The Lamborghini Huracan LP 610-4 is more than just a jumble of vowels and numbers; it’s the followup to the Italian automaker’s best-selling car of all time, the Gallardo. And when we say best-selling, we really mean it — nearly half of all the Lamborghinis in the world sport the Gallardo nameplate.
Those are some pretty big shoes to fill, but the Huracan may have already outgrown them. Whereas the Gallardo took a decade to sell 14,000 copies, the Huracan is poised to break that sales mark in less than half that time.
Curious to see if the Huracan is as good as its sales figures suggest, we hopped a plane to Miami to put the Gallardo’s successor through its paces.
Poster worthy
Over the last few years we’ve been spoiled with something of a styling revolution in the automotive world. These days just about every mid-size sedan looks like a European import and even the Chevrolet Corvette has adopted some Ferrari design cues. But, as with most things in life, the original is just better.
Though admittedly not as flamboyant as the COUNTACHHH, or even the modern-day Aventador, the Huracan is still classic Italian pin-up material. The Lamborghini Huracan just oozes presence with its wide stance, sharp angles and low-slung roofline. Moreover, everything just seems to work on the Huracan — every angle and exaggerated air inlet fits perfectly into the car’s wedge-like shape. Park the Huracan anywhere and you’re sure to draw a crowd, even in glitzy South Beach where our day-long drive began.
Lamborghini offers the Huracan in plenty of look-at-me colors — including lime green and bright orange — that compliment the car’s outlandish nature, but the baby Lambo can look somewhat restrained and even classy when finished in a “normal” hue like silver. One of the test cars Lamborghini had on hand was a Huracan finished in silver over a saddle tan interior, which gave the car a kind of gentleman’s racer feel you’d typically associate with nameplates like Bentley and Aston Martin.
The interior of the Huracan, however, is decidedly more sports car than grand tourer. Space is at a premium in the Huracan, both for passengers and their things.
Thanks to its compact footprint, the Huracan’s front wheels protrude noticeable into the cabin. Both the driver and passenger have to sit with their legs angled slightly to the center of the car to maximize legroom, which is vintage Italian engineering at its best.
Space is at such a premium in the Huracan that it doesn’t even have cup holders. But that’s probably just as well as the front trunk area offers only enough space for a small bag, so it’s not as though you’ll be taking the Huracan on any long road trips. But, as we mentioned earlier, the Huracan is a bona fide supercar, so it’s understandable that overall packaging wasn’t a top priority during the design process. Instead, Lamborghini focused on the things that add to the driving experience.
For example, in keeping with the whole fighter jet theme, you must first lift a red toggle before you can hit the engine start button. More toggle switches line the top of the center stack, further adding to the cockpit feel of the Huracan.
The Huracan doesn’t use a single analog gauge, instead relying on a large LCD readout in the main binnacle and a few digital readouts for auxiliaries near the top of the dashboard. The main LCD readout is fine for things like engine speed and the speedometer, but the font gets a little small when using the display for other vehicle features, such as searching for a radio station.
Being an Italian supercar, the Huracan comes with plenty of, um, quirks. Controls for turn signals and windshield wipers are located on the steering wheel, which can be quite confusing until you get the hang of the layout. The HVAC system is also anything but intuitive, requiring trial and error before you finally figure out which button you have to hit in order to change the fan speed. Even the gear shifting procedure is somewhat flummoxing, with no indicated button for ‘drive’ and a separate lever for reverse. For the icing on the cake, the Lamborghini Huracan we tested, which carried a sticker price of $288,000, didn’t come equipped with cruise control.
Now, if a run-of-the-mill car like a Nissan Altima came with all of the Huracan’s quirks, we’d call them flaws. However, in the case of the Huracan, everything sort of comes across as fitting, adding to the drama that is driving an Italian super. Terms like “practical” and “well thought out” were not top of mind when designing the Huracan, and we’re perfectly OK with that.
Grab the bull by the horns
Although you can certainly nitpick the Huracan’s interior, it’s nearly impossible to find fault with the way the car drives.
