles. Since the right paddle controls upshifts, to grab a gear exiting a corner, Antinucci kept his left hand on the wheel and dropped his unoccupied right to the paddle. When the Huracán stepped out a bit on exit, the resulting one-handed heroics were spectacular to watch.
Let's take a lap around COTA with the Huracán, starting with the start/finish straight. It's a steep uphill to the braking point, but the car reliably accelerated to about 147 mph before I stepped on the carbon-ceramics.
Turn 1 is the track's highest point, and you lose traction as you round it and head downhill in second gear. Grabbing third on the way out is quickest, but you'll be doing some left-hand heroics of your own, because with stability control off, the Huracán isn't shy about throwing most of its power to the rear wheels. T2 is flat, but you have to trust the grip, as the tires are close to their limits.
Turns 3, 4, and 5 tighten up in a way that finally lets the Huracán show some of its mid-engined character. If you lose the tail, it will be between 4 and 5. But here's something I appreciate:
Unlike in some cars, stepping on the brakes with things massively out of shape won't wake switched-off stability control. Not that you should, of course—but I'm willing to admit that I did just that during a recon lap, and the Lamborghini promptly punished me with a lurid, 100-mph slide. Proper.
Evan Klein
In Turns 6 and 7, the Huracán feels a bit wide and sluggish. Again, a little more front grip would help here, but it's still an improvement over the Gallardo. If you step on the throttle out of 8, the front axle will grab you and toss you up 9. Ten is a steep downhill and flat if you're willing to run over the curb. Hitting an FIA curb at triple digits in a supercar is the stuff of madness, but the Huracán swallows it with nothing more than a wiggle and some scary-sounding, but ultimately harmless, noises from the floorpan.
Turn 11 is a hairpin. It's possible to do whatever you'd like; the V-10 will toss the Huracán sideways at speed, or you can treat it like a 911, braking hard in a straight line and working for the latest apex and earliest throttle application. That's what I did, because we were looking for a back-straight number.
With the windows down on the back straight, the Huracán quickly turned into the inside of John Bonham's kick drum. An F1 car does 200 mph here. I eventually stopped looking at the speedometer. The Lambo was stable, but the hammering wind noise took all of my spare attention. When I lost my nerve and nailed the brakes, I didn't get a glimpse of the speedo. Not to worry: The onboard data unit recorded it.
One hundred and seventy-six miles per hour.
Evan Klein
On a racetrack, in a car that, I admit, was also playing "Ride Like the Wind" by Christopher Cross on the stereo and had the air-conditioning on. And that top speed wasn't a fluke, because I did it six times in a row in one session.
After that drama, the low-speed turns from 12 through 15 are just point-and-shoot, minding the front tires. Like any street car, the Huracán can push the nose a bit. The difference here is that the engine can always correct it, if you want. But save your rear tires, because you'll need them for 16-17-18. This three-turn combination is a big, brave, blind corner that requires throttle adjustment halfway through. The car reacts to lift-throttle well, although you're always conscious of the mass behind you. The Huracán feels half again as sensitive to line-tightening as a Corvette or Viper does, although that sensitivity is on a curve that starts off dead, runs to minor flexing of the ankle, and pulls up sharply into Don't You Do That.
I'd been tentative about taking 18 flat but was pretty sure I could make it happen, so I was on the throttle nice and early out of 17. The problem is, the nose was going way wide. If I backed off slowly, I'd enter 19 without frightening the corner marshal, dead ahead, about 300 feet away. Instead, I took a deep breath and did something counterintuitive: I gave it more throttle.
At that point, something magical happened: I felt the front axle steer the car back in line. There wasn't enough outside tire to make the turn, but there was enough inside tire to pull the Huracán straight. If you want an explicit demonstration of how a machine can outdrive a man, there it is. It fixed my line by going faster. What the hell. Let's ride with it.
Evan Klein
I always forgot how fast T19 should be, but a smarter driver could take it basically flat. I kept changing my mind at the last minute and flooring the throttle, to which the Huracán responded with a mild slide. This car isn't a toy, but it is controllable. If you have a few years' worth of track days under your belt in something less ferocious, you'd eventually become very comfortable with it.
