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.
Porsche has always hinted that the 918 can still go a little bit quicker, but Lambo also implied that there is still a little bit left for the Aventador SV as well. I am not sure how are they going to market this with the Huracan SL being faster than the more expensive SV.If the inside rumors are true, then they've already beaten the 918
kingjr9000
Das Beste Enthusiast
Advancement in tech and less weight, maybe? 
I do remember reading somewhere on RT that the 918 could probably do a 6:45-6:50. But either way, provided the baby lambo beats the pre-production 918, this would really help shake off that "posers" vibe and appeal. Do you think, uh... Chris's statements about lambo being "understeering pigs" triggered this onslaught of sub-7 cars?
I do remember reading somewhere on RT that the 918 could probably do a 6:45-6:50. But either way, provided the baby lambo beats the pre-production 918, this would really help shake off that "posers" vibe and appeal. Do you think, uh... Chris's statements about lambo being "understeering pigs" triggered this onslaught of sub-7 cars?
The current Lamborghini range is technically just as good as its rivals, there is nothing old tech about them, and with some proper chassis and software tuning, I think they are finally reaching their full potential.Advancement in tech and less weight, maybe?
kingjr9000
Das Beste Enthusiast
Lamborghini tipped for 2018 WEC entry with Huracan project
Legendary Italian marque Lamborghini has been linked with a factory-backed attack on the GTE ranks of the FIA World Endurance Championship in 2018 – including the Le Mans 24 Hours.
Unlike its Italian road-car rival Ferrari, Lamborghini has shied away from top-line motorsport involvement in the past – apart from briefly supplying V12 Formula 1 engines in the early 1990s to the likes of Larousse, Lotus, Ligier and Minardi. Ayrton Senna even tested one of its motors in a McLaren near the end of 1993, before the project came to a halt.
In 1998, the brand was sold to Volkswagen, where it was placed under the control of subsidiary marque Audi.
Lamborghini subtly re-entered the motorsport scene in the mid-2000s in GT racing with Reiter Engineering, and has recently developed a wide-scale GT3 programme – with 20 customers around the world racing its V10-powered Huracan model in series such as Blancpain Endurance and Sprint Series, and IMSA’s GTD class.
A one-make Super Trofeo series has also been run by the sporting arm of the brand since 2009 in Europe, with offshoots being introduced in Asia and North America. It also introduced a Young Driver Programme in 2015.
With former Ferrari F1 team principal Stefano Domenicali at the helm as CEO, Motorsport.com's sources in Italy suggest that Dallara is already collaborating with engineers at Lamborghini’s Sant’Agata Bolognese HQ on a design study ahead of a full-blown GTE contender version of the Huracan.
It would race in WEC against Ferrari, Porsche, Aston Martin, Chevrolet and Ford road-car marketplace rivals.
Lamborghini president Andrea Cordovani has recently gone on record ruling out any F1 project in the future, but admitted: “One cannot think of a brand as Lamborghini without motorsport.”
Legendary Italian marque Lamborghini has been linked with a factory-backed attack on the GTE ranks of the FIA World Endurance Championship in 2018 – including the Le Mans 24 Hours.
Unlike its Italian road-car rival Ferrari, Lamborghini has shied away from top-line motorsport involvement in the past – apart from briefly supplying V12 Formula 1 engines in the early 1990s to the likes of Larousse, Lotus, Ligier and Minardi. Ayrton Senna even tested one of its motors in a McLaren near the end of 1993, before the project came to a halt.
In 1998, the brand was sold to Volkswagen, where it was placed under the control of subsidiary marque Audi.
Lamborghini subtly re-entered the motorsport scene in the mid-2000s in GT racing with Reiter Engineering, and has recently developed a wide-scale GT3 programme – with 20 customers around the world racing its V10-powered Huracan model in series such as Blancpain Endurance and Sprint Series, and IMSA’s GTD class.
A one-make Super Trofeo series has also been run by the sporting arm of the brand since 2009 in Europe, with offshoots being introduced in Asia and North America. It also introduced a Young Driver Programme in 2015.
With former Ferrari F1 team principal Stefano Domenicali at the helm as CEO, Motorsport.com's sources in Italy suggest that Dallara is already collaborating with engineers at Lamborghini’s Sant’Agata Bolognese HQ on a design study ahead of a full-blown GTE contender version of the Huracan.
It would race in WEC against Ferrari, Porsche, Aston Martin, Chevrolet and Ford road-car marketplace rivals.
Lamborghini president Andrea Cordovani has recently gone on record ruling out any F1 project in the future, but admitted: “One cannot think of a brand as Lamborghini without motorsport.”
kingjr9000
Das Beste Enthusiast
Rumor time! From lambo power:
I wish Lamborghini would build a Huracan on the same principle as the GT3RS, I heard they've got one in the works after the H SL, I really hope they do it, the Huracan platform would be fantastic for that.
I've also heard that particular version will be RWD.
I wish Lamborghini would build a Huracan on the same principle as the GT3RS, I heard they've got one in the works after the H SL, I really hope they do it, the Huracan platform would be fantastic for that.
I've also heard that particular version will be RWD.
kingjr9000
Das Beste Enthusiast
Imagine the lap times it could make if it had ACR levels of downforce
kingjr9000
Das Beste Enthusiast
Got this from RT:
Speaking of Lamborghini: Talked to someone last weekend and we came to talk about the new Huracan SL. He had the chance to talk to someone who is close to development and everyone at Lamborghini seems to be amazed with the new Huracan SL. The good news is: Audi will very likely offer the R8 GT based on the Huracan SL but with AWD instead of RWD (Huracan SL) only. Maybe I should upgrade...
Speaking of Lamborghini: Talked to someone last weekend and we came to talk about the new Huracan SL. He had the chance to talk to someone who is close to development and everyone at Lamborghini seems to be amazed with the new Huracan SL. The good news is: Audi will very likely offer the R8 GT based on the Huracan SL but with AWD instead of RWD (Huracan SL) only. Maybe I should upgrade...
kingjr9000
Das Beste Enthusiast
From lambo power: K ladies and gentlemen - Today I got official confirmation from a high level exec at the local Lambo dealership that the upcoming Superleggera beat the Porsche 918's Nurburgring Nordschleife track record "by several seconds!" Lamborghini would not release the actual time - perhaps they are saving it for the official launch. The car will be shown at Geneva 2017 and first US deliveries will be in August 2017! This information is not hearsay - the dealership exec got this confirmation while in Italy at the factory!
The HP deficit to the McLaren P14 may not matter! The Superleggera is going to be a game changer!
The HP deficit to the McLaren P14 may not matter! The Superleggera is going to be a game changer!
Wunderkind
Chicane Challenger
Off topic here, but what's with the persistent rumours that the Aventador 2.0/facelift will have a DCT gearbox? If true, how did they squeeze the Veyron's DCT into the Aventador's carbon tub??
kingjr9000
Das Beste Enthusiast
Most current sources say an updated single clutch.
Wunderkind
Chicane Challenger
Yes, I think it's the most plausible outcome for come. The ISR is a P.O.S. transmission that is only good for places where one does not get stuck in traffic or need to do three point turns.
Rainer271
Kraftwagen König
Lamborghini Huracan reporting for duty at Bologna airport
The bright yellow supercar is serving as the 'Follow Me' car for the next few months.
If you happen to fly into Aeroporto di Bologna, Italy in the next couple of months, keep and eye out for the new “Follow Me” car: a bright yellow Lamborghini Huracan.
Located in the heart of Italy’s “motor valley”, Bologna airport is only about half an hour’s drive from Lamborghini’s home in Sant’Agata. And Ferrari’s in Maranello. And Pagani’s in Modena.
Besides the eye-popping color, the Huracan features a chequered flag design across the front and back, and an outline of the Bologna skyline down the sides. The colors of the Italian flag adorn the center section of the front splitter, too. Lamborghini’s own Centro Stile designed the livery.
Specially-trained drivers will pilot the Huracan to guide planes to and from their gates.
A light bar is the only other addition to the standard spec. It has not been revealed whether the car is the four-wheel-drive or two-wheel-drive model. But given the absolutely appalling weather than can erupt with little warning in that part of Italy, it is probably an LP610-4.
The Huracan is on loan from Lamborghini to the airport until January of next year. It is not the first time Lamborghini has done this. Back in 2013 it loaned an Aventador that served as the Follow Me car for a week.
The Polizia (military police) have famously received a string of Lamborghinis, as well. Between 2004 and 2008, it took delivery of no less than three Gallardos - one of which met a sticky end under a Mercedes - and a Huracan was added to the fleet in 2014. They have mostly been used for high-speed organ transport, but also do routine highway patrols, as well. Because even the most dimwitted driver knows they will never be able to run from a Lamborghini.
Back at Bologna airport, the Huracan's drivers are strong candidates for having the best job in the world. And probably under threat of jail if they race a plane on its takeoff run (it would be worth it).
Source: motor1
The bright yellow supercar is serving as the 'Follow Me' car for the next few months.
If you happen to fly into Aeroporto di Bologna, Italy in the next couple of months, keep and eye out for the new “Follow Me” car: a bright yellow Lamborghini Huracan.
Located in the heart of Italy’s “motor valley”, Bologna airport is only about half an hour’s drive from Lamborghini’s home in Sant’Agata. And Ferrari’s in Maranello. And Pagani’s in Modena.
Besides the eye-popping color, the Huracan features a chequered flag design across the front and back, and an outline of the Bologna skyline down the sides. The colors of the Italian flag adorn the center section of the front splitter, too. Lamborghini’s own Centro Stile designed the livery.
Specially-trained drivers will pilot the Huracan to guide planes to and from their gates.
A light bar is the only other addition to the standard spec. It has not been revealed whether the car is the four-wheel-drive or two-wheel-drive model. But given the absolutely appalling weather than can erupt with little warning in that part of Italy, it is probably an LP610-4.
The Huracan is on loan from Lamborghini to the airport until January of next year. It is not the first time Lamborghini has done this. Back in 2013 it loaned an Aventador that served as the Follow Me car for a week.
The Polizia (military police) have famously received a string of Lamborghinis, as well. Between 2004 and 2008, it took delivery of no less than three Gallardos - one of which met a sticky end under a Mercedes - and a Huracan was added to the fleet in 2014. They have mostly been used for high-speed organ transport, but also do routine highway patrols, as well. Because even the most dimwitted driver knows they will never be able to run from a Lamborghini.
Back at Bologna airport, the Huracan's drivers are strong candidates for having the best job in the world. And probably under threat of jail if they race a plane on its takeoff run (it would be worth it).