Lift the red toggle and hit the start button and the Huracan barks to life before settling into a low rumble. There is plenty of bite to backup that bark, with 601 horsepower and 413 lb-ft of torque on tap from the Huracan’s mid-mounted 5.2L V10. Unlike the bigger Aventador, the Huracan uses a dual-clutch gearbox equipped with seven forward-speeds. The gearbox can be used like a typical automatic or controlled like a manual via the steering-wheel mounted paddles.
Before we were able to open up the taps, we had to pilot the Huracan through some city traffic. We were fully expecting a wild beast that would be a handful even at lower speeds, but found the Huracan to be perfectly docile around town. In its standard ‘Strada’ mode the seven-speed gearbox provides smooth shifts on par with a regular automatic, without the typical lurching of a dual-clutch transmission. Even the Huracan’s high-revving V10 was perfectly happy at lower speeds, lacking the peakiness than can sometime plague high-performance engines.
As you would expect, the Huracan’s suspension is firm, but it didn’t rattle our fillings out. Even after several hours both behind the wheel and in the passenger’s seat, we didn’t feel beat up. But while the Huracan’s city manners were a nice surprise, it’s the open road where the Italian bull starts to come into its own.
Acceleration borderlines on violent, with the combination of the Huracan’s 600-horsepower V10 and all-wheel drive system netting a 0-60 time of just 3.2 seconds. And while your body is being bombarded with g-forces as the Huracan rockets toward the horizon, your ears are treated to a symphony of ten-cylinders singing in perfect harmony all the way up to 8,500rpm. And that redline is just as lofty as it looks on paper — the 5.2L lump nestled just over your shoulder sounds as if it might just spin itself right out of its engine cradle.
Gear changes are immediate whether the Huracan is set to automatic or manual modes. Naturally we found the manual mode to be more engaging, but the Huracan’s automatic setting was the most responsive we’ve ever experienced. Hit the gas pedal and the Huracan instantly downshifts, sometimes selecting a gear that suddenly has the engine signing at six- or seven-thousand rpm. Likewise, step on the brake and the Huracan downshifts to keep the engine running at full song. No matter the situation, the dual-clutch gearbox is always waiting in the wings with just the right gear acting faster than your brain ever could.
Obviously it’s impossible to tap all of the performance potential of a 200+mph car on public roads, but Lamborghini was nice enough to let us loose on the tarmac of Sebring International Raceway before the final race of the Lamborghini Super Trofeo series to give us a better idea of the car’s upper limits. With the dials turned to “Corsa,” the Huracan is an all-out track slayer, displaying no body roll and a seemingly infinite amount of grip. The Huracan is also the perfect size (unlike the over-sized Aventador), helping it to zip in and out of tight corners.
The Huracan’s V10 pulls the car out of corners with ease, and our test car’s standard brakes (carbon ceramic are available) were perfectly up to the task of scrubbing off speed. Unlike Laborghinis of old, the Huracan is truly a driver’s car.
Leftlane’s bottom line
Bullet-train fast with stunning good looks, the Huracan safely retains Lamborghini’s quintessential DNA. But more than just a Lamborghini-shaped wedge that can hit 200mph, the Huracan is actually a livable car around town (at least as far as drivability is concerned) and can corner and stop just as well as it can accelerate in a straight line. With a package like that, it’s little wonder that the Huracan is flying out of Lamborghini dealerships at nearly twice the pace of the old Gallardo.
2015 Lamborghini Huracan LP 610-4 base price, $238,500. As tested, $288,095.
Navigation, $3,200; Transparent Engine Bonnet with forged style carbon fiber engine trim, $7,000; Sport exhaust, $4,200; Rear view camera with parking sensor, $3,900; Front suspension lifting system, $6,900; Giano wheels, $1,400; Multi-function steering wheel, $700; Dynamic Power Steering, $2,400; Floor mats with leather, $700; Contrast stitching, $700; Electric and heated seats, $2,800; Bicolor Sportivo, $3,500′ Branding package, $1,000; Gas guzzler tax, $1,700; Destination, $9,495.
Photos courtesy of Lamborghini.
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