And the tight T20, a full brake. This is the only place on the track where I came close to hurting this expensive and pretty automobile. The Huracán isn't superfond of trail braking, and when I overdid it trying to squeeze a tenth out of the lap, the back end ran wide and pointed me toward the wall. There was little to do but straighten the wheel and haul down on the brakes, then rely on the mighty engine to pick up the slack.
Lapping done for the night, I headed back into town. This time, it was a man in an Aston Martin Vanquish scrambling to catch me. When he finally managed to pull up next to me at an intersection, having broken every traffic law in the book at least twice, he was out of breath. We rolled down our windows.
"Huracán!" he yelled.
"YES!"
He smiled. The look on his face said it all. He just needed to see it. That's all Lamborghini needed to do, make it look like this. For most of their customers, the rest is just gingerbread.
"IS IT ANY GOOD?!?" he yelled.
And I realized that I couldn't explain the whole thing to him in two seconds, so as the light turned green, I responded. "YES!"
Tested in Texas: the 602 hp 2015 Lamborghini Huracán
In Texas, where the highways are wide and the lawmen unforgiving, the 602-hp Huracán is a dangerous proposition. So we took it to the track, too.
BY JACK BARUTH
Evan Klein
I was a lime-green streak on the fastest road in America, a 10-cylinder terror in an origami wedge with everything from rusty minivans to customized diesel pickups swaying in my wake, when I decided to really break the law.
In a free-market attempt to attract toll traffic, Texas State Highway 130 permits paying customers to drive 85 mph. The problem is that, at 85, a Lamborghini Huracán is effectively asleep, drowsing along in seventh gear and returning nearly 20 mpg. So you step it up a bit, and nothing changes except the rate at which traffic recedes in the mirror. Which, by the way, is perfectly usable, unlike the one in the Lamborghini Countach.
Lamborghini sold 14,022 examples of the Huracán's immediate predecessor, the Gallardo, making it the most popular Lamborghini in history, accounting for about half of the company's sales since its founding in 1963. Yet it's the 30-year-old Countach that continues to define the brand for the man on the street. In particular, there's that opening scene of The Cannonball Run—you know, the part where a Countach comes to a tire-smoking halt next to a Speed Limit 55 sign and the passenger jumps out, crossing out the "55" with spray paint.
The scoop on Furious 7's $3.4-million mystery supercar
With that in mind, I swung onto the shoulder next to a Speed Limit 80 sign and whipped out a roll of black gaffer tape. Turns out speed-limit signs are mounted higher than they used to be, so I found some crates nearby and started stacking them so I could reach. The sheriff pulled up about 30 seconds later.
Evan Klein
He didn't immediately get out of his truck, so I decided to surrender myself in hope of leniency. Rolling the tape into a ball and stuffing it into my pocket, I sauntered up. "Afternoon, officer."
"You need any help with what you're doing there?"
"Ah, no sir, just, um, stacking some crates." Stacking some crates? Why did I say that? Was there anything that I could have said that would have been more inane?
"You figure you can finish with those crates and get back on the road?"
He might have had a twinkle in his eye. I didn't give him time to reconsider. As soon as I saw him take an exit ahead of me, with no other vehicle in sight on this lightly traveled road, I pulled the left-hand shift paddle four times and let the 602-hp V-10 swing to its 8500-rpm redline repeatedly. About 30 seconds later, I knew one thing for sure: Even if you could get away with adding an extra hundred miles per hour to America's fastest road, you'd still cramp the Huracán's style. Which is why, in addition to driving on the road, I had scheduled time at the Circuit of the Americas racetrack.
There was a time when Lamborghini perpetually teetered between bankruptcies and acquisitions, bleeding cash and struggling to push its ancient lineup through a gauntlet of ever-stricter emissions and safety regulations. The company's 1998 acquisition by the Volkswagen Group and subsequent technological alignment with Audi ended that nightmare, but make no mistake: Lamborghini is expected to pay its bills. The Gallardo, sold in forms as diverse as the all-wheel-drive, automated-clutch LP 560-4 Spyder and the rear-drive, six-speed-manual LP 550-2 Valentino Balboni coupe, has shouldered Lamborghini's fortunes for a decade. With its sub-$200,000 price, conventional doors, Audi-sourced electronics, and all-wheel-drive docility, the Gallardo was simultaneously a gateway to Lamborghini ownership and a complete redefinition of the experience. It's not an easy act to follow.
