|Engine||Power||Torque||0-100kph||Top speed||Weight||Basic price|
|V10, 5204cc||572bhp @ 8,000rpm||397lb ft @ 6,500rpm||3.4secs||320kph||1389kg (412bhp/ton)||$234,500|
We cannot display this galleryThere’s an immediate rise in revs as the seven-speed transmission clicks down two gears, the previously rather monotone engine note suddenly more furious as it drills each revolution into my right ear. Simultaneously the steering in my hand becomes much weightier, ushering in a far greater sense of confidence when we approach the oncoming set of corners. There’s no doubt that the front end feels much sharper than the LP 610-4, a result of both grippier and softer compound rubber, plus the lack of all-wheel drive nannying. I’ll admit there still isn’t quite the textured feel I’d hoped for, but there’s little doubting the almost knife-like precision in the LP 580-2 as the front wheels turn in, their responsiveness now much greater than before. And then there’s that V10.
It’s loud. I mean, dear God, it’s loud! And utterly superb. Pull is immediate in the lower revs, low end torque offering plenty of oomph from the off, this pull both progressive yet violent right the way through to just under the redline. And when I say ‘violent’, I mean it. The ringing in the ears and the blow of momentum to the ribcage – you really don’t notice that 31bhp deficiency – is not the only sensation I feel though: with each upshift comes an almost ratchet like punch that can I felt in my lower back and kidneys, both of which are starting to praise the comfort of the buckets seats more than I ever could. Even the braking is sharp and immense, albeit with less travel in the brake pedal than I’d wish for.
A lot of my fears are being put to rest, the rather choppy and ‘sensible’ machine I’d started my day in suddenly coming alive at the flick of a button. Finally it’s starting to feel more alive, more aggressive, more agile. It’s starting to feel like a Lamborghini. And this is before I even get to the handling.
The grip at the front end is immense, the rapidity under turn-in almost akin to a certain other Italian supercar manufacturer. Mid-engine layout means the balance should be bang on, and there’s an agility that far outweighs the slightly more restrained tendencies of the LP 610-4. More so than that, there’s a genuine engagement the all-wheel drive model simply can’t replicate.
“Screw it. I have only a few hours with the LP 580-2. Time to give it a kick”
More important though are the rear wheels. They actually move, biting grip at the front end under turn-in and the immediacy of the acceleration out of each apex allow the rear wheels to become more playful. Even with the traction control safety net firmly switched on, there’s still several twitches from the rear end as the rear tyres are lit up, giving the Huracán greater adjustability through the throttle. Suddenly the enthusiasm of the raging bull has come alive, and there’s notably more agility into the bargain: lean on the nose and the grip can now take it, mid-corner lift allowing the rear wheels to tweak ever so slightly and the chassis to pivot. I can only imagine how the Huracán would handle with traction control turned off completely.
It’s several hours before my hooning comes to an end, the sun beginning to dip, the SatNav assuring me that this is far enough and the Benzina range assuring me likewise. There’s still the issues with the camera to go before we’re finally done, but compared with how the day started, there’s been significant improvements. Much like the LP 580-2 experience itself.
Stationary, the car is a piece of art. At a cruise, the Lambo can irk more than it will incite. And at not-even full pelt, the LP 580-2 comes alive. Power has dropped, yes, but the Huracán nevertheless remains biblically fast, vast reserves of torque and a perfect marriage between the naturally-aspirated V10 and performance-focused gearbox allowing the violence of the LP 610-4 acceleration to remain intact. Where the Lamborghini has truly been brought to life though is in the corners, where suddenly there’s less dependency on front end grip, the agility of the Lambo now more reliant on throttle input and a greater feel for the road. Yes, the steering may still lack the textured feedback of its rivals and prove slightly less predictable on the limit, but then again, this is a Lamborghini. It’s what we expect. It’s what we want. It’s what we’ve wanted for quite some time.
Enjoy our review of the Lamborghini Huracán LP 580-2? You can check out more of James’ work HERE and more of our test drives HERE
|Power:||572bhp @ 8,000rpm|
|Torque:||397lb ft @ 6,500rpm|
|Transmission:||Seven-speed LDF dual-clutchautomatic, rear-wheel drive|
|Front suspension:||Aluminum double-wishbone suspension|
|Rear suspension:||Aluminum double-wishbone suspension|
|Brakes:||Ventilated and cross-drilled, 8-piston (front), 4-piston (rear)|
|Wheels:||8.5J x 19 ET 42 (front),11J x 19 ET 40 (rear)|
|Tyres:||245/35 R19 (front),305/35 R19 (rear)|