Source: motor1
tristatez28lt1
Tire Trailblazer
The Aventador facelift will get rear wheel steer and 20 more hp. No change in transmission.
kingjr9000
Das Beste Enthusiast
Prototype Drive: Lamborghini Huracán Performante
In the Slipstream of Perfection: Latest Huracán variant is a Supertrofeo for the road
By: Georg Kacher January 16, 2017
IMOLA, Italy — It’s 8 a.m. on a chilly December morning, and although the Imola F1 circuit in northern Italy should already be in hibernation, the place is bustling with activity.
Our host for today’s event is Maurizio Reggiani, Lamborghini’s charismatic R&D chief. Reggiani is an utterly charming and knowledgeable top manager whose main mission in life is to reinvent Lamborghini.
“This is a very special brand that builds very special cars,” Reggiani says. “But in today’s economic climate, we must fight for our goals every step of the way.”
Although Huracán and Aventador are doing well in the marketplace, money is tight in the small Italo-German enclave north of Bologna. Before Reggiani and his team get the nod to introduce an all-new design or an additional product, they must first milk the existing range by launching at least two highly profitable special-edition models per year throughout the life cycle.
Kicking off 2017 is the Huracán Performante, which officially bows in March at the 2017 Geneva auto show. This time, the Performante label stands for much more than fancy wheels, loud stripes, and 15 or 20 extra horsepower.
“The new Performante is, in essence, a Super Trofeo for the road,” states senior vehicle development manager Dennis Schmitz. “What makes all the difference is the patented ALA concept, short for Active Lamborghini Aerodynamics. It transforms the car by enhancing cornering grip, handling prowess and high-speed stability. Driving is believing. This really is a Performante worthy of its badge.”
We don’t get a full look at the Huracán Performante prototype’s sheetmetal, which is wrapped in swirly black-on-white camouflage. A close look reveals a redesigned nose cone, revised air intakes, and an imposing rear wing sitting on two wide mounts. Is this really all it takes to create what is being heralded as a dynamic miracle?
“There is more to this system than meets the eye,” promises chief aerodynamicist Antonio Torluccio, “like precise torque vectoring by air-flow management.” Seems we are on to something interesting here.
Imola is a fantastic track. With the possible exception of the chicane, there isn’t a single second-gear corner. Instead, the mind is boggled by plenty of high-speed stuff. It’s a mix of third, fourth, and fifth gear, then up to sixth toward the end of the start-finish straight.
The Performante effect is immediate. Not because of the 10 percent power boost and the extra 54 lb-ft of torque. It’s the transformed road-holding that makes you shake the head in disbelief, again and again.
In a way, hard cornering in the Performante feels like slalom skiing. You are constantly in the flow, shifting weight from one side to the other, fighting and eventually conquering g-force with downforce. While the benefit is totally symmetrical under hard braking, aero vectoring automatically shifts the load to the inner rear wheel when cornering at the limit of adhesion. The system not only generates a precious extra 0.2 to 0.4 g within fractions of a second, it also suppresses understeer by permitting smaller steering angles.
While the fast-acting single electric motor quashes axle lift by closing the front flaps, the rear wing is a much more complex assembly. The hollow wing profile consists of two separate chambers and a pair of narrow, full-width underside slots. The air flow is masterminded (and split, more often than not) by two independent aero shutters attached to the base of the two hollow stanchions supported by the main spoiler. Progressively picking up speed, air enters the wing and is compressed before exiting through one or both concealed slot diffusers, thereby creating substantial downforce.
During our first pit stop, a brief discussion ensues about the appropriate ESP setting.
“Sport is dedicated to make the car feel a little loose and tail-happy,” explains Lorenzo Rinaldi, who is in charge of vehicle dynamics. “For the fastest lap times, however, you’re better off in Corsa. It is more focused and sharper overall. Alternatively, you can of course switch off stability control altogether.”
In Sport, both air flaps open to boost downforce in the critical 45 to 112 mph bracket. Beyond 193 mph, the rear flap opens for maximum drag reduction.
In Strada, they both open at 45 mph. Above 193 mph, the front air flow control blades close to reduce lift. Only in Corsa is there a constant front-to-rear and left-to-right interplay to optimize the cornering performance. The aerodynamic balance is, in essence, determined by lateral and longitudinal acceleration.
Other contributing factors to the Huracán Performante’s abilities include an 88-pound weight reduction, bespoke Pirelli P Zero Corsa tires, more aggressively calibrated AWD and ESP systems, a free-breathing exhaust with high-mounted tailpipes, a faster shifting seven-speed dual-clutch transmission, and notably stiffer suspension mounts.
But perhaps the most significant dynamic alteration is the reprogrammed steering. The effort is now slightly higher in Strada, the ratio quickens in Sport, and there is no longer any variation at all in Corsa — exactly the way Porsche does it.
The Performante sounds rawer and meaner than the average Huracán, and its turbo-free long-stroke V-10 pushes some 650 horsepower (final figures won’t be available before March). It draws an even prouder torque curve. According to gossip, the power boost will help the car shave roughly three-tenths off the base Huracán’s 0-60 mph acceleration time. Top speed may not matter much anymore these days, but at a rumored 210 mph, this bull would eclipse the R8 V10 plus, which helps when it’s bragging time down at the club.
Its surround sound intake system, derived from the Super Trofeo race car, clears its throat at 3,000 rpm before raucously and rapidly reeling in the 8,500-rpm redline. Backpressure is an alien term to the lightweight exhaust and completing the package is a transmission that hammers its seven gears like a violent electro-mechanical robot.
Its substantially stiffer chassis is a tangible asset when fighting the paling red, white, and green curbs. But despite this sadomasochistic calibration, the ride quality on public roads barely suffers, claims project leader Antonio Grandi. “Especially in Strada, springs and dampers are sufficiently pliable. Maximum downforce does, of course, have an effect on the compliance.”
The Huracán Performante is amazingly stable under hard braking, controls its body movements with the composed virtuosity of a Yoga guru, and sticks to the line like a fast-moving magnetic field guided by an invisible induction loop. Confidence at the limit can easily be stretched from an unperturbed 10 tenths to an only slightly more frivolous 11. What lies beyond would require a stab at the ESP button, a move that calls for a better and more courageous driver.
But the itch to take a little more risk for a potentially bigger reward gains the upper hand. We carry fractionally more speed into the next corners to test the buffer zone between physical and aerodynamic grip. Brake half a foot and then a full foot deeper into bends to sample the demarcation area between turn-in and understeer. Stay in third gear through the chicane with three wheels momentarily on the ground to find out whether the fast-acting torque split and the flippant ESP calibration will straddle the line between drama and disaster.
Despite being a pain to get into and an embarrassment to get out of, in the end what happens between these two procedures is dazzling, physical, and addictive. And while the Performante may not beat the Ferrari 488 and McLaren 570S in the nominal horsepower, torque, and miles-per-hour sweepstakes, it is bound to keep in close touch with its rivals in real life thanks to the game-changing adaptive aerodynamics. Avete lavorato stupendamente, ragazzi!
http://www.automobilemag.com/news/lamborghini-huracan-performante-prototype-drive/
In the Slipstream of Perfection: Latest Huracán variant is a Supertrofeo for the road
By: Georg Kacher January 16, 2017
IMOLA, Italy — It’s 8 a.m. on a chilly December morning, and although the Imola F1 circuit in northern Italy should already be in hibernation, the place is bustling with activity.
Our host for today’s event is Maurizio Reggiani, Lamborghini’s charismatic R&D chief. Reggiani is an utterly charming and knowledgeable top manager whose main mission in life is to reinvent Lamborghini.
“This is a very special brand that builds very special cars,” Reggiani says. “But in today’s economic climate, we must fight for our goals every step of the way.”
Although Huracán and Aventador are doing well in the marketplace, money is tight in the small Italo-German enclave north of Bologna. Before Reggiani and his team get the nod to introduce an all-new design or an additional product, they must first milk the existing range by launching at least two highly profitable special-edition models per year throughout the life cycle.
Kicking off 2017 is the Huracán Performante, which officially bows in March at the 2017 Geneva auto show. This time, the Performante label stands for much more than fancy wheels, loud stripes, and 15 or 20 extra horsepower.
“The new Performante is, in essence, a Super Trofeo for the road,” states senior vehicle development manager Dennis Schmitz. “What makes all the difference is the patented ALA concept, short for Active Lamborghini Aerodynamics. It transforms the car by enhancing cornering grip, handling prowess and high-speed stability. Driving is believing. This really is a Performante worthy of its badge.”
We don’t get a full look at the Huracán Performante prototype’s sheetmetal, which is wrapped in swirly black-on-white camouflage. A close look reveals a redesigned nose cone, revised air intakes, and an imposing rear wing sitting on two wide mounts. Is this really all it takes to create what is being heralded as a dynamic miracle?
“There is more to this system than meets the eye,” promises chief aerodynamicist Antonio Torluccio, “like precise torque vectoring by air-flow management.” Seems we are on to something interesting here.
Imola is a fantastic track. With the possible exception of the chicane, there isn’t a single second-gear corner. Instead, the mind is boggled by plenty of high-speed stuff. It’s a mix of third, fourth, and fifth gear, then up to sixth toward the end of the start-finish straight.
The Performante effect is immediate. Not because of the 10 percent power boost and the extra 54 lb-ft of torque. It’s the transformed road-holding that makes you shake the head in disbelief, again and again.
In a way, hard cornering in the Performante feels like slalom skiing. You are constantly in the flow, shifting weight from one side to the other, fighting and eventually conquering g-force with downforce. While the benefit is totally symmetrical under hard braking, aero vectoring automatically shifts the load to the inner rear wheel when cornering at the limit of adhesion. The system not only generates a precious extra 0.2 to 0.4 g within fractions of a second, it also suppresses understeer by permitting smaller steering angles.
While the fast-acting single electric motor quashes axle lift by closing the front flaps, the rear wing is a much more complex assembly. The hollow wing profile consists of two separate chambers and a pair of narrow, full-width underside slots. The air flow is masterminded (and split, more often than not) by two independent aero shutters attached to the base of the two hollow stanchions supported by the main spoiler. Progressively picking up speed, air enters the wing and is compressed before exiting through one or both concealed slot diffusers, thereby creating substantial downforce.
During our first pit stop, a brief discussion ensues about the appropriate ESP setting.
“Sport is dedicated to make the car feel a little loose and tail-happy,” explains Lorenzo Rinaldi, who is in charge of vehicle dynamics. “For the fastest lap times, however, you’re better off in Corsa. It is more focused and sharper overall. Alternatively, you can of course switch off stability control altogether.”
In Sport, both air flaps open to boost downforce in the critical 45 to 112 mph bracket. Beyond 193 mph, the rear flap opens for maximum drag reduction.
In Strada, they both open at 45 mph. Above 193 mph, the front air flow control blades close to reduce lift. Only in Corsa is there a constant front-to-rear and left-to-right interplay to optimize the cornering performance. The aerodynamic balance is, in essence, determined by lateral and longitudinal acceleration.
Other contributing factors to the Huracán Performante’s abilities include an 88-pound weight reduction, bespoke Pirelli P Zero Corsa tires, more aggressively calibrated AWD and ESP systems, a free-breathing exhaust with high-mounted tailpipes, a faster shifting seven-speed dual-clutch transmission, and notably stiffer suspension mounts.
But perhaps the most significant dynamic alteration is the reprogrammed steering. The effort is now slightly higher in Strada, the ratio quickens in Sport, and there is no longer any variation at all in Corsa — exactly the way Porsche does it.
The Performante sounds rawer and meaner than the average Huracán, and its turbo-free long-stroke V-10 pushes some 650 horsepower (final figures won’t be available before March). It draws an even prouder torque curve. According to gossip, the power boost will help the car shave roughly three-tenths off the base Huracán’s 0-60 mph acceleration time. Top speed may not matter much anymore these days, but at a rumored 210 mph, this bull would eclipse the R8 V10 plus, which helps when it’s bragging time down at the club.
Its surround sound intake system, derived from the Super Trofeo race car, clears its throat at 3,000 rpm before raucously and rapidly reeling in the 8,500-rpm redline. Backpressure is an alien term to the lightweight exhaust and completing the package is a transmission that hammers its seven gears like a violent electro-mechanical robot.
Its substantially stiffer chassis is a tangible asset when fighting the paling red, white, and green curbs. But despite this sadomasochistic calibration, the ride quality on public roads barely suffers, claims project leader Antonio Grandi. “Especially in Strada, springs and dampers are sufficiently pliable. Maximum downforce does, of course, have an effect on the compliance.”
The Huracán Performante is amazingly stable under hard braking, controls its body movements with the composed virtuosity of a Yoga guru, and sticks to the line like a fast-moving magnetic field guided by an invisible induction loop. Confidence at the limit can easily be stretched from an unperturbed 10 tenths to an only slightly more frivolous 11. What lies beyond would require a stab at the ESP button, a move that calls for a better and more courageous driver.
But the itch to take a little more risk for a potentially bigger reward gains the upper hand. We carry fractionally more speed into the next corners to test the buffer zone between physical and aerodynamic grip. Brake half a foot and then a full foot deeper into bends to sample the demarcation area between turn-in and understeer. Stay in third gear through the chicane with three wheels momentarily on the ground to find out whether the fast-acting torque split and the flippant ESP calibration will straddle the line between drama and disaster.
Despite being a pain to get into and an embarrassment to get out of, in the end what happens between these two procedures is dazzling, physical, and addictive. And while the Performante may not beat the Ferrari 488 and McLaren 570S in the nominal horsepower, torque, and miles-per-hour sweepstakes, it is bound to keep in close touch with its rivals in real life thanks to the game-changing adaptive aerodynamics. Avete lavorato stupendamente, ragazzi!
http://www.automobilemag.com/news/lamborghini-huracan-performante-prototype-drive/
kingjr9000
Das Beste Enthusiast
2017 LAMBORGHINI HURACÁN PERFORMANTE FIRST DRIVE: A NEW FORCE
Lambo’s new technology redefines active aero…with astounding results
Jonny Lieberman Words, Manufacturer PhotosJanuary 17, 2017
The most fascinating aspect of the new Lamborghini Huracán Performante isn’t its increased power, new tires, reworked suspension, or improved ABS system. It isn’t its recalculated stability and traction control programs, upgraded transmission, or decreased weight, either.
Nope, the part of the Performante that’s going to excite you supercar lovers the most is ALA. That’s short for Aerodynamica Lamborghini Attiva, and the folks from Sant’Agata have just patented it because ALA is an entirely new way to do active aerodynamics.
That isn’t all that’s improved, though. Power is up! And that’s always a good thing. Especially when your garden variety Huracán is capable of producing “only” 602 horsepower and 413 lb-ft of torque from its 5.2-liter naturally aspirated V-10. For Performante duty, the engine gets new intake and exhaust camshafts, an air intake borrowed from the gentlemen racer Super Trofeo Huracáns, and a new exhaust system that relieves backpressure. The result is 25 to 40 more horsepower and an additional 30 lb-ft of torque. Assume that final numbers will be between 625 and 640 hp and 453 lb-ft of torque. They’re still working out the details. The seven-speed dual-clutch transmission has also been re-optimized for crisper, smarter shifts. The last time we tested a Huracán, it hit 60 mph in 2.8 seconds. Expect the Performante to be quicker.
Weight is down by about 90 pounds, thanks in part to that new exhaust system, which alone reduces fat by nearly 25 pounds. The rest of the weight loss is due to increased use of forged carbon fiber composite, or Forged Carbon (FC) as Lamborghini would like you to call it. The largest single piece of FC on the Performante is the rear wing, which is where the bulk of the ALA magic happens.
A side note: There was an internal fight at Lambo in regard to the car’s name, with none other than board member and R & D boss Maurizio Reggiani thinking Superleggera was the better moniker. However, because the primary focus of the car is performance and not lightweighting, Reggiani and several others were overruled.
The suspension has been massively reworked. The electric lime green Huracán with fixed dampers that I drove for an “Ignition” episode had brilliant handling. To be blunt, the other one—our long-term Huracán—with magnetic dampers, did not. That dark gray MR car pushed and understeered, and it felt a bit mushy (it also weighed 200-plus pounds more somehow). It simply wasn’t as sweet. It’s important to remember, though, the Huracán was Lamborghini’s first use of magnetorheological shocks; They didn’t do a great job. The Aventador Superveloce was their second effort, and based on that alone, my mind was at ease. The Performante represents something of a third draft, and the results are stellar.
What’s different? For one, the aforementioned shocks have been retuned to deal with the fast-acting active aero gear and as a result are much stiffer. The springs and anti-roll bars are retuned to provide 10 percent more vertical stiffness and 15 percent more roll stiffness. All the bushings are about 50 percent stiffer to cope with the stickier tires. The adjustable steering has been revamped, though most of the changes are in Corsa (track) mode. The Performante also gets newly developed special-application high-performance Pirelli P Zero Corsas. This caused the all-wheel-drive system to be reprogrammed and the ABS system to be reworked. Brake pedal feel is also improved. Finally, the ESC system was revamped. Because the Performante is more stable than the regular Huracán, ESC is less intrusive. Switch into Sport mode, and you’re essentially in Drift mode.
Then there’s ALA, for which you can thank Antonio Torluccio, Lamborghini’s head of aerodynamics and previously an engineer on both the V-10 and V-12 programs. Torluccio describes ALA as a smarter way to do active aero. Think about traditional active aero, such as on the Bugatti Veyron or Lamborghini’s own Centenario. Typically you have a large wing on some hydraulic struts. Based on conditions, the struts change the wing’s position. It works, but there are two drawbacks. One is speed, as most hydraulically adjustable wings need about a second to move fully from one position to another. The second is weight, as hydraulic fluid is heavy.
Enter ALA. Rather than moving a large part around, ALA uses fast-acting, electronically controlled motors to open and close flaps. The Performante has a little flap in the snout , which can open to decrease downforce and drag. That’s cool but not groundbreaking. The groundbreaking part of ALA can be found in the hollow FC wing. Each of the big uprights that support the wing is also hollow. Right under the engine cover sits a pair of small dual-mouthed intakes. One mouth on each feeds cool air onto the hot exhaust, and the other allows air to flow through an upright and into the wing. There’s an outlet on the underside of the wing where the air exits. Like the front flap, the dual flaps can open to reduce drag and close to increase downforce. Or they can open one at a time.
That’s right. Depending on which direction the Performante is turning, either flap can close in 0.2 second to create aero vectoring. Turn right, for instance, and the right flap closes while the left flap opens. With the right flap closed, downforce is exerted on the right rear wheel while the left wheel is looser and free to rotate in an arc. The opposite is true if you turn the car in the other direction. Lamborghini says ALA works between 43 and 193 mph. Any faster than that, and you don’t want to be turning the steering wheel. I asked if they looked into putting aero vectoring on the front axle. Torluccio told me they did, but there was no advantage.
How’s it all work? Quite brilliantly, if the 14 laps I did around Italy’s famed Imola circuit in a heavily camouflaged prototype are any indication. If you were to strap me to a lie detector and ask whether my experience was from ALA alone or if the improved power, tires, ABS, weight reduction, and suspension all played their parts, I couldn’t honestly say. Taken as a whole, however, the Performante is sublime, and a major step forward in performance. For instance, I was able to squeal a tire or two (and induce a big, dumb grin on my face) all the way around Imola’s awesome Acqua Minerale corner in the regular Huracán. In the Performante? No smiling. If anything, my face was showing nothing but fear as a result of the high velocities I was hitting. The Performante was much more accurate and precise, albeit a different sort of fun.
A few more examples: High-speed braking in the normal Huracán is, well, too exciting. We’ve long thought the ABS programming was a little funky. Combine that will the squishy shocks, and you get a car that wiggles around too much. That’s something you sure don’t want when you’re coming down from 170 mph, the indicated top speed you’ll see on Imola’s frightening front straight at the top of sixth gear. In the Performante? No drama whatsoever. On that narrowing front straight in the regular Huracán, I had visions of my own mortality. In the Performante, I had lucid dreams of catching the instructor—a Formula 3 winner, no less. Like all aero cars, going faster to improve handling is a counterintuitive proposition. I needed a few laps to calibrate my brain.
On my final two laps in the Performante, my friend climbed into the passenger seat of the instructor’s Huracán, which had been upgraded to the high-performance Pirellis because of the chase vehicle’s athleticism. The instructor himself was such a I asked my friend to report back to me how hard the guy was actually driving. After two laps where I really gave it my all, I was very happy to hear my buddy say, “Yeah, he was driving pretty hard.” There you have it. The Huracán Performante has such high levels of performance that mere mortals can feel as if they know what they’re doing on an old F1 track. How can you put a price on that? As I climbed out of the Performante, I said to Reggiani, “I don’t know why you let bad drivers like me drive such good cars.” He just smiled and shook his head.
One last thing: The Performante went very quickly around the Nürburgring Nordschleife. How fast? Well, Lamborghini’s own Aventador Superveloce set a time of 6 minutes, 59.73 seconds. The only production car to ever circumnavigate more quickly is the Porsche 918 Spyder, which laid down an ice-cold 6:57.00. The Huracán Performante? Lambo ain’t saying no matter how many times I ask (Reggiani just smiles at me), but I heard mutterings of “six-fifty-two-something-something.” That would shatter the Porsche’s record. We’ll find out for sure when Lamborghini pulls the wraps off the Performante in March at the Geneva International Motor Show.
2018 Lamborghini Huracan Performante
BASE PRICE $350,000 (est)
VEHICLE LAYOUT Mid-engine, AWD, 2-pass, 2-door coupe
ENGINE 5.2L/635-hp (est)/443-lb-ft DOHC 40-valve V-10
TRANSMISSION 7-speed twin-clutch auto
CURB WEIGHT 3,400 lb (est)
WHEELBASE 103.1 in
LENGTH X WIDTH X HEIGHT 175.6 x 75.7 x 45.9 in
0-60 MPH 2.7 sec (MT est)
EPA CITY/HWY/COMB FUEL ECON 14/20/16 mpg (est)
ENERGY CONSUMPTION, CITY/HWY 241/169 kW-hrs/100 miles (est)
CO2 EMISSIONS, COMB 1.20 lb/mile (est)
ON SALE IN U.S. Fall 2017
Lambo’s new technology redefines active aero…with astounding results
Jonny Lieberman Words, Manufacturer PhotosJanuary 17, 2017
The most fascinating aspect of the new Lamborghini Huracán Performante isn’t its increased power, new tires, reworked suspension, or improved ABS system. It isn’t its recalculated stability and traction control programs, upgraded transmission, or decreased weight, either.
Nope, the part of the Performante that’s going to excite you supercar lovers the most is ALA. That’s short for Aerodynamica Lamborghini Attiva, and the folks from Sant’Agata have just patented it because ALA is an entirely new way to do active aerodynamics.
That isn’t all that’s improved, though. Power is up! And that’s always a good thing. Especially when your garden variety Huracán is capable of producing “only” 602 horsepower and 413 lb-ft of torque from its 5.2-liter naturally aspirated V-10. For Performante duty, the engine gets new intake and exhaust camshafts, an air intake borrowed from the gentlemen racer Super Trofeo Huracáns, and a new exhaust system that relieves backpressure. The result is 25 to 40 more horsepower and an additional 30 lb-ft of torque. Assume that final numbers will be between 625 and 640 hp and 453 lb-ft of torque. They’re still working out the details. The seven-speed dual-clutch transmission has also been re-optimized for crisper, smarter shifts. The last time we tested a Huracán, it hit 60 mph in 2.8 seconds. Expect the Performante to be quicker.
Weight is down by about 90 pounds, thanks in part to that new exhaust system, which alone reduces fat by nearly 25 pounds. The rest of the weight loss is due to increased use of forged carbon fiber composite, or Forged Carbon (FC) as Lamborghini would like you to call it. The largest single piece of FC on the Performante is the rear wing, which is where the bulk of the ALA magic happens.
A side note: There was an internal fight at Lambo in regard to the car’s name, with none other than board member and R & D boss Maurizio Reggiani thinking Superleggera was the better moniker. However, because the primary focus of the car is performance and not lightweighting, Reggiani and several others were overruled.
The suspension has been massively reworked. The electric lime green Huracán with fixed dampers that I drove for an “Ignition” episode had brilliant handling. To be blunt, the other one—our long-term Huracán—with magnetic dampers, did not. That dark gray MR car pushed and understeered, and it felt a bit mushy (it also weighed 200-plus pounds more somehow). It simply wasn’t as sweet. It’s important to remember, though, the Huracán was Lamborghini’s first use of magnetorheological shocks; They didn’t do a great job. The Aventador Superveloce was their second effort, and based on that alone, my mind was at ease. The Performante represents something of a third draft, and the results are stellar.
What’s different? For one, the aforementioned shocks have been retuned to deal with the fast-acting active aero gear and as a result are much stiffer. The springs and anti-roll bars are retuned to provide 10 percent more vertical stiffness and 15 percent more roll stiffness. All the bushings are about 50 percent stiffer to cope with the stickier tires. The adjustable steering has been revamped, though most of the changes are in Corsa (track) mode. The Performante also gets newly developed special-application high-performance Pirelli P Zero Corsas. This caused the all-wheel-drive system to be reprogrammed and the ABS system to be reworked. Brake pedal feel is also improved. Finally, the ESC system was revamped. Because the Performante is more stable than the regular Huracán, ESC is less intrusive. Switch into Sport mode, and you’re essentially in Drift mode.
Then there’s ALA, for which you can thank Antonio Torluccio, Lamborghini’s head of aerodynamics and previously an engineer on both the V-10 and V-12 programs. Torluccio describes ALA as a smarter way to do active aero. Think about traditional active aero, such as on the Bugatti Veyron or Lamborghini’s own Centenario. Typically you have a large wing on some hydraulic struts. Based on conditions, the struts change the wing’s position. It works, but there are two drawbacks. One is speed, as most hydraulically adjustable wings need about a second to move fully from one position to another. The second is weight, as hydraulic fluid is heavy.
Enter ALA. Rather than moving a large part around, ALA uses fast-acting, electronically controlled motors to open and close flaps. The Performante has a little flap in the snout , which can open to decrease downforce and drag. That’s cool but not groundbreaking. The groundbreaking part of ALA can be found in the hollow FC wing. Each of the big uprights that support the wing is also hollow. Right under the engine cover sits a pair of small dual-mouthed intakes. One mouth on each feeds cool air onto the hot exhaust, and the other allows air to flow through an upright and into the wing. There’s an outlet on the underside of the wing where the air exits. Like the front flap, the dual flaps can open to reduce drag and close to increase downforce. Or they can open one at a time.
That’s right. Depending on which direction the Performante is turning, either flap can close in 0.2 second to create aero vectoring. Turn right, for instance, and the right flap closes while the left flap opens. With the right flap closed, downforce is exerted on the right rear wheel while the left wheel is looser and free to rotate in an arc. The opposite is true if you turn the car in the other direction. Lamborghini says ALA works between 43 and 193 mph. Any faster than that, and you don’t want to be turning the steering wheel. I asked if they looked into putting aero vectoring on the front axle. Torluccio told me they did, but there was no advantage.
How’s it all work? Quite brilliantly, if the 14 laps I did around Italy’s famed Imola circuit in a heavily camouflaged prototype are any indication. If you were to strap me to a lie detector and ask whether my experience was from ALA alone or if the improved power, tires, ABS, weight reduction, and suspension all played their parts, I couldn’t honestly say. Taken as a whole, however, the Performante is sublime, and a major step forward in performance. For instance, I was able to squeal a tire or two (and induce a big, dumb grin on my face) all the way around Imola’s awesome Acqua Minerale corner in the regular Huracán. In the Performante? No smiling. If anything, my face was showing nothing but fear as a result of the high velocities I was hitting. The Performante was much more accurate and precise, albeit a different sort of fun.
A few more examples: High-speed braking in the normal Huracán is, well, too exciting. We’ve long thought the ABS programming was a little funky. Combine that will the squishy shocks, and you get a car that wiggles around too much. That’s something you sure don’t want when you’re coming down from 170 mph, the indicated top speed you’ll see on Imola’s frightening front straight at the top of sixth gear. In the Performante? No drama whatsoever. On that narrowing front straight in the regular Huracán, I had visions of my own mortality. In the Performante, I had lucid dreams of catching the instructor—a Formula 3 winner, no less. Like all aero cars, going faster to improve handling is a counterintuitive proposition. I needed a few laps to calibrate my brain.
On my final two laps in the Performante, my friend climbed into the passenger seat of the instructor’s Huracán, which had been upgraded to the high-performance Pirellis because of the chase vehicle’s athleticism. The instructor himself was such a I asked my friend to report back to me how hard the guy was actually driving. After two laps where I really gave it my all, I was very happy to hear my buddy say, “Yeah, he was driving pretty hard.” There you have it. The Huracán Performante has such high levels of performance that mere mortals can feel as if they know what they’re doing on an old F1 track. How can you put a price on that? As I climbed out of the Performante, I said to Reggiani, “I don’t know why you let bad drivers like me drive such good cars.” He just smiled and shook his head.
One last thing: The Performante went very quickly around the Nürburgring Nordschleife. How fast? Well, Lamborghini’s own Aventador Superveloce set a time of 6 minutes, 59.73 seconds. The only production car to ever circumnavigate more quickly is the Porsche 918 Spyder, which laid down an ice-cold 6:57.00. The Huracán Performante? Lambo ain’t saying no matter how many times I ask (Reggiani just smiles at me), but I heard mutterings of “six-fifty-two-something-something.” That would shatter the Porsche’s record. We’ll find out for sure when Lamborghini pulls the wraps off the Performante in March at the Geneva International Motor Show.
2018 Lamborghini Huracan Performante
BASE PRICE $350,000 (est)
VEHICLE LAYOUT Mid-engine, AWD, 2-pass, 2-door coupe
ENGINE 5.2L/635-hp (est)/443-lb-ft DOHC 40-valve V-10
TRANSMISSION 7-speed twin-clutch auto
CURB WEIGHT 3,400 lb (est)
WHEELBASE 103.1 in
LENGTH X WIDTH X HEIGHT 175.6 x 75.7 x 45.9 in
0-60 MPH 2.7 sec (MT est)
EPA CITY/HWY/COMB FUEL ECON 14/20/16 mpg (est)
ENERGY CONSUMPTION, CITY/HWY 241/169 kW-hrs/100 miles (est)
CO2 EMISSIONS, COMB 1.20 lb/mile (est)
ON SALE IN U.S. Fall 2017
kingjr9000
Das Beste Enthusiast
I just looked at the old 0-60mph / 0-100kph for the 610-4 by C&D, and it did it in 2.5, and it weights 3423. So taking .3 seconds off of the best time the Huracan has done, means we're looking at a 0-60 @ 2.2 secs, while the weight is around 3333lbs.
A.P.
Autobahn Explorer
Standard Huracan does 2.8 sec to 100kph on average run. So you will be looking at 2.5-6 sec to 100 kph. It will be the Italian Viper ACR, minus no effect on top end speed from the downforce.
6:52 is pretty insane for a Super Sports Car. Watch Salomondorin and a pair of others talk lots of nonsense when it becomes official (If it does).
6:52 is pretty insane for a Super Sports Car. Watch Salomondorin and a pair of others talk lots of nonsense when it becomes official (If it does).
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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.