Of course, there's always room for improvement. The Gallardo had an aluminum chassis; the Huracán cuts mass by replacing some of that aluminum with structural carbon fiber. As a consequence, at 3440 pounds, it's relatively light for an all-wheel-drive supercar. It's also claimed to be 50 percent stiffer. That's not the kind of thing we can easily measure at R&T, but I'll say this: I drove a 2013 Gallardo LP 560-4 shortly before this test, and the new car's improvement in chassis stiffness is immediately apparent, even on the street.
Evan Klein
The dual-clutch seven-speed is new to Lamborghini, and it's also mandatory in the Huracán. The Gallardo's e-gear single-clutch setup was revised into acceptability over the years, at least on track. I've put a couple of thousand racetrack miles on the last variants of the LP 560-4 and LP 550-2, and each displayed little of the balky behavior or unpredictable engagement typically associated with first-generation auto-manuals.
This seven-speed, however, is much better in all respects, from low-speed traffic creeping to the rapid downshifts required to get from seventh to second gear in the braking zones. It's easily on par with the transmission in the Ferrari 458 Italia and considerably more pleasant than the click-whir-bang affair in the Nissan GT-R. Unfortunately, however, the shift paddles are fixed to the steering column. That's fine for shuffle-steering your way through afternoon traffic, but it's a recipe for annoyance at a racetrack. It should also be said that a manual would be welcome, but the people who actually buy Lamborghinis want the car to shift for them, and this transmission is the best yet for that.
The engine to which the gearbox is mated is revised heavily for 2015, according to Lamborghini. Most notably, the Iniezione Diretta Stratificata combines both port and direct fuel injection. The engine's output easily surpasses that of the 458 Italia, in both power—602 hp at a fortissimo 8250 rpm—and torque: 413 lb-ft at 6500 rpm. (We haven't yet driven the 458's successor, the 661-hp 488 GTB.)
Evan Klein
Launch control is available. It produces the quarter-mile sprint in 10.6 seconds at 133.4 mph. We've tested some very quick cars lately, stuff like the C7 Corvette Z06 and Porsche 911 GT3. They're great value for the money, particularly the Vette. However, should Sir be possessed of the $243,695 required to buy a Huracán, Sir may rest comfortably knowing that Sir can drop them out of the mirror any time it pleases Sir. This may be the junior Lamborghini, but you'll need to spend close to a million dollars on a hybrid hypercar if you want to be assured of beating it.
Not that you'd buy a Huracán for the numbers. You buy it for the drama. And that was where the Gallardo always came up a bit short. It was a brilliant car to drive, particularly the later versions, but the interior was never as special as the one in its less expensive Audi R8 sibling. And the styling was conservative to a fault. It was a very German Lamborghini.
Which is a problem, because a Lamborghini needs to shock.
The Huracán, on the other hand . . . When road test editor Robin Warner and I pulled up at a Pilot station outside Austin to see just how much Lambo had fibbed to us about the weight (not at all, it turns out), it was like throwing a bucket of blood into shark-infested water. A couple of young women tried to surreptitiously camera-phone me, and I waved them over. They'd never seen the Huracán before but knew it was a Lamborghini.
Evan Klein
Next, the truckers, mostly tough-looking Hispanic men. They approached the Lambo as if it would electrocute them if they touched it. A remarkably handsome and rugged-looking fellow with a thick gold chain around his neck and chiseled biceps took the time to educate me: "This green, this is good. This is right. But," he clarified, "a Lamborghini does not need to be green. A Ferrari, that must be red to be correct. With a Ferrari, there are rules. With a Lamborghini, there are no rules. Any color, any equipment. I prefer it."
I encouraged them, and one at a time, they climbed in. The interior of our test car was black Alcantara with lime-green stitching. The fixed-back carbon buckets, which will be available for stateside purchase later this year, are unapologetically track-focused and tight but not particularly size-discriminatory, even for your six-foot-two, 240-pound author. Which reminds me: There's more headroom than in a Gallardo, as well as improvements in shoulder and leg space. The pedal box is more S-class than Miura; you can wear a pair of big Alden Indy boots in here, no problem.
Where the Gallardo was almost sensible in its control layout, the Huracán is whimsical. There's a completely ridiculous start-button arrangement, rendered as some sort of hexagonal sci-fi control and guarded by a flip-up cover, also hexagonal. Aside from the tach, there isn't a rounded edge or plain circle anywhere.
Evan Klein
The dashboard is a single TFT screen, because everything nowadays has to be capable of displaying everything from your Bluetooth audio to lap time and max speed. Remember that last bit—we'll return to it. The dash is surprisingly usable, even in the Texas sun. There's a second configurable screen in the center stack, which can be made to show a variety of temperatures and pressures that—the era of nontemperamental Lamborghinis continues—never seem to leave the recommended zone.
Most critically, the Huracán has the wide-body feel that was missing in the Gallardo, inside and out. The front end is more aggressive, in large part due to the wider, angrily slanted headlamps. It looks lower, though it's the same height, and there's far more angled drama down both flanks. Viewed in profile, the reverse slash of the tail is an unmistakable homage to the Aventador.
This is what customers wanted from the Gallardo: 95 percent of the Aventador experience at way less than 95 percent of the $400,000 price. As a Lamborghini, the Huracán utterly succeeds. It has an intergalactic amount of street cred. Homeless people yell at you—and yes, the destitute-looking man who screamed at me for attention correctly identified the car as a Lamborghini. "HEY, LAMBO! NEED SOME HELP HERE!"
Evan Klein
In my first day on the street with the Huracán, it rained like hell, with pools of water everywhere. I wanted to floor the throttle. Not that the LP 610-4 cared. It has a trustworthy amount of traction. There's also a new three-axis, gyroscope-and-accelerometer thing called Lamborghini Piattaforma Inerziale on stability-control watch. This is a supercar you could lend to your grandmother. It doesn't have a rain mode like the 458, but the front axle intervenes before the rear wheels spin up, so it isn't really necessary.
Still, I left back-road heroics for another time. Instead, I did what you'd probably do if you had a car like this for a day: I went guitar shopping. Although I was careful to point out that the Huracán didn't belong to me, that didn't stop people from opening triple-locked showcases and handing me hundred-thousand-dollar Gibsons.
When I finally made a somewhat more affordable selection and tossed it in the passenger seat, I found that the combination of acoustic guitar and lime-green Lamborghini equaled "country star" in the minds of Austin's young women. The first question was always, "That's your car?" accompanied by a slight shift of the hips. After a few of those encounters, I abandoned the truth and settled for, "No, ma'am, it belongs to the record company."
The next day dawned bright and clear, giving me the chance to head for the hills surrounding Lake Travis. These are great sports-car roads; they're full of elevation changes and midspeed turns connected by short straights. Conversely, they'd be miserable in a traditional supercar, for the same reasons. The Huracán, however, is neither sports car nor old-school supercar. It's wide, so it's uncomfortable here. Yet the visibility's good and the front end can be placed with precision, so there's never a concern of going wide. The occasional smattering of pebbles or road irregularities doesn't faze it. The differentials redirect power before you know traction is lost.
Evan Klein
By the same token, something like a Testarossa would be a nightmare here. You'd be fighting the gearbox and managing the brakes while simultaneously devoting half of your brain to making sure the rear end didn't lead you down the road. Those concerns simply don't exist in the Huracán. The engine and transmission are integrated in such a way as to make every corner exit a rocket-sled launch from the moment you're brave enough to press the throttle, while the carbon-ceramic brakes show zero fade in street use. The real challenge is convincing yourself to let the engine rev all the way out in each gear; as the noise builds, it starts to feel increasingly insane to not pull the right paddle and calm things down. When you do, the seamless shift means things just get worse, because the next corner approaches even faster.
On a back road, the Huracán feels faster than a 458 or GT3, thanks largely to its unmatchable traction on corner exit. It's not quite as instinctive to place in a corner as the Ferrari but more usable in that respect than the Porsche. Midcorner traction feels equal to either, although I'd sure like more front grip to make the car feel more pointable. Our test car did not have the active steering setup that caused some carping during the press introduction, and it was better for it. Feedback through the wheel is direct and truthful, although when the front axle gets excited about solving your traction problem, the steering can temporarily deaden as a result.
