LAMBORGHINI Huracan LP 610-4 Review

This oversteer refrain is obviously the work of the all-wheel drive system, which now features electronic control for the torque split between the axles. There’s a multi-plate clutch that normally sends 70 percent of the zing to the rear. In case the driver decides to play the madman card, the front axle can receive up to 50 percent of the power, while the rear one can go all the way to 100 percent, thanks to its mechanical limited slip diff.

As for the steering itself, Lamborghini has switched to electromechanical assistance like almost everybody on the market. You can choose between a standard system and the Lamborghini Dynamic Steering, which varies the level of assistance according to the speed. I only sampled the latter and found a fair behavior.

The system delivers precise control and the steering never actually becomes light until you reach parking speeds. Nonetheless, I would have wished for some extra feedback, not because this was needed, but simply for that kind of driving-thrills-at-30mph experience Lamborghinis have accustomed me with.

Since so many supercars use forced induction nowadays, naturally aspirated engines risk not being able to deliver the same straight line excitement as their twin-turbocharged competitors. Not the case here though.

Lamborghini hasn’t introduced an all-new engine, but boy did they bring one sweet upgrade to the Gallardo’s 5.2-liter NA V10. At 610 hp and 413 lb-ft (560 Nm), the output gains are not all that dramatic, but the real world experience is something else.

The previous incarnation of this 5.2-liter mill made the car around it feel as fast as a motorcycle when high on the revs in second gear. This one is even better and it’s all thanks to something the Italians call Iniezione Diretta Stratificata. While Lamborghini explains the Aventador’s all-new V12 didn’t need direct injection, for the Huracan’s V10 they combined direct with indirect injection. Confused? You bet you are, this thing revs like crazy.

Going past 3,000 rpm gets you in the full pulling power mode, but once you exceed 5,000 revs the race towards the 8,250 peak power rpm ends before you know it. Literally breathtaking.

Aside from the road part of our drive, the time we spent with this Raging Bull also included a track stint. This part of the drive took place at the Motorpark Romania circuit, which friends like to call "Adancata". The 3.3 km (2 miles) of the track combine the technical approach required for a few rather extreme corners that extracted every bit of chassis performance from this Lamborghini with a straight where we managed to get close to 300 km/h (186 mph) in the Huracan.

That shouldn’t come too much as a surprise, since the 3,135 lbs (1,430 kg) Huracan actually has a slightly better power-to-weight ratio. We didn’t measure the performance, but the result of various tests have revealed the Huracan can cover the 0 to 60 mph sprint in between 2.6 and 3.3 seconds, depending on the conditions - that’s a tad quicker than the Aventador.

Throw the two at each other on the drag strip and, if the drivers play their part properly, both will complete the task in 10.4 seconds.

Nonetheless, the V12’s significantly greater torque allows the Aventador to take the lead when talking about the 0 to 124 mph (200 km/h) or o to 186 mph (300 km/h) sprints, albeit not by much. Fret not, the Huracan’s times go as low as 9.2 and 27.6 seconds, hugely impressive values.

As for the maximum velocity, the highest value the Huracan has been clocked at is 206 mph (332 km/h), while the Aventador can climb to 220 mph (354 km/h). The bottom line is that at legal speeds, you won’t feel any difference in terms of performance. This means you can happily smile to any Aventador owner if you happen to meet one around the city.

As for the gearbox, the e-gear automated manual has been left behind, being replaced by a dual-clutch transmission. In case you’ve got an Italian wife or girlfriend, you should say Lamborghini Doppia Frizione, or, if you can’t get the accent right, LDF.

The artificial intelligence is impressive, as the transmission reads your mind with accuracy in automatic mode, but not feeling quite as marvelous as Porsche’s PDK. The neck-snapping Corsa shift thrills of the Gallardo are gone and yet I can’t argue with the logic here: instead, you get a fast gearbox you can use everyday. Speaking of this, the paddle shifting generates swift reactions that will make you want to play with the car even more.

