The Lamborghini Huracán is a two-seat supercar, powered by a mid-mounted, 5.2-litre V10 engine. The LP610-4 is the default, and most popular, model in the limited range, and it sends all 602bhp to all four wheels via a seven-speed dual-clutch automatic gearbox. You can also get the LP610-4 as a Spyder model with a folding soft-top.
As well as this all-wheel drive monster, there is a 573bhp, rear-wheel drive version of the Huracán, badged LP580-2, which is lighter and intended to offer a more purist experience. You can’t get this version as a soft-top, though.
Key rivals include the Ferrari 488 GTB and McLaren 650S, against which the Lamborghini is competitively priced. However, the Audi R8 does make the Huracán look expensive, since it uses the same engine and four-wheel drive system as the Lambo yet is much cheaper
On the road
Flamboyant and thrilling, yet unintimidating. Not the best handling in the class, though.
The Huracán is a fully-fledged supercar, and it feels it whether you go for the rear-wheel drive or four-wheel drive model. The high-revving V10 dominates the car, pulling with real gusto from low revs and with very little inertia as it rips towards the 8500rpm redline, getting more frenetic and deliriously vocal as it does. Sure, you don’t get quite the explosive (if more short-lived) hammer blow of acceleration that turbocharged rivals such as the McLaren 650S deliver, but many drivers will enjoy the still gut-wrenching but more progressive, elastic delivery of the V10 even more.
The seven-speed dual-clutch gearbox is also meticulously well sorted, shifting smoothly and with quick-fire precision just when you want it to. It can lurch a bit when engaging a gear at low speeds, and you’ll get more satisfaction from using the steering wheel-mounted paddles in fast driving, but generally it does a near faultless job.
All Lamborghini Huracán models feature the rather delightfully named ‘Anima’ switch, which allows you to toggle through drive modes and vary throttle, exhaust, gearbox, steering weight, traction control and - if you’ve added them - the optional variable dampers. Even in the most relaxed setting it feels appropriately sharp, but most owners will favour mid-ferocity Sport, when everything steps up a notch or two and makes the Huracán feel properly incisive.
You can also add ‘Dynamic’ variable-ratio steering, which makes the steering respond quicker the faster you go, but the standard steering is more consistent and enjoyable.
The problem is that the Huracán – whether in LP610-4, or to a lesser extent the LP580-2 - always feels a touch like they’re trying to keep you safe rather than give you the no-holds-barred supercar experience that you get with a Ferrari 488 GTB or McLaren 650S. Where those rivals feel playful and, when you want them to, totally in tune with the driver, the Huracán will wash wide a touch earlier through hard corners. The LP610-4, in particular, is quite reluctant to let the rear wheels slip to aid turn in to corners, where at least the LP580-2 does have more playfulness to it, hence why we prefer it.
Still, this is all deliberate on Lamborghini’s part, since the Huracán is typically bought by people who favour safer rather than fearsomely edgy handling, and its success proves that they were right to do so. We still feel it could deliver more, but by any standard, it’s a riotous car to drive, and all of that goes for the Spyder model, too, which is stiff enough that it’s barely affected by the fabric roof.
Where the Spyder does struggle a bit more than the coupe is in ride comfort. We don’t think you need to add the adaptive dampers on either, but there is certainly a more noticeable thump and shimmy to the Spyder. Of course, both cars are firmly sprung and have very little body movement, and will inevitably send big shudders through the cabin over sharp-edged potholes, but they settle well enough to be usable on normal roads without being classed as uncomfortable.
In the cabin
Looks wonderfully extravagant and is easy enough to use with familiarity, although visibility is mediocre even by supercar standards
The Huracán exudes a sense of drama in every way, including its interior. In the centre of the snug cabin there’s a red, fighter jet-style starter button that complements the angular design of the switchgear, which in turn mirrors the car’s edgy exterior design. Even the steering wheel’s centre boss has the distinctive hexagonal design that’s continued in the air-vents, driver’s binnacle and trim design.
For all that, the all-digital dials are easy to read, and the switchgear, while a little too numerous, is mostly easy to understand. The infotainment system is all controlled via a rotary dial, and viewed through the driver’s readout, which takes some getting used to. In time this becomes quite intuitive, and it’s great to have all your info – nav, media and speedo - right in your eye line.
The standard electrically adjustable seats are comfortable and very supportive – you don’t need to add the more hardcore bucket seats. Those who do go for the Spyder will have near non-existent rear visibility, although many will accept that as a reasonable price to pay for a roof that folds or raises automatically in 17sec at speeds of up to 30mph. This is, by any standard, a car that suits the added theatricality of a folding roof. Even in the coupe, visibility to the rear is pretty limited, and the chunky, raked back front pillars also create big blind spots, but by supercar standards the Lambo is easy enough to use every day.
It’s also quiet enough not to drive you mad when you’re on a steady throttle, but then if you let it rev – particularly if you’ve switched the variable drive modes to fully rampant Corsa mode – it’s a raging, popping and crackling symphony of exhaust noise. Any Lambo driver is going to revel in that thrilling, addictive soundtrack.
Wind noise is quite acceptable, even roof-up in the Spyder, while roof-down you’re well protected from bluster. Road noise is the more noticeable noise at higher speeds, but in context of this car, refinement overall is very acceptable.
Buying & owning
Competitive purchase costs, but residuals are below class best
This is a supercar, and if you’re worried about costs then you should probably re-visit whether it’s right for you. However, even supercar buyers want to know they’re getting reasonable value, and the Huracán is competitive on most fronts. It’s priced similarly to rivals from Ferrari and McLaren, and while it does look very pricey compared to the Audi R8, the Lamborghini badge and general road presence has always been deemed to be worth a lofty premium.
Depreciation will always be the biggest pitfall on these cars, and the Lamborghini doesn’t stack up too well against it rivals. A Ferrari 488 GTB, for instance, will be worth some £36,000 more after three years and 20,000 miles, despite costing virtually the same initially.
Servicing, tyres and insurance are all going to be seriously expensive, too, in keeping with this level of car. At least the Lambo is well equipped – better than most rivals - with leather, sat-nav, heated seats and all the comforts you could want as standard.
PRICE (ON THE ROAD)
£156,555-£181,875
TARGET PRICE (CASH)
£156,575-£181,895
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