Is the Huracán as satisfying to drive in these circumstances as its competition? Sure, but it suffers from the same problem as those cars: It's so fast and capable, near-limit driving on a public road is an invitation to prison and/or the hospital.
Evan Klein
To find out what the Huracán can really do, you need to visit the racetrack. So I did. America's only purpose-built Formula 1 track is the perfect playground for something with this kind of power and tire grip, and there isn't much to hit because the men who designed it had to consider that Romain Grosjean might visit for a race or two. (Hey ohhh! —Ed.) Our test car is the most track-friendly Huracán you can get: In addition to fixed buckets and standard steering, it also has a nonadjustable suspension. It's worth noting that all three of these features worked just fine in daily use, so you should consider getting your Huracán set up like ours.
To help me learn the track and the car, I had Richard Antinucci, Lamborghini's stateside test and demonstration driver.
I was impressed by the way he tossed the Huracán around COTA. By watching him, I was able to figure out how to compensate for the column-mounted paddles. Since the right paddle controls upshifts, to grab a gear exiting a corner, Antinucci kept his left hand on the wheel and dropped his unoccupied right to the paddle. When the Huracán stepped out a bit on exit, the resulting one-handed heroics were spectacular to watch.
Let's take a lap around COTA with the Huracán, starting with the start/finish straight. It's a steep uphill to the braking point, but the car reliably accelerated to about 147 mph before I stepped on the carbon-ceramics.
Turn 1 is the track's highest point, and you lose traction as you round it and head downhill in second gear. Grabbing third on the way out is quickest, but you'll be doing some left-hand heroics of your own, because with stability control off, the Huracán isn't shy about throwing most of its power to the rear wheels. T2 is flat, but you have to trust the grip, as the tires are close to their limits.
Turns 3, 4, and 5 tighten up in a way that finally lets the Huracán show some of its mid-engined character. If you lose the tail, it will be between 4 and 5. But here's something I appreciate:
Unlike in some cars, stepping on the brakes with things massively out of shape won't wake switched-off stability control. Not that you should, of course—but I'm willing to admit that I did just that during a recon lap, and the Lamborghini promptly punished me with a lurid, 100-mph slide. Proper.
Evan Klein
In Turns 6 and 7, the Huracán feels a bit wide and sluggish. Again, a little more front grip would help here, but it's still an improvement over the Gallardo. If you step on the throttle out of 8, the front axle will grab you and toss you up 9. Ten is a steep downhill and flat if you're willing to run over the curb. Hitting an FIA curb at triple digits in a supercar is the stuff of madness, but the Huracán swallows it with nothing more than a wiggle and some scary-sounding, but ultimately harmless, noises from the floorpan.
Turn 11 is a hairpin. It's possible to do whatever you'd like; the V-10 will toss the Huracán sideways at speed, or you can treat it like a 911, braking hard in a straight line and working for the latest apex and earliest throttle application. That's what I did, because we were looking for a back-straight number.
With the windows down on the back straight, the Huracán quickly turned into the inside of John Bonham's kick drum. An F1 car does 200 mph here. I eventually stopped looking at the speedometer. The Lambo was stable, but the hammering wind noise took all of my spare attention. When I lost my nerve and nailed the brakes, I didn't get a glimpse of the speedo. Not to worry: The onboard data unit recorded it.
One hundred and seventy-six miles per hour.
Evan Klein
On a racetrack, in a car that, I admit, was also playing "Ride Like the Wind" by Christopher Cross on the stereo and had the air-conditioning on. And that top speed wasn't a fluke, because I did it six times in a row in one session.
After that drama, the low-speed turns from 12 through 15 are just point-and-shoot, minding the front tires. Like any street car, the Huracán can push the nose a bit. The difference here is that the engine can always correct it, if you want. But save your rear tires, because you'll need them for 16-17-18. This three-turn combination is a big, brave, blind corner that requires throttle adjustment halfway through. The car reacts to lift-throttle well, although you're always conscious of the mass behind you. The Huracán feels half again as sensitive to line-tightening as a Corvette or Viper does, although that sensitivity is on a curve that starts off dead, runs to minor flexing of the ankle, and pulls up sharply into Don't You Do That.
I'd been tentative about taking 18 flat but was pretty sure I could make it happen, so I was on the throttle nice and early out of 17. The problem is, the nose was going way wide. If I backed off slowly, I'd enter 19 without frightening the corner marshal, dead ahead, about 300 feet away. Instead, I took a deep breath and did something counterintuitive: I gave it more throttle.
At that point, something magical happened: I felt the front axle steer the car back in line. There wasn't enough outside tire to make the turn, but there was enough inside tire to pull the Huracán straight. If you want an explicit demonstration of how a machine can outdrive a man, there it is. It fixed my line by going faster. What the hell. Let's ride with it.
Evan Klein
I always forgot how fast T19 should be, but a smarter driver could take it basically flat. I kept changing my mind at the last minute and flooring the throttle, to which the Huracán responded with a mild slide. This car isn't a toy, but it is controllable. If you have a few years' worth of track days under your belt in something less ferocious, you'd eventually become very comfortable with it.
And the tight T20, a full brake. This is the only place on the track where I came close to hurting this expensive and pretty automobile. The Huracán isn't superfond of trail braking, and when I overdid it trying to squeeze a tenth out of the lap, the back end ran wide and pointed me toward the wall. There was little to do but straighten the wheel and haul down on the brakes, then rely on the mighty engine to pick up the slack.
Lapping done for the night, I headed back into town. This time, it was a man in an Aston Martin Vanquish scrambling to catch me. When he finally managed to pull up next to me at an intersection, having broken every traffic law in the book at least twice, he was out of breath. We rolled down our windows.
"Huracán!" he yelled.
"YES!"
He smiled. The look on his face said it all. He just needed to see it. That's all Lamborghini needed to do, make it look like this. For most of their customers, the rest is just gingerbread.
"IS IT ANY GOOD?!?" he yelled.
And I realized that I couldn't explain the whole thing to him in two seconds, so as the light turned green, I responded. "YES!"
Attachments
emve
Subscriber
Some videos from Nordschleife:
I would like an official video with a pro-driver. Could be interesting. It reaches interesting speeds on certain places despite huge traffic.
Huracan following a GT3
GT3 following a Huracan
Huracan doing 300+ on Doettinger Hohe (could do probably 320)
I would like an official video with a pro-driver. Could be interesting. It reaches interesting speeds on certain places despite huge traffic.
Huracan following a GT3
GT3 following a Huracan
Huracan doing 300+ on Doettinger Hohe (could do probably 320)
Rainer271
Kraftwagen König
Lamborghini Huracan LP 610-4 updates for 2016 model year
Lamborghini has announced product updates for the 2016 model year Huracan LP 610-4.
Since the model was introduced a little over a year and a half ago, this year's changes are relatively minor as they focus on improving the car's efficiency, drivability and accommodations.
Starting under the hood, the 5.2-liter V10 engine has been equipped with a cylinder deactivation system that temporarily deactivates one cylinder bank when maximum performance is not required. When the driver accelerates, the system instantaneously switches back to ten-cylinder mode. Thanks to this change, the car's CO2 emissions have fallen from 290 g/km to 283 g/km.
Speaking of performance, Lamborghini has fine-tuned the car's all-wheel system so it "provides a neutral and even more improved driving behavior, particularly in STRADA mode."
Besides the aforementioned tweaks, the 2016 Huracan gains a "significantly enlarged" color palette, additional leather interior trim and matte black air vents.
Customers can also order a new Sensonum audio system, a sports exhaust system and LED engine compartment lighting. There's also a new travel package that provides additional storage nets, an extra 12V lighter and more cup holders. Furthermore, the Ad Personam program for the Huracan has been expanded to include interior personalization as well as heritage colors and matte paints.
Despite the updates, pricing remains unchanged as the 2016 Huracan LP 610-4 starts at €169,500.
http://www.worldcarfans.com/1151106100830/2016-lamborghini-huracan-lp-610-4-unveiled
Lamborghini has announced product updates for the 2016 model year Huracan LP 610-4.
Since the model was introduced a little over a year and a half ago, this year's changes are relatively minor as they focus on improving the car's efficiency, drivability and accommodations.
