Geneva show reveal for new Lamborghini supercar, which replaces the Gallardo

Lamborghini’s new Huracán supercar – which replaces the 10-year-old Gallardo – has broken new technological ground thanks to a new type of hybrid carbonfibre and aluminium construction.

This new technique will be been seen in the next-generation Audi R8, and also in "several" mainstream Audi road cars, Autocar can reveal. The upcoming Audi Q7 is thought to be the first candidate for carbon-hybrid construction.

The Huracán renews Lamborghini’s assault on the fiercely fought supercar segment with more power and performance, a high-quality new interior, a new look and what the firm describes as an “innovative technology package”.

Much of this specification appears to address the main criticisms of the outgoing Gallardo, which was feeling its age next to more powerful, more modern and higher-quality rivals such as the Ferrari 458 and McLaren 12C.

The Huracán, seen in the metal at the Geneva motor show, is powered by a new, naturally aspirated 602bhp 5.2-litre V10 engine that drives all four wheels through a new design of seven-speed dual-clutch gearbox. It has a claimed 0-62mph time of just 3.2sec (bettering the 0-62mph time of the Gallardo LP560-4 by half a second), and can span 0-124mph in 9.9sec and achieve a top speed of "over 200mph".

A full 75 per cent of the engine’s 413lb ft is available from just 1000rpm – a remarkable result for an engine that is not turbocharged. A dry weight of 1422kg means the car weighs 2.33kg per single horsepower.

Economy is improved over the automatic version of the Gallardo LP560-4, from 19.2mpg to 22.6mpg, while CO2 emissions are down from 351g/km to 290g/km.

The Huracán, which will cost around £188,000 when it goes on sale in the second half of this year, has been developed in tandem by Lamborghini and Audi engineers and features a rear firewall and centre tunnel made from a single carbonfibre moulding.

The rest of the structure – including the front and rear subframes, front bulkhead, suspension components and much of the skin – is made from aluminium. The carbonfibre moulding is both glued and riveted to the aluminum that makes up the rest of the structure.

Audi technical chief Ulrich Hackenburg told Autocar that the new structure makes the Huracán over 50 per cent stiffer than the outgoing aluminum-spaceframe Gallardo, and around 10 per cent lighter.

Hackenburg also said that the real advantage of using carbonfibre in vehicle construction was to use it in "monolithic" structures such as the bulkhead and centre tunnel. He described this construction as the "backbone" of the car and the part of the structure that had the biggest influence on overall body stiffness.

Because the bulkhead and centre tunnel are moulded in one piece the construction costs are competitive with using conventional steel and aluminum stamped panels. Manufacturing the Huracán's backbone structure takes around 30 minutes, Hackenburg said.

Despite an increase in the use of lightweight materials in its construction, the dry weight of the Huracán has actually increased slightly over that of the Gallardo, from 1410kg to 1422kg. This is most likely down to the amount of interior and dynamic technology that has been added to give the Huracán what Lamborghini claims is a combination of “absolute performance with easy-to-drive road behaviour” and a “luxurious and sports-orientated finish”.

The design of the Huracán has been deliberately softened in comparison to the Aventador, said Fillipo Perini, head of styling at the sportscar maker.

One of the aims of the Huracán project was to make it “easy for the road…but very capable on the track”. To that end there will not be a manual option with the car. Just two per cent of Gallardos were ordered with manual ‘boxes and every order "went up to the board for approval" according to Lamborghini sources.

Other features include a configurable TFT instrument panel (which allows the whole screen to be dominated by a sat-nav map) and a steering wheel which houses finger-tip controls for the wipers, washers, high beam and indicators, while removing the traditional stalks on the column has allowed the fitment of bigger gearshift paddles.

The high-quality interior of the Huracán is a big step forward from the Gallardo. It features Nappa leather and Alcantara trim and upholstery. A full suite of customisable options will be offered.

A three-stage switch to alter the chassis’ characteristics – called the Anima – is fitted to the lower part of the steering wheel and will be an option. It offers variable ratio steering, which changes the amount of wheel movement depending on the chassis setting and speed of the car.

The Huracán's 4x4 drivetrain is electronically controlled, and in a steady state, divides the engine’s torque 30/70 in favour of the rear wheels. In extreme conditions, 100 per cent of the torque can go to the rear or 50 per cent to the front.

Carbon-ceramic brakes feature as standard specification, while a variable steering system, called Lamborghini Dynamic Steering, and a magnetorheological adjustable damping set-up can be found on the options list.

The model had been widely tipped to be called Cabrera, but Lamborghini has chosen Huracán — or Huracán LP610-4, to give it its full title — for the name. It continues Lamborghini’s convention of naming its cars after famous fighting bulls, Huracán being a legendary animal that fought in Alicante, Spain, in 1879.

The Huracán replaces the Gallardo, the best-selling model in Lamborghini’s history with 14,022 units produced in its 10 years on sale.

As with the Gallardo, expect a whole host of extra variants of the Huracán to follow, including an open-top Spyder, a higher-performance Superleggera and entry-level rear-wheel-drive versions.

Lamborghini currently claims that it has 1000 global orders for the new Huracán, even though it has only been public for eight weeks.

Read more Geneva motor show news.

Additional reporting by Mark Tisshaw

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Comments
13

28 February 2014
Ugh, we can't use paragraphs? If anyone wants to read that, it'll be more legible if you hit the "quote" button.

28 February 2014
I don't care what these engineers try to spin.......aluminium is just not as good as a carbon chassis period!
The Ferrari 458, Lamborghini Huracan, Aston Martin, and Porsche 911 are out of date in there construction.
Mclaren are now the leaders in the 200k category because they have the balls to produce a sports car made from proper high tech materials instead of aluminium which is not as stiff or strong........hence why F1 threw aluminium in trash can in the mid 80's.........enough said.

3 March 2014
Matthew Langton wrote:

I don't care what these engineers try to spin.......aluminium is just not as good as a carbon chassis period!
The Ferrari 458, Lamborghini Huracan, Aston Martin, and Porsche 911 are out of date in there construction.
Mclaren are now the leaders in the 200k category because they have the balls to produce a sports car made from proper high tech materials instead of aluminium which is not as stiff or strong........hence why F1 threw aluminium in trash can in the mid 80's.........enough said.

Do you really think that an organisation with the resources of the Volkswagen Group is ignorant of the benefits of carbon fibre? Maybe they are more focussed on the holistic result than simply using carbon for every single piece of the car. Lamborghini works with Boeing on carbