Lamborghini Huracan


Debut: 2014
Maker: Lamborghini
Predecessor: Gallardo



 Published on 7 Aug 2014 All rights reserved. 

After the long-running Gallardo dynasty we see a successor styled and engineered in much the same format...


The idea of small Lamborghini is not new. In the late 1960s, Ferruccio Lamborghini needed a V8-powered car to supplement his V12 flagship models (Miura and Espada) and provide the financial stability it desperately needed. It was supposed to be cheaper and produced in larger quantity, i.e. 1000 units a year. The result was a mid-engined 2-plus-2-seater called Urraco launched in the early '70s. Somehow, the car sold fewer than 800 copies because of all sorts of problems – build quality, reliability, oil crisis and the financial problem of Lamborghini itself. Sant'Agata built another 2 follow-ups in the next decade, Silhouette and Jalpa, but their market reception was no better. After 1988, it no longer built small Lambos.

Things changed a lot when Audi acquired Lamborghini in 1998. The first thing Audi wanted to do was to relaunch a small Lambo, one that would beat Ferrari 360 Modena in performance as well as day-to-day usability, and turn Sant’Agata to a profitable operation. It did. Thanks to strong financial and engineering backing, not to mention the quality control know-how and quality components supplied by its mother company, the Gallardo was incredibly well made for something rolled off Sant'Agata. Well, not that the whole production was carried out at Sant'Agata. Its aluminum spaceframe chassis was actually built in Neckarsulm of Germany, and its V10 engine was also designed and built by Audi. This made business sense as the Gallardo shared platform with Audi R8. Through unique styling and tuning, Lamborghini managed to keep the raw edges it needed. In the 10 years from 2003, it sold 14,022 Gallardos, outselling Murcielago by 3.5 to 1 and accounting for half the accumulated production of Lamborghini in its 50-year history. Ironically, it was also the first ever profitable Lamborghini!


Its wedge shape is set by Marcello Gandini's very first Countach – that's more than 40 years ago, incredibly.


When the formula is successful, it is difficult to find the motivation to try something new. Ferrari’s Luca di Montezemolo might be different, but the German are not. That’s why after the long-running Gallardo dynasty we see a successor styled and engineered in much the same format. Yes, the new Huracan looks every bit like a Lamborghini. Its wedge shape is set by Marcello Gandini's very first Countach – that's more than 40 years ago, incredibly. However, perhaps we have got used to that shape, or perhaps its sharp edges have been largely rounded off, it no longer delivers that visual impact as I first saw the Countach in person. I doubt if Mr. Lamborghini or Gandini would have agreed with it. Lamborghini was supposed to be radical and revolutionary. Now under the administration of Audi it has become conservative, keeping the old shape and format unchanged and seeking only small evolutions each generation. It sounds more Porsche than Italian. I am puzzled…

Having said that, the Huracan is still an exotic design. It differs from the Gallardo and Aventador in detailed features and surface treatment. Its signature is the large piece of flat surface resting at the top edge of the doors. It extends backwards, slips under the blade-style C-pillar and disappears inside the engine intake. This arrangement is simple and clever, even though I suspect it copied the idea of the 2010 Lotus Esprit concept designed by Donato Coco. The rest of the car is slightly curvier and crisper than Gallardo. The slimmer headlights and taillights are full LEDs. At the back, the engine lid is covered with retro-style louvers, though I prefer the optional glass window which puts the V10 engine in good display. Overall speaking, the car looks beautiful, if not very original or innovative.


Lamborghini was supposed to be radical and revolutionary. Now under the administration of Audi it has become conservative...


The Huracan has grown a bit to give more interior space. Its overall length and width have been extended by 114 mm and 24 mm respectively, while the wheelbase is stretched by 60 mm. However, the roof still stands at 1165 mm above ground, keeping the Lamborghini as the lowest car in its class. Kerb weight has increased by 32 kg to 1532 kg, so it continues to be heavier than Ferrari 458 and McLaren 650S. Considering it has 4-wheel-drive system, that is acceptable I would say.

As before, you get into the cockpit through normal hinged doors, something still separate it from the flagship V12 model. Entry is not as difficult as the latter because its aluminum spaceframe chassis has less prominent door sills. Once inside, you would find the space it offers is pretty good – certainly more generous than Gallardo – although outward visibility is still poor due to the fast-angle and far-forward windscreen, the high waist lines and near non-existent rear view. No complaints for the supportive bucket seats though.


The new interior design has really lifted the game...


While the interior design of Gallardo was boring, the Huracan has really lifted the game. Inspired by the 1967 Marzal concept (the forerunner of Espada), it employs hexagonal elements as the main theme – the 4 air vents, instrument pod, steering wheel, some buttons and decoration patterns on the glovebox. Whether you like that depends on taste, but everybody should love the 12.3-inch reconfigurable TFT instrument for its clarity and functionality, as is the effort to put many buttons on the steering wheel for the ease of access. One of them is the new “ANIMA” (means “soul” in Italian) switch, which mirrors Ferrari’s Manettino switch and allows you to choose among Strada (street), Sport and Corsa (race) modes, altering throttle response, exhaust noise, gearshift, steering, damping, 4WD and traction control. Sadly, you can’t have different settings for individual systems, say, Corsa gearshift and Strada damping, unlike Ferrari or McLaren, so not always you can find the best suitable settings.

Fire the engine and you will hear a familiar sound. That is because the 5.2-liter V10 is kept. However, thanks to a few modifications such as new intake and exhaust, slightly higher compression (12.7:1 instead of 12.5:1), the adoption of dual-mode injection and automatic stop-start, the engine finds another 50 ponies and 15 pound-foot of torque, bringing the total to 610 hp at 8250 rpm and 413 lbft at 6500 rpm. Meanwhile, fuel consumption is reduced by 16 percent and CO2 emission drops from 351 to 290 g/km. Although it isn’t as free-revving as Ferrari’s 4.5-liter V8 or as punchy as McLaren’s 3.8 twin-turbo V8, the Lamborghini V10 still impresses with a linear power delivery and enthusiasm for rev. 5000 rpm is just the beginning of its fun zone, which extends all the way to 8250 rpm. The hard-edged exhaust note and pops and crackles on overrun support this thrilling experience.


Fire the engine and you will hear a familiar sound.


Although its quoted top speed stays at 202 mph, the Huracan feels significantly faster than its predecessor, if not as fast as McLaren 650S. This is also evident in its 0-60 mph, which drops by half a second to merely 3.1 seconds. Most of the improvement actually comes from the R8-sourced 7-speed twin-clutch gearbox, which finally replaces the notorious E-gear together with manual gearbox. It shifts quickly yet smoothly thus is no longer the Achilles’ heel of Lamborghini. Big brother Aventador must be jealous.

Of course, the big Lambo still enjoys the exclusive use of carbon-fiber monocoque chassis. However, the cheaper Lambo is no ordinary either. Its aluminum spaceframe construction is now strengthened with a transmission tunnel and rear bulkhead made of carbon-fiber. That makes it 50 percent stiffer torsionally and 10 percent lighter than the full-aluminum chassis of Gallardo (take note, Ferrari). As before, the chassis is assembled at Neckarsulm (where the next generation R8 will be built alongside) and then shipped to Sant'Agata for final assembly.


New chassis reinforced by carbon-fiber transmission tunnel and rear bulkhead.


Apart from chassis, the compulsory 4WD system is also improved. Previously, Gallardo employed a passive viscous-coupling to engage the front wheels only when the rear wheels started sliding. On the Huracan, it has been upgraded to an electronic-controlled system using Haldex multi-plate clutch to engage the front axle, just like Aventador. This allows its normal torque split to be set at 30:70, and vary between 50:50 and 0:100 when necessary, thus greatly enhances its handling. Another significant upgrade is the introduction of magnetorheological adaptive dampers (like Ferrari), which should improve its ride quality a lot. Other advances include an active variable-ratio electrical power steering, standard ceramic brakes and the aforementioned ANIMA control system.

On the road, the seamless gearshifts and supple ride – at least in Strada mode – bring a refinement you can't imagine on Gallardo. The new steering is not only lighter but also has kickbacks eliminated. Now the small Lambo is truly comfortable to be driven every day on normal roads.

As expected, switch to Sport mode sharpens the powertrain response, tightens the suspension, weighs up the steering and intensifies the exhaust note. It still isn't as sharp as Ferrari 458 though. The Ferrari's ultra-fast and precise steering, even faster gearshifts, angrier barks and perfectly calibrated stability control are just too much for Huracan to match. The Lambo feels not only heavier but also understeers more when it approaches corner. Strangely, switch to Corsa mode actually transfers more torque to the front wheels and intensifies the understeer. At no time it feels as sporty as the Ferrari as well as McLaren.


With more understeer and a heavier feel, Huracan is not as sharp as Ferrari 458...


Another downside is the active steering. In principle it works the same way as the active steering we criticized so much on the BMW 5-Series E60 some 11 years ago, i.e. it varies the steering ratio not only according to speed and steering angle but also some other factors. When it senses the car understeers, it tightens the steering ratio to compensate. Vice versa for oversteer. Unfortunately, it is probably too clever for the driver to predict its behaviour, thus it is difficult to dial in the necessary lock to get your desired response. Therefore, it is better to skip this option and stick with the standard steering rack.

On the positive side, the Huracan is undoubtedly less edgy to drive fast than its Ferrari and McLaren rivals. Its safe understeer and the extra traction and grip offered by its electronic 4WD system give it a more secured driving manner. However, if you want to go cross country or to exploit hundreds of miles on unfamiliar country roads, Porsche 911 Turbo S or some front-engined GTs are better options. To most people who could afford a supercar like this, they are likely to put driving thrills on top priority. The Huracan is definitely better than Gallardo in this respect, but it still fails to match the mighty Ferrari and McLaren.
Verdict: 
 Published on 11 Dec 2015
All rights reserved. 
Huracan LP580-2

30 horsepower less and no 4WD, but more fun compensates.


6 years ago Gallardo LP550-2 Valentino Balboni proved that less could be more – by ditching 4-wheel-drive system, the car achieved sharper and more interactive handling than the standard Gallardo. Thanks to its unexpected popularity, now the 2-wheel-drive derivative becomes part of the permanent lineup of Huracan.

As implied by its name, Huracan LP580-2 has its V10 detuned to 580 horsepower, or 30 hp less than the 4WD version. Lamborghini said that is necessary to avoid overwhelming its traction. 580 vs 610 ponies, does that make any difference? Ferrari 488GTB and McLaren 675LT have even more power and torque yet their chassis seem to have no problem to cope with. The V10 now produces its peak power at 8000 rpm, 250 rpm lower than before. Likewise, its maximum torque is reduced by 15 pound-foot to 398 lbft. By the way, like the recently updated LP610-4 (or Audi R8), this V10 has added cylinder deactivation technology to save fuel. CO2 emission is reduced from 290 to 278 grams per km.

On the road, the said reduction of horsepower is not perceptible. This is still a fabulous V10. It revs and screams madly on wide open throttle. Maybe it’s not as fast as the aforementioned turbocharged rivals, but subjectively it feels more thrilling. Moreover, with a top speed just shy of 200 mph and 0-60 mph time of 3.3 seconds, the LP580-2 is still mighty fast! Sometimes I wonder why people pursue for performance higher than this.

Having ditched the front drive shaft, multi-plate clutch and front differential, the LP580-2 is 33 kg lighter than the 4WD model. It could have been lighter still if its chassis were designed as an RWD from the outset. Inevitably, weight distribution is worsened from 43:57 to 40:60, but the point here is a more transparent handling characteristic. By softening the front suspension a little and using bespoke wheels and tires, the car has shifted its balance from understeer to neutral or even oversteer. Driving in Sport mode, the slightly numb initial response of LP610-4 no longer presents, replaced with a keener turn-in. If you push it harder in corner, the RWD car will oversteer readily. Unfortunately, the electronic stability control is too eager to intervene, and it intervenes abruptly to spoil the fun.


The point here is a more transparent handling characteristic...