Starting under the hood, the 5.2-liter V10 engine has been equipped with a cylinder deactivation system that temporarily deactivates one cylinder bank when maximum performance is not required. When the driver accelerates, the system instantaneously switches back to ten-cylinder mode. Thanks to this change, the car's CO2 emissions have fallen from 290 g/km to 283 g/km.
Speaking of performance, Lamborghini has fine-tuned the car's all-wheel system so it "provides a neutral and even more improved driving behavior, particularly in STRADA mode."
Besides the aforementioned tweaks, the 2016 Huracan gains a "significantly enlarged" color palette, additional leather interior trim and matte black air vents.
Customers can also order a new Sensonum audio system, a sports exhaust system and LED engine compartment lighting. There's also a new travel package that provides additional storage nets, an extra 12V lighter and more cup holders. Furthermore, the Ad Personam program for the Huracan has been expanded to include interior personalization as well as heritage colors and matte paints.
Despite the updates, pricing remains unchanged as the 2016 Huracan LP 610-4 starts at €169,500.
http://www.worldcarfans.com/1151106100830/2016-lamborghini-huracan-lp-610-4-unveiled
JHF
Driving Dynamics Pro
Is this the Lamborghini Huracan Superleggera or a different hardcore version?
Is this the Lamborghini Huracan Superleggera or a different hardcore version?
A mysterious hardcore version of the Lamborghini Huracan has been caught on camera somewhere in Italy.
It was only a couple of weeks ago when Lamborghini introduced the Huracan LP 580-2 with a rear-wheel drive layout and now it seems they working on a new member of the family. The car spotted here by Huracan Talk seems to be glued to the road and has different ventilated front fenders. There are a couple of images taken from far away showing the vehicle appears to have a rear wing likely made from carbon fiber.
You will notice those two guys putting a cover on the car to hide it from prying eyes. Based on this, we are inclined to believe this is a Lamborghini product rather than a tuning job. What could it be? It’s either the Superlegerra or a different type of hardcore Huracan. We don’t know at this point whether the vehicle boasts a four-wheel drive system or a RWD layout. Lamborghini has already confirmed a beefier rear-wheel drive Huracan is on the agenda, so it could be that.
Taking into account the Huracan LP 580-2 was revealed recently, it means this new version won’t come out in the near future. It could be introduced as early as March 2016 at the Geneva Motor Show, but we’re just speculating at this point.
Special thanks go to Huracan Talk for allowing us to use the images!
Source: huracantalk.com
http://www.worldcarfans.com/1151130...-superleggera-or-a-different-hardcore-version
Is this the Lamborghini Huracan Superleggera or a different hardcore version?
A mysterious hardcore version of the Lamborghini Huracan has been caught on camera somewhere in Italy.
It was only a couple of weeks ago when Lamborghini introduced the Huracan LP 580-2 with a rear-wheel drive layout and now it seems they working on a new member of the family. The car spotted here by Huracan Talk seems to be glued to the road and has different ventilated front fenders. There are a couple of images taken from far away showing the vehicle appears to have a rear wing likely made from carbon fiber.
You will notice those two guys putting a cover on the car to hide it from prying eyes. Based on this, we are inclined to believe this is a Lamborghini product rather than a tuning job. What could it be? It’s either the Superlegerra or a different type of hardcore Huracan. We don’t know at this point whether the vehicle boasts a four-wheel drive system or a RWD layout. Lamborghini has already confirmed a beefier rear-wheel drive Huracan is on the agenda, so it could be that.
Taking into account the Huracan LP 580-2 was revealed recently, it means this new version won’t come out in the near future. It could be introduced as early as March 2016 at the Geneva Motor Show, but we’re just speculating at this point.
Special thanks go to Huracan Talk for allowing us to use the images!
Source: huracantalk.com
http://www.worldcarfans.com/1151130...-superleggera-or-a-different-hardcore-version
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Lamborghini
Automobili Lamborghini S.p.A. is an Italian manufacturer of luxury sports
cars and SUVs based in Sant'Agata Bolognese. It was founded in 1963 by Ferruccio
Lamborghini (1916-1993) to compete with Ferrari. The company is owned by the
Volkswagen Group through its subsidiary Audi.
Official website: Lamborghini
Official website: Lamborghini
