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The Top Gear car review:Lamborghini Huracan
For:Stonking engine, impressive road manners, superb brakes, design
Against:Not quite the hard charger it once was
LP 610-4 2dr LDF
What we say:
The new Gallardo returns Lamborghini to the entry-level supercar top table - even if it is a bit play it safe
What is it?
The replacement for the Gallardo, Lamborghini’s most successful ever car, with over 14,000 sold since 2003. That gives the Huracan a suitably mountainous task, one that Lamborghini has chosen to tackle by playing against type and taking a safe option. The Huracan is no radical reimagining of the modern supercar. There are no hybrid systems here, for instance. In fact what there is, is familiarity. The 5.2-litre V10 is carried over, albeit heavily reworked, and it’s still positioned in the middle of the car and drives all four wheels.
However, there’s now a seven speed dual-clutch gearbox and an all new chassis, partially constructed of carbon, that’s 50 per cent stiffer than the Gallardo’s. Is that enough to return Lambo’s ‘entry-level’ supercar to the top of the class above the Ferrari 458 and McLaren 650S?
It doesn’t take long on the move to confirm that the Huracan has reined in Lambo’s bad-boy schtick. The first thing you notice is how well it rides, how well mannered it is. At a motorway lick the soundtrack is oddly anodyne, sounding busy not ballsy, while the suspension isolates bumps, thumps and staves off surface irregularities ably.
Get it on a great piece of road and you uncover another whole side to its personality. The naturally aspirated V10 conjures music from its mechanics, and hurls itself forwards in a vicious lunge. All the components feel well calibrated, making the Huracan an easy car to get to grips with. Traction is boundless (the torque split is 30:70, but 100 per cent can go through the rear if required), and although not as sharp as the Ferrari, or punchy as the McLaren, it’s convincing enough to sit at the top table.
On the inside
The cabin is theatrical, dramatic and laden with both jet-inspired functionality and Audi-donated quality. There’s no central screen, instead all functions are dealt with on the main display behind the steering wheel. There’s no traditional gearlever either, while the Anima button on the wheel allows you to toggle through the various Strada/Sport/Corsa options. The driving position is good, the view out through the narrow window less so, but very emotive.
Lambo may be under Audi’s wing, but that’s not to say costs have been brought in line. This is still a mighty costly car to buy and run – over £200,000 with a few options added and fuel economy likely to hover in the late teens at best. Probably the least of your worries if you’re minted enough to buy one new. A lack of Porsche 911-like practicality is also unlikely to be of great concern; there’s not much showboating value to be had in Tesco’s car park. The initial batch of cars will be in great demand though, so early retained values should be high.