Switch to Corsa (race) mode is supposed to raise the threshold of electronics, but strangely, it also shifts the balance back to understeer, though not as severe as Strada mode. Lap time is reduced as a result of less slippage, but so is the driving excitement. In Corsa you may turn off the stability control completely, but doing so will reveal a wayward handling. Lamborghini’s electronics is not as brilliant as Ferrari’s Side Slip Control, or to lesser extent McLaren's Brake Steer, which work flawlessly yet invisibly behind the scene.

The same goes for the steering, which is no more feelsome than that of the 4WD car. Tick the optional active variable steering and it adds an extra layer of unpredictability.

By ditching the 4WD hardware and standard ceramic brakes (it uses steel brakes instead), the LP580-2 can be made 15 percent cheaper than the 4WD model, although Audi R8 Plus remains a better bargain. It is more fun to drive than both the Audi and the standard Huracan. Unfortunately, the flawed electronic control fails to release its full potential. As a result, it still lives under the shadows of Ferrari and McLaren.
Verdict:
 Published on 27 May 2017
All rights reserved. 
Huracan Performante


The Performante is no longer superlight, but it has more performance than its name suggested.


Traditionally, the higher performance version of small Lamborghini is called Superleggera, which means superlight. The reason is obvious: the first generation Gallardo Superleggera cut 100 kg from the standard car even though it retained the 4WD system, while the second generation model slashed 70 kg for a 1430 kg kerb weight. Unfortunately, as the standard Huracan has already employed a lot of lightweight carbon-fiber (including part of the load-bearing chassis), the third generation high-performance small Lambo manages only 40 kg saving from the standard Huracan, so it has to abandon the Superleggera label and opted for a new name, Performante. Its kerb weight is now 1492 kg, heavier than a Ferrari 488GTB and quite a lot more than McLaren 675LT (1328 kg). Even the aluminum-and-steel 991 GT3 4.0 can undercut it by 62 kg, although you might argue that it is still remarkably light for a car with a V10 engine and 4-wheel-drive hardware.

Another thing the Performante unlike its predecessor is that its production is unlimited, so it will sit permanently above the standard LP610-4 and LP580-2 in the line-up. Price starts at £213K in the UK market, compared with £181K of the LP610-4 or £183K of Ferrari 488GTB. It is hardly a bargain, but considering the performance it offers, the price is probably worthwhile.

What kind of performance? We are talking about a Nurburgring lap time of 6:52, beating Porsche 918 Spyder by no less than 5 seconds and is currently the record holder if you ignore some thinly disguised race cars or a mysterious electric car that nobody knows if it would be made into production. Yes, the Performante does that with “only” a naturally aspirated V10 displacing 5.2 liters, and without any kind of electrification, so incredible that many doubted its record claims until Lamborghini released the in-car-cam footage. We’ll dig deeper into its technical side and see why it could be so fast on track.


A Nurburgring time of 6:52 is incredible for a car with only a naturally aspirated V10 and without any kind of electrification...


The Performante looks more aggressive than its siblings thanks to a number of exterior revisions. Up front, the front splitter is larger, more pronounced and is arranged in double-plane. Changes to the side is more subtle, basically limited to blackened sills, door graphics and a set of ultra-thin-spoke lightweight wheels. More dramatic is the tail, which includes a high-mounted wing, a massive diffuser and the exhaust is thoroughly rearranged – now twin instead of quad-exhaust, mounted higher and closer together to make room for aerodynamics. Overall, it trades some design purity for aggressiveness and functions.

Speaking of aerodynamics, the front splitter is active. It incorporates 2 movable flaps, which open to reduce drag and close to enhance downforce. However, the highlight of the so-called ALA
(Aerodinamica Lamborghini Attiva, or simply Lambo active aero) package should be the rear wing, which is unquestionably innovative. Most other supercars use hydraulically adjustable rear wing to alter downforce and drag to suit driving conditions. The downside is more weight. Unlike them, ALA uses a fixed carbon-fiber rear wing, but this wing is made hollow, as are the pair of vertical supports. At the base of each vertical support, there is an intake duct, which draws air from the fastback through the inner channel of the hollow support to the hollow wing. As the channel narrows, the air flow is speeded up and blows out from the small slots at the underside of the wing. This high-speed jet stream fills the partial vacuum region behind the wing, altering the underside air flow and the result is reduced drag. When the movable flap at the intake duct is closed, no air will be drawn into the wing, thus its raised angle will guide the air flow upward and generate downforce. As a result, the ALA wing manages to alter between high-downforce and low-drag mode without using hydraulic actuators at the wing. Lamborghini said at high-downforce setting the rear downforce is increased by 7.5 times over the standard Huracan. Sadly, it did not reveal the actual downforce figure for either cars, so we have no way to judge if it can match a, say, 911 GT3 RS.



ALA rear wing is innovative in the sense that it is fixed yet variable.


Another useful trick of the ALA rear wing is the ability to alter the left and right downforce to help cornering balance, something like Pagani Huayra. This can be easily implemented by altering the air flow into each side. In fast bend, the inside half of the wing will be set to produce more downforce, countering the weight transfer under g-force and pressing the inside wheel harder to the road. The result is better grip and less roll. Of course, it doesn't function as well in slow corners.

To make possible the hollow rear wing and its supports, Lamborghini's forged carbon-fiber composites made its debut for the first time on production car. I am not sure if it can better Pagani's carbon-titanium for strength-to-weight ratio, but it is denser thus allows the wing components to be made hollow yet strong enough. Speaking of this state-of-the-art material, the Huracan Performante also uses it to construct the front splitter, engine lid, rear bumper and diffuser. In addition to the lighter forged alloy wheels and exhaust, the whole car is 40 kg lighter.

It could have been lighter still if today's millionaires were willing to sacrifice creature comfort like air-conditioning, infotainment system, carpets and power-everything. Since they don't, the Performante is a livable supercar. Its cabin is trimmed with Alcantara and carbon-fiber more for looks than actual weight saving. I still dislike its edgy design though. The graphite finish of the carbon-fiber surfaces adds further flamboyance and distraction.



No creature comfort sacrificed, and now even more flamboyance.