I stop to feed the thing with gas, a good occasion to notice the efficiency: 14.5 mpg or 16.5 l/100 km. Once I got back inside, I bypassed the drama exhibited by the red flip-up cover of the engine start button. Amusingly enough, you can slide your finger right through it and fire up that V10 like a little offender.

Oh and forget the “jet fighter” effect some claim the interior has on you. That impression actually comes from the launch control.

Then there’s the noise. You might have noticed the car world has gone mad with the backfire soundtrack over the last few years. From the MINI Coupe to the Jaguar F-Type, the market now offers plenty of cars whose exhausts pop like there’s no tomorrow. Well, the Huracan is unmistakably the king of this.

In the rest of the time the soundtrack gets an 8 out of 10, but perhaps the optional sports system will turn that up to the max.

As for when you need to kill the speed, the standard carbon ceramic brakes provide pleasant modulation, but the system does become noisy if you really heat things up. By the way, the Huracan manages to stop a bit quicker than the Aventador, with the best recorded 62 mph stopping distance being 100 feet (30.5 meters).

Nowadays you can’t have a sporty vehicle, let alone a supercar, without driving modes, so I’m used to all sorts of gimmicks. However, Lamborghini really took things to an interesting level with its ANIMA system. There’s a massive difference between “Strada”, “Sport” and “Corsa”. Most of the time, I found myself in the intermediate mode, which acts like a majordomo that knows the master needs to have his entertainment, but will always take the necessary precautions.

The ECU and throttle mapping, as well as the gearbox and exhaust valves were already under control, but the Huracan also adds the center diff and the suspension to the list of sub-systems who follow the orders of the little red switch on the steering wheel. All these thoughts fade away when you’re charging down the road in a Huracan.

This may be a Lamborghini that can cause a stir in the Vatican with its unholiness, but it doesn’t put too much strain on its driver when the pedal on the right is left alone. The only gripe I have in the comfort department is with the seats, which could’ve been less firm without losing any of their assets.

Sure, Lamborghinis are blisteringly quick, but the truth is they’ve never directly competed with Ferrari, Porsche or McLaren. That’s because Sant’Agata Bolognese creations have always been about the show. A Lamborghini is supposed to make the world stop and admire it, while tricking its driver into believing he or she has suddenly become a jet fighter pilot.

In this respect, the Huracan is an astounding success, since its usability allows this show to go on for much longer than any Lamborghini before it.

Speaking of the negative bits, the dynamic balance of the Huracan is a bit unusual. On one hand, you have this agile, rev-happy machine that you can drive with ease if you know what you’re doing. On the other hand, the thing isn’t quite as incisive as expected, being a tad shy when it comes to oversteer and only offering decent steering feedback.

None of this matters too much for the Huracan buyers though. Like I said, this is an emotional purchase and charisma is something this Lamborghini has plenty of. A single look into its LED headlights and it starts getting under your skin - by the way, there isn’t a single light bulb on this car, everything is LED now.

As for the interior, the Huracan’s cabin is definitely stylish enough to serve as a location for your favorite Italian fashion brand’s next presentation.

We’re not the only ones who figured out the Huracan is the type of car that swipes its clientele off their feet - in just ten months of market presence, this Lamborghini managed to convince 3,000 customers, out of which 1,000 come from the US. Yes, 2014 will be a record year for Lamborghini. Finically speaking, the Huracan does so much more than just follow the footsteps of the Gallardo.

This is the part where I have to mention the price, with the Huracan starting at $240,000. In Europe, the starting price sits at EUR200,000, including 19 percent VAT. You’ll probably want stuff like the all-round parking sensors, the magnetorheological suspension and the transparent engine lid, so be prepared to spend a couple tenths of thousands on the optional extras. That starting price a hefty premium over the Gallardo, but hey, the Huracan is about a hundred grand more affordable than the Aventador, in any currency you like.

Cars are, ultimately, appliances. Have you ever wondered what makes them special compared to other pieces of technology we’ve invented over the years? It’s the feelings and emotions they manage to create inside us and the Huracan does one hell of a job when it comes to that.