More Advanced Materials and Tech
The Huracán’s body is done in aluminum and so is most of the underlying structure. Architecturally, the big leap forward is the use of carbon fiber in the rear bulkhead, center tunnel, and portions of the B-pillars. The composite accounts for a 54-pound weight reduction and is part of a 50-percent increase in rigidity compared with its predecessor, the Gallardo. The carbon-fiber pieces 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 assembly.
Unfortunately, there’s no manual option with which to lash the V-10. Too few Gallardos were sold with three pedals, so now the Huracán comes exclusively with a seven-speed dual-clutch 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 much premium.
Down on the steering wheel, at the six-o’clock position, is the so-called ANIMA switch. Similar in concept to Ferrari’s steering-wheel-mountedmanettino or Audi’s drive select, the three-mode system toggles among 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 magnetorheological dampers go to their softest setting, stability control intervenes early, and the engine’s exhaust flap stays closed until 4000 rpm. Moving to Sport or Corsa enlivens the car by changing steering effort and response, opening the muffler valves to let the engine roar more loudly, 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.
A (Relatively) Friendly Bull
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 and controls lack any sort of spooky backbiting. We figure the car weighs 3450 pounds--the last Gallardo LP560-4 coupe we tested weighed 3507 pounds—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 tires. 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 dashboard, visibility is good. But you sit closer to the front axle 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.