Changes to the 5.2-liter V10 are relatively modest. Its intake manifold and exhaust have been reworked to improve breathing, while new titanium valves cut weight and lift rev. Valve lift is increased, too. Brilliantly, these changes don’t make its output any peakier. Its maximum output is 640 horsepower released at 8000 rpm, which is 40 hp up and 250 rpm down, while peak torque is increased by 29 to 442 pound-foot at the same 6500 rpm. Mid-range torque cannot compete with its turbocharged rivals, of course, but still it offers at least 70 percent of peak torque from as low as 1000 rpm. 0-60 mph acceleration is said to be improved by 3/10ths to merely 2.8 seconds, while 0-124 mph is a full second quicker than the standard LP610-4 at 8.9 seconds, even though it is no match for Ferrari 488GTB (8.3s), let alone the new McLaren 720S (7.8s). Top speed remains unchanged at 202 mph.

The dual-clutch gearbox, Haldex 4WD system and steering are practically the same as before, but they are predictably recalibrated. The suspension is benefited from stiffer setup – springs and anti-roll bars get 10 percent stiffer, while bushings are 50 percent firmer. One crucial upgrade contributing to its record Nurburgring lap time is the new set of Pirelli Trofeo R tires. Yes, the same super-sticky, track-oriented rubbers fitted to McLaren 675LT and Pagani Huayra BC. Since they wear out as quickly as Donald Trump changes his attitude on China, the standard road tires are Pirelli P Zero Corsa instead.

On the Road

One thing Lamborghini still differs from its rivals is using big naturally aspirated engines. The 5.2-liter V10 is as free-revving and responsive to throttle as you can imagine. It can spin to 8500 rpm accompanied with an angry roar that masks all turbocharged motors. It offers plenty of torque low down but overall the power delivery is linear and controlled. The twin-clutch gearbox also seems to change swifter than the standard car’s, so the gap from Ferrari is closer than ever. Does the car feel fast? Yes, of course, if not as explosive as McLaren or Ferrari, but the extra noise makes up the small gap.


The new car feels a lot more precise and confident-inspiring to push to the limit.


However, what elevates the Performante to a higher level is its handling, which is much transformed from the LP610-4. While the standard car is criticized for too much understeer and too little driver interaction, the Performante feels sharper, more agile and more precise. It might be the effect of ALA or the stiffer suspension or the grippier tires, or most likely the sum of all changes, its turn-in is noticeably sharper, while understeer is nearly non-existent. The front Trofeo R tires offer huge amount of grip and keeps the nose on rails. In Corsa (race) mode, the recalibrated active variable-ratio steering has replaced its notorious unpredictable manner with a measured linearity, thanks to a much narrower variation range. As a result, the new car feels a lot more precise and confident-inspiring to push to the limit.

On a fast circuit, the Performante flows through corners with minimum fuss. Its huge grip, downforce and precision suit a fast track. Predictably, with 4WD it is not as playful as the rear-drive Ferrari, McLaren or 911 GT3. You can induce oversteer in Corsa mode with heavy braking in corner entry, but the angle is subtle, and it won’t sustain for long, because the front wheels will regain traction shortly afterwards. This manner is unlikely to change until Lamborghini replaces the Haldex system with something capable of torque vectoring. As a result, purist drivers will prefer Ferrari and McLaren for their extra feel, interaction and balance on throttle. The Lambo is built with a different philosophy: precise, fluent and lose no time in slipping. It is a very effective track car, and that’s why it can break Nurburbring record, but it is not necessarily the most exciting to drive.

On poorer roads, the stiffer suspension inevitably returns a busier ride, but overall it is still livable enough for day-to-day drives. It seems to leave some space for a Superleggera derivative to be developed – what if it slashes more weight by ditching equipment, sound insulation and using plexiglass windows etc.? and what if Lamborghini stops chasing lap time and ditches 4WD for more agility? No, I don’t think that will happen considering how successful its sales now (and the SUV is just around the corner). Yes, this is a 5-star car in no doubt, but it is a little bit disappointing to find out that, although it has finally realized the potential of Huracan, it fails to open a new era.
Verdict:
 Published on 19 Mar 2020
All rights reserved. 
Huracan Evo


Small changes transformed the Huracan into a wonderful driving machine.


Although the Huracan is 6 years old, there is still some potential left to be exploited. The outgoing LP610-4 already got countless of technologies, such as  a carbon-fiber-reinforced aluminum spaceframe chassis, a rear-biased active 4WD system, torque vectoring, magnetorheological dampers, active variable-ratio steering, a dual-clutch gearbox and a razor-sharp atmospheric V10. These ingredients lose nothing to its rivals in Maranello and Woking. Somehow, Sant’Agata has yet to crack the code, failing to transform these wonderful components into a wonderful driving experience… until the arrival of Huracan Evo.

Initially, it appears that the Evo is just a small evolution of the LP610-4, or a production Huracan capitalized the lessons learned from the now-discontinued Performante special. Yes, its engine is taken straight from the Performante. Without increasing capacity, it uses titanium valves, revised cam profiles, modified intake and exhaust to extract 30 more horsepower from the top end, resulting in 640 hp released at 8000 rpm. Torque output is improved by 29 lbft to 442 lbft. It quotes the same top speed and 0-60 mph time as the Performante, too, just losing a tenth to reach 124 mph, since the Evo lacks some of the Performante’s weight saving measures. For your record, although it is faster than ever, the turbocharged Ferrari V8 series, now F8 Tributo, and McLaren 720S are faster still, beating the Lamborghini to 124 mph by more than a second. It doesn't mean the Lamborghini slow, but the next generation Lamborghini might need hybrid power to reverse the game.



A small touchscreen is added to the sloping center console.


Inside, it gets what you would expect for a mid-life refresh. The basic architecture remains, but a 8.4-inch portrait touchscreen is added to the sloping center console. Through that you can control air con, audio, seat heating and mobile phone connectivity. However, all the weaknesses of Lamborghini remain, namely, poor forward visibility, non-existent rear and rear quarter visibility, limited space and uncomfortable seats for long journey. Then again, very few drive Lamborghinis for long distances.

Outside, the Evo sports a restyled front end for improved down force, while the rear end mirrors the Performante's high-mounted twin exhaust to make space for a more effective diffuser. Unlike the Performante, it does without the tricky ALA rear wing. Still, Lambo claims its aerodynamic efficiency 5 times better than that of the old car.

At the chassis, the most obvious change is the addition of rear-wheel steering, taken from its bigger brother Aventador. It is supposed to sharpen turn-in and kill its notorious understeer. Equally important is the new LDVI (Lamborghini Dinamica Veicolo Integrata) control system which integrates the rear-wheel steering, active 4-wheel drive, active variable-ratio steering, stability control, torque vectoring, adaptive suspension and gearbox under the same processing power. In this way, different systems can talk to each other through the central brain so that the latter can predict what happens next. Now they work one in a piece to realize the desired handling dynamics. Such thing is nothing new to Ferrari or McLaren, but Lamborghini is finally catching up.


The V10 engine, now produces 640hp, remains the highlight of the car.


On the road, the naturally aspirated V10 is still the highlight of the car. Wild noise, crazy for rev yet smooth and linear, it has all the qualities that characterize the best Italian motors in history, even though it is 2 cylinders short of great. The sharp throttle response can never be replicated by the turbocharged V8s of its rivals. Ditto the addictive noise when the V10 revs towards its 8500 rpm redline. While it loses the performance edge, it compensates with stronger emotion and character.

However, what really surprises in this mid-life refresh is how its handling is transformed by the rear-wheel steering and integrated control system. The nose turns into corner more immediately and incisively. Understeer is banished, replacing it is a neutral attitude. The car feels better balance in corner. In Sport mode you can induce oversteer
more easily and hold the power slide. Corsa mode calms it down a bit to achieve optimum lap time, whereas Strada mode keeps thing tidy and secured. The active variable-ratio steering, now fitted as standard to all Huracans because it is so matured, feels quick yet consistent in its response. It delivers a better sense of what's going on under the front wheels, even though tactile feedback is still lacking.

The Huracan is never short of traction or grip, especially when track-focused Pirelli P-Zero Trofeo R tires are fitted. Benefited further by linear power delivery, it is easy to drive fast. No wonder the Performante could set Nurburgring lap record. The Evo is not quite as fast as that car due to its extra weight of 40 kg and reduction of downforce, but still we expect it will be remarkable on Nurburgring. For precision and driver engagement, it has the Performante eclipsed.



It finally engages its driver deeply beyond the wonderful engine


Is it as good as Ferrari 488 Pista / F8 Tributo or McLaren 720S? Without a back-to-back comparison, it is hard to make the final judgement. However, if the Huracan Evo loses out, it might be due to some rough edges. Firstly, it steering is not very communicative. Secondly, its turn-in is still not quite as sharp as its rear-drive rivals. Thirdly, its brake pedal feels spongy in its initial travel. Fourthly, the ceramic brakes will fade after a few laps of maximum attack, something won’t happen on its lighter rivals. Fifthly, you cannot control suspension mode independent of the rest of the chassis, so Corsa mode is always bundled with a rock hard ride. Lastly but not least, the poor outward visibility and limited everyday usability.

The Evo is not a perfect car, but it is closer than ever and, most important, finally engages its driver deeply beyond the wonderful engine. While it is not exactly the last word for performance, it is finally recommendable to keen drivers. Its starting price has increased from £187,000 to £206,000 to match Ferrari and McLaren.
Verdict:
 Published on 15 Apr 2020
All rights reserved. 
Huracan Evo RWD


For enjoyment on the road, the RWD is slightly better.


History repeats again. 4 years ago, the LP580-2 was a Huracan ditching the 4-wheel drive system, cutting 33kg and losing 30 horsepower. The latest Evo RWD is also a Huracan ditching the 4-wheel drive system, cutting 33kg and losing 30 horsepower. It just lives on a slightly higher performance level, now 610hp, 202 mph and 0-60 in 3.2 seconds. Mind you, it is 4/10ths of a second slower to 60mph than its 4WD sibling, blame to the combination of less torque (413 vs 442 lbft) and the lack of front-wheel traction. Then again, the RWD version is considerably cheaper to purchase, priced at £165K instead of £200K. In short, an entry-level Lamborghini.

As before, the RWD is not marketed as a cut-price Lambo, but a purist model. While the weight reduction is minimal, freeing the front wheels from driving torque makes the steering lighter and slightly more transparent – if no match for the hydraulic rack of McLaren. Its handling is also more predictable and, predictably, feels more rear-drive. There is a recalibrated traction control to take care of extreme conditions, but for sure its handling is less secured than the 4-wheel-drive Evo. The smaller, 19-inch wheels it adopted also result in less roadholding. For maximum track performance, the 4WD is the better option. For enjoyment on the road, the RWD is slightly better.

However, since the 4WD Evo has its handling massively improved by rear-wheel steering and LDVI control system, you cannot complain for understeer anymore. The RWD no longer enjoys an advantage in agility and precision. In fact, with rear-wheel steering equipped as standard, the 4WD model is actually the more agile car. Comparatively, the RWD has a slower, more measured turn-in. More natural you might call, but it does not feel as sharp to steer as its Ferrari or McLaren rivals. Also, when it steps beyond its grip limit, it breaks out more abruptly. Not quite an old-school supercar, but could be more forgiving, given how versatile its rivals become these days.

In the end, the selling point of Evo RWD remains to be its mighty V10, whose dramatic sound, razor-sharp throttle response and enthusiasm for rev are unrivalled by any turbocharged opponents. Its chassis is just an accessory to the wonderful engine.

Verdict:
 Published on 26 Sep 2021
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Huracan STO


Lamborghini farewells its V10 machine with a track weapon.


Huracan has been with us since 2014. It is set to be the most successful Lamborghini in history, with over 17,000 units delivered by now, and likely to reach the 20,000 mark by the time it is replaced with a plug-in hybrid model in 2023. The days for a naturally aspirated V10 supercar are numbered. What could be better than bowing out in a high? Lamborghini chose to build the most racy ever version of Huracan: STO. Super Trofeo Omologata, or super trophy homologation in English, is benefited from the experience learned in the one-make series Huracan Super Trofeo Evo and Huracan GT3 Evo race cars. Don’t be fooled by its racy appearance, it is absolutely road-legal in all major markets. It is not going to be a limited edition either, because Lamborghini expects most customers will be happy to switch from the existing Huracan Evo to the STO. In fact, this year’s allocation has already been sold out, accounting for about 1500 cars. It proves that Sant’Agata has great potential to take a big slice of the track-oriented supercar market currently dominated by McLaren and Porsche.

When the Huracan was born 7 years ago, it looked really pure. Over the years, Sant’Agata made it more and more aggressive through evolutions and derivatives. It reached a peak in Performante, but compared with the STO that car looked rather tamed. Like a race car, the STO’s front end is a one-piece carbon-fiber shell that hinges forward. This gives easy access to all mechanical as well as a visual linkage to the classic Miura. A pair of air outlets are opened on the front bonnet to help cooling the radiators and produce downforce. Bigger front splitter draws more air towards the underbody and exits at the larger diffusers. Like Porsche GT3 RS, louvers are added to the top of the front fenders to release pressure built inside the wheel wells. At the roof, there is an F1-style snorkel, but here it is used to cool the engine compartment rather than feeding the airbox directly. Instead, the V10 engine breaths through a pair of new NACA ducts located at the top of rear fenders – the latter is made lower to reduce frontal area.



Race car tricks generate 420 kg of downforce at 174 mph.


I suppose the STO cares little about drag or fuel consumption, but it wants to draw as much air towards the big rear wing. To that end, a vertical “shark fin” is added behind the snorkel, which helps guiding air flow to hit the full undersurface of the rear wing even in high-speed bends. The rear wing is manually adjustable for 3 angles. At maximum angle, the car can produce 420kg of downforce at 174 mph. Probably less than the new Porsche GT3 manages (385kg at 124 mph), but still a very good figure. Lamborghini said it generates 53 percent more downforce than the Performante, so the racy exterior is meant to function exactly like it looks. The color-coded skirts and wing side-plates are just the icing on the cake.

Expectedly, 75 percent of the body work is now made of carbon-fiber panels. The STO seeks weight reduction also in other obvious areas: thinner windscreen, magnesium wheels and, most important, ditching the 4-wheel drive system that is skipped in the race cars anyway. In the cockpit, you will see plenty of weight saving measures as well. The door panels have been converted to carbon-fiber and its latches are replaced by fabric pulls. Most surfaces are either exposed carbon-fiber or Alcantara. Nevertheless, Lamborghini did not go as far as carbon-fiber seats or ditching infotainment system or air-con. Maybe the most hardcore Porsche drivers would, but not Lamborghini’s buyers. They are generally more “showy” kind of millionaires. While few would actually take their STO to track days, a front trunk specially designed for helmet storage is considered necessary to show to their friends.

All in all, the STO is 43 kg lighter than Performante. Disappointment? Yes, considering the loss of front-drive hardware alone should account for 50 kilos, but “reverse-engineering” rarely gets the desired results, because you won’t redesign the front chassis. Moreover, the STO gets the active rear-wheel steering system that was not available to the Performante. That adds some 8 kilos. Anyway, any modern supercars weighing just 1450 kg in DIN scale must be considered as a lightweight.



Despite extensive use of carbon-fiber and ditching 4WD, the STO is just 43kg lighter than Performante.


The chassis gets adequate modifications, too. There are slightly increased tracks, stiffer suspension bushings, revised anti-roll bars and retuned magnetic adaptive dampers. The STO uses a conventional mechanical LSD, but the addition of active rear-wheel steering should relieve its duty of managing understeer and oversteer. Besides, the active variable-ratio steering has been ditched for a more predictable fixed ratio steering, whose ratio is pretty quick. The wheels and tire sizes are unchanged, but new Bridgestone Potenza Road or Race tires are chosen to enhance grip. Lastly, the STO is fitted with racing-grade Brembo CCM-R brakes (also seen in McLaren Senna), which offer 25 percent stronger braking power.

Sadly, there are no physical changes made to the V10 motor. Considering it is close to retirement age, and Lamborghini boss Stephan Winkelmann declines to confirm its successor will continue to feature V10, you can see why Sant’Agata has stopped any meaningful development. If I were him, I would probably take the same commercial decision as well. However, from enthusiast point of view, we would love to see a last push to extract the last drop of its potential before the end of the pure combustion era. In other words, to bow out on a high and let everybody remember one of the greatest motors ever made! Somehow, Lamborghini is only willing to tweak its ECU for sharper response and sound at higher revs. The throttle pedal is recalibrated to react more sharply at initial input, though it could be seen as touchy in urban driving. The gearshift is remapped to happen more quickly. Maximum power stays the same as Performante at 640hp, but peak torque is curiously reduced from 442 to 417 lbft, probably not to overwhelm the rear axle. In addition to the loss of 4-wheel traction, the STO takes a tenth longer in both 0-60 and 0-124 mph acceleration, while top speed is dragged down to 193 mph by those massive aero kits.

Compared to the turbocharged McLaren 765LT and Ferrari 488 Pista, the Huracan STO is significantly slower in a straight line. It takes 9 seconds flat to go from 0-124 mph, while its rivals take 7.2 and 7.6 seconds, respectively. The new hybrid-power 296 GTB takes 7.3 seconds, even though it is not designed for race track in the current stage.



Great to drive on track, the best sorted Huracan ever.


However, in the raw and very loud cockpit, you swear it is at least as quick as its rivals. The V10 might lack the low-down torque of turbocharged motors, but it responds instantly to throttle and the rev counter needle rises and falls quicker than you can follow. Once above 4500 rpm, the exhaust flaps open to an insane level of noise, and the V10 continues to climb until 8500 rpm is reached. A touch of the upshift paddle drops the rev momentarily, then climbs quickly again… it is a joy to work with this linear delivery and the ever-intensifying noise – an orchestra of induction and exhaust symphony. No turbocharged motors can replicate this.

There are 3 driving modes: Pioggia is rain mode, STO mode is for road driving, while Trofeo is for track excitement. On track, the car’s handling never disappoints. Grip and body control are predictably excellent. Real downforce helps stability in high-speed bends. The CCM-R brakes are simply outstanding. But most important, this is the best sorted Huracan yet, with a sense of lightness, agility, precision and neutral balance missing in its 4WD siblings. The RWD Huracan has some of these merits, but the STO takes it to another level of precision and sharpness. The steering might not be as feelsome as Porsche GT3 or McLaren, especially at lower speeds where not enough downforce to load its suspension, but it steers the nose quickly and accurately. The expert balance of the chassis, the linear power and instant throttle response allow you to adjust its cornering attitude precisely. Yes, a 488 Pista can play power slide at massive angles thanks to the intelligent SSC and active differential, but the STO is a more focused track car thus it does not promote massive power slide. It just gives you the necessary amount of slide to adjust attack angle, then use the traction and grip to help you exit as quickly as possible, just as a track car should.

On a twisty road with road tires, the STO still maintains that agility and balance. With no downforce to play, turn-in could feel a little nervous due to the rear-wheel steering. Get used to this and work the steering in a more measured way, and the car is just as good to drive. However, it is no denying that it feels rawer than its Ferrari and McLaren rivals, as there are more jiggles and tire noise filling the cockpit. The suspension is very stiff on rough surfaces, although it improves with speed.

Priced at £260,000, this car sounds expensive for the performance figures it claimed. However, see it as a farewell edition of Lamborghini V10, or even the end of the combustion motoring era, and look at the hybrid V6 of new Ferrari, and you will probably agree it is worth every penny.
Verdict:
 Published on 2 Nov 2022
All rights reserved. 
Huracan Tecnica


Not quite the most exciting Huracan, but probably the most versatile.


When Lamborghini introduced the track-oriented Huracan STO last year, it did not expect the new derivative would be so popular. You know, for a very long time Lamborghini insisted 4-wheel drive to be one of the core elements of its cars. That made them approachable to ordinary drivers, but also robbed them of engagement and thrills that is necessary to match the very best Ferrari and McLaren. From 2015, Sant’Agata also produces a rear-drive Huracan, but it is sold as the entry-level model only. It is the STO that proves rear-drive and track-oriented character can win even more applause, especially at the top end of the market. This drives the firm to introduce the second attempt, Huracan Tecnica.

In essence, the Tecnica is a slightly toned down STO, made more practical for road use as well as cheaper (£212K instead of £266K). Lamborghini said it bridges the gap between the STO and Evo RWD, but I would say it is much closer to the former. Take Porsche for example, if STO is the equivalent of 911 GT3 RS, Tecnica would be the GT3, while Evo RWD would be a GTS. See the stark contrast between the last two?

The Tecnica shares the same powertrain with the STO. It is in 640 horsepower tune and drives the rear axle only. As it is more road-biased, the aero package is not as radical as the STO. The front luggage compartment is retained, lacking the STO’s top-exit radiator cooling system. Likewise, the striking rear spoiler of STO is replaced with a much smaller and lower one, losing a great deal of racing appeal. The nose and tail design are also different. Up front, it looks busier with Y-shape black insert at each corner, which is said to generate air curtain to the side for reduced drag. The top of front fenders lack the STO’s air vents. The rear deck is very different from both the STO and the regular Evo, with neither roof-mounted snorkel nor a glass hatch. Instead, it returns to classic flying buttresses, a vertical rear window and a flat engine lid that is made of carbon-fiber but incorporates a glass screen for viewing the beautiful V10. The rear diffuser is not quite as aggressive as the STO’s. The twin-exhaust gets hexagonal outlets. Aesthetically, the Tecnica doesn’t look as striking as the STO.



It delivers 90% thrills of STO without the compromises in comfort and usability.


Obviously, the car does not produce as much downforce as the track version, but Lamborghini said its aero package generates 35 percent more rear downforce and 20 percent less drag than the Evo RWD. This fails to explain why top speed stays at 202 mph though, despite an advantage of 30 horsepower.

More trustable is acceleration. The car is expected to do 0-60 and 0-124 mph in 3.1 and 9.1 seconds, respectively, 0.2 and 0.1 second slower than the STO which is 40 kg lighter. The weight difference is attributed to the lack of carbon-fiber body work (only front bonnet and engine lid are made of this material), the rear glass windows and the more luxurious cockpit with proper sound insulation. However, most buyers are expected to opt for the STO’s carbon-fiber inner door panels (with fabric door pulls) and carbon-shell bucket seats to cut further weight.

The chassis setup is slightly softer than that of the STO, but the tuning philosophy is the same. You still get 4-wheel steering, a mechanical LSD, adaptive dampers and 3 driving modes (Strada, Sport and Corsa) to play with. Strada is comfortable enough to take on rougher roads, Sport is good for normal roads but still tolerable on back roads, while Corsa is best reserved for flat race track. As a road car, it is certainly easier to live with than the STO.

Changing the drive mode will also alter the engine sound significantly. In Strada, it stays quiet until you hit 4500 rpm, when the active exhaust opens to loud channel. In Sport and Corsa, it is always loud. Lamborghini’s V10 is still the jewel of the crown. Its exhaust note when chasing the 8500 rpm redline is intoxicating. Its sharp response and enthusiasm for rev are well beyond the reach of modern turbocharged V6s or V8s, so what it loses in outright performance – yes, I know a Ferrari 296 GTB takes a mind-blowing 7.3 seconds to go from 0-124 mph – it pays back in sound and feel. At a time when no supercars are deemed not fast enough, emotional appeal is all the more important. I really hope Sant’Agata to keep the V10 forever. Unfortunately, if rumors are true, the successor of Huracan is likely to switch to a hybrid V8 turbo.


Lambos are always bought for their engines, while the rest the cars are given for free. The fact that the Tecnica has so little compromises in other areas is already justified for its purchase.


As for handling, the Tecnica is slightly less sharp than the STO, but still plenty of fun to have. Driving on a good mountain road, the car is quick yet very stable. Turn-in is not as pin-sharp as Ferrari or McLaren, but this is the character of Lamborghini. It corners without the slightest pitch and roll. Traction and grip is abundance even without 4WD. The steering is linear and very precise, provides the necessary information about front-end grip, if not the tactile feedback of McLaren or Porsche GT3. You can drive it very fast on road without worrying it bites you back.

In Sport mode, the stability control and rear-wheel steering allow the rear end to slide more, which gives immense fun, but you really need a track to access, because the Tecnica needs to be pushed to the extreme to entertain. Working in tandem with a linear power delivery, razor sharp throttle and gearshift, power slide cannot come more intuitive. Corsa mode is actually less fun, because it tightens the 4WS and stability control to limit slide in the name of optimum track performance.

The Tecnica is not perfect though. Its steering is not as feelsome as the STO or some rivals. Its brake pedal has an abrupt response at the top of its travel. Its stability control intervenes a bit abruptly, not as invisible as in Ferraris. The ride quality in normal driving, though respectable for a Lamborghini, is not as remarkable as Ferrari or McLaren. In those cars, you can adjust the suspension mode independent of other aspects. Not so in the Lamborghini, where all systems are tied to the same 3-mode control, so that you cannot have a comfortable ride while listening to full exhaust opera. The lack of headroom for taller drivers and poor visibility are also the compromises of Lamborghini. Judging by objective measures, the car is hard to compete with its newer, more technically advanced rivals. However, once you have listened to the crazy howl of its V10, it is hard to forget. Lamborghinis are always bought for their engines, while the rest are given for free. The fact that the Tecnica has so little compromises in other areas is already justified for its purchase. If you want the driving thrills of STO but expect to spend most of the driving time on roads, this car will be a perfect alternative.
Verdict:

Specifications





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
0-124 mph (sec)
0-150 mph (sec)
Huracan LP610-4
2014
Mid-engined, 4WD
Aluminum spaceframe + carbon-fiber
Aluminum, carbon-fiber
4459 / 1924 / 1165 mm
2620 mm
V10, 90-degree
5204 cc
DOHC 40 valves, DVVT
VIM
DI
610 hp / 8250 rpm
413 lbft / 6500 rpm
7DCT
All double-wishbones
Adaptive damping
F: 245/30ZR20; R: 305/30ZR20
1532 kg (1422 kg dry)
202 mph (c)
3.1 (c) / 2.5*
5.7*
9.9 (c)
13.3*
Huracan LP580-2
2015
Mid-engined, RWD
Aluminum spaceframe + carbon-fiber
Aluminum, carbon-fiber
4459 / 1924 / 1165 mm
2620 mm
V10, 90-degree
5204 cc
DOHC 40 valves, DVVT
VIM
DI, cylinder deactivation
580 hp / 8000 rpm
398 lbft / 6500 rpm
7DCT
All double-wishbones
Adaptive damping
F: 245/35ZR19; R: 305/35ZR19
1499 kg (1389 kg dry)
199 mph (c)
3.3 (c)
-
10.1 (c)
-
Huracan Performante
2017
Mid-engined, 4WD
Aluminum spaceframe + carbon-fiber
Aluminum, carbon-fiber
4506 / 1924 / 1165 mm
2620 mm
V10, 90-degree
5204 cc
DOHC 40 valves, DVVT
VIM
DI
640 hp / 8000 rpm
442 lbft / 6500 rpm
7DCT
All double-wishbones
Adaptive damping
F: 245/30ZR20; R: 305/30ZR20
1492 kg (1382 kg dry)
202 mph (c)
2.8 (c) / 2.3*
5.4*
8.9 (c)
12.9*




Performance tested by: *C&D





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
0-124 mph (sec)
0-150 mph (sec)
Huracan Evo
2019
Mid-engined, 4WD, 4WS
Aluminum spaceframe + carbon-fiber
Aluminum, carbon-fiber
4520 / 1933 / 1165 mm
2620 mm
V10, 90-degree
5204 cc
DOHC 40 valves, DVVT
VIM
DI
640 hp / 8000 rpm
442 lbft / 6500 rpm
7DCT
All double-wishbones
Adaptive damping
F: 245/30ZR20; R: 305/30ZR20
1532 kg (1422 kg dry)
202 mph (c)
2.8 (c) / 2.5*
5.7*
9.0 (c)
13.5*
Huracan Evo RWD
2020
Mid-engined, RWD
Aluminum spaceframe + carbon-fiber
Aluminum, carbon-fiber
4520 / 1933 / 1165 mm
2620 mm
V10, 90-degree
5204 cc
DOHC 40 valves, DVVT
VIM
DI
610 hp / 8000 rpm
413 lbft / 6500 rpm
7DCT
All double-wishbones
Adaptive damping
F: 245/35ZR19; R: 305/35ZR19
1499 kg (1389 kg dry)
202 mph (c)
3.2 (c)
-
9.3 (c)
-
Huracan STO
2021
Mid-engined, RWD, 4WS
Aluminum spaceframe + carbon-fiber
Carbon-fiber, aluminum
4547 / 1945 / 1220 mm
2620 mm
V10, 90-degree
5204 cc
DOHC 40 valves, DVVT
VIM
DI
640 hp / 8000 rpm
417 lbft / 6500 rpm
7DCT
All double-wishbones
Adaptive damping
F: 245/30ZR20; R: 305/30ZR20
1449 kg (1339 kg dry)
193 mph (c)
2.9 (c) / 2.6* / 2.8**
5.6* / 6.1**
9.0 (c)
13.5*




Performance tested by: *C&D, **MT





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
0-124 mph (sec)
0-150 mph (sec)
Huracan Tecnica
2022
Mid-engined, RWD, 4WS
Aluminum spaceframe + carbon-fiber
Aluminum, carbon-fiber
4567 / 1933 / 1165 mm
2620 mm
V10, 90-degree
5204 cc
DOHC 40 valves, DVVT
VIM
DI
640 hp / 8000 rpm
417 lbft / 6500 rpm
7DCT
All double-wishbones
Adaptive damping
F: 245/30ZR20; R: 305/30ZR20
1489 kg (1379 kg dry)
202 mph (c)
3.1 (c) / 2.8*
6.0*
9.1 (c)
-




















































Performance tested by: *MT




AutoZine Rating

Evo


STO


Tecnica



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