THERE are a lot of things you
expect to happen when you
drive a Lamborghini Huracán.
It’s a supercar, after all, capable
of 320km/h and travelling from
0-100km/h in a claimed 2.9 seconds. It starts
at more than $428,000, and it has a 449kW
5.2-litre V10. You expect intimidation and
excitement. What you don’t expect is that this
car doesn’t kill bugs. Well, it’ll kill them on the
front bumper, but the windscreen is so steeply
raked that bugs miss the front glass entirely.
We found it free of viscera even after several
hours of high-speed driving.
The Huracán is an entirely new Lamborghini.
But it is still very much a Lamborghini, which
means it looks like a shark made out of
polygons. The edges and points aren’t quite
as sharp as those of this car’s big brother,
the Aventador, nor does it have any active
aerodynamics, so the latest Lambo appears
understated. Of course, this is a relative
comparison — we’re pretty sure Joseph
Merrick’s sister didn’t get the bulk of the
attention when she went out to dinner with
The Huracán’s body is made from aluminium
and so is most of the underlying structure.
Architecturally, the big leap forward is the
use of carbonfibre in the rear bulkhead,
centre tunnel, and portions of its B-pillars.
The composite accounts for a 25kg weight
reduction and is part of a 50 percent increase
in rigidity compared with its predecessor,
the Gallardo. The carbonfibre sections are
glued, baked, and riveted into place before
getting paint. Like the Gallardo, the Huracán’s
structure is assembled in Neckarsulm,
Germany. Bodies arrive at the Lamborghini
factory fully painted and ready for final
Another part of the Huracán that arrives in
Italy ready to go is the 5.2-litre V10 engine.
Built in Györ, Hungary, the ten makes 50 more
horsepower than did the Gallardo LP560-4’s
V10. A new dual fuel-injection system and
revised intake are largely responsible for the
power increase. According to Lamborghini,
the upgrades work to cut emissions, add
power and improve fuel economy. The
company claims an 11 percent improvement
over the Gallardo’s consumption, but who
cares? The main thing is that its engine
remains as boisterous and rage-filled as ever.
Unfortunately, there’s no manual option with
which to lash the V10. Too few Gallardos were
sold with three pedals, so now the Huracán
comes exclusively with a seven-speed dualclutch
automatic. Paddle shifters allow the
driver to select gears, or if left in automatic
mode, the transmission will try its best to keep
you in the right gear without slurping down too
Down on the steering wheel, at the sixo’clock
position, is the so-called ANIMA
switch to access a three-mode system that
toggles between Strada (street), Sport and
Corsa (race) and changes transmission,
engine, four-wheel-drive, steering, and
suspension settings. In Strada, the steering
lightens significantly, the gearbox upshifts
automatically for fuel economy, the available
suspension dampers go to their softest
setting, stability control intervenes early,
and the engine’s exhaust flap stays closed
until 4000rpm. Moving to Sport or Corsa enlivens the car by changing steering effort
and response, opening the muffler valves to
let the engine bellow, stiffening the shocks,
and holding lower gears longer. In Sport, the
engine will upshift on its own at redline, but
Corsa asks you to command your own shifts
or risk banging into the rev limiter.
Switched to the brilliantly named Thrust
mode, the new dual-clutch transmission is
capable of launch-control starts. Disengage
stability control, switch the ANIMA control on
the steering wheel to Corsa, hold the brake
with your left foot, the accelerator with your
right, and the revs will climb to 4500rpm.
Lift off the brake, and the Huracán will thrust
you hard into your seat. Upshifts are done
automatically at the 8500rpm redline in
Thrust mode, just in case you’re preoccupied
with avoiding a random stray dog instead of
thinking about pulling the right paddle.
For a car with more than 600 horsepower,
the Huracán does a fine job of convincing
you that you won’t be dying today. Near its
limit, the chassis lacks any sort of spooky
backbiting, and the weight reduction allows for
smart responses and quick recoveries.
The Huracán’s limits are extremely high, but
when the car’s Lamborghini-spec Pirelli P
Zeros finally relinquish their grip, they do so
with plenty of warning. The chassis is playful
to a point, but the Huracán puts stability and
grip first. Still, if you really go in too fast, the
standard carbon-ceramic brakes provide
immediate stopping power. Pedal feel is hugely
improved over the Gallardo’s grabby ceramic
brakes. A new electric power-steering system
provides good road feel and increases in effort
to communicate the duress of the front tyres.
Be sure to leave the chassis in Sport or Corsa
mode, though, as the Strada setting’s lighter
steering is also less communicative and lively.
Despite the raked glass and deep dash,
visibility is good. But you sit closer to the front
axel in a Ferrari 458 Italia and get a better
view out front as well as a lower cowl. Where
the Lambo clearly trumps the Ferrari, though,
is in interior design, and the Huracán has a
straightforward and logical instrument panel.
Aside from the obviously modern electronics,
the leather-wrapped interior is so simple that
it’s retro. In fact, Lamborghini’s head of design,
Filippo Perini, admits that was a goal and that
the inspiration came from the Lamborghini
Marzal, a concept car from the late ’60s.
He had no answer, however, when we
asked whether he designed the Huracán
to be bug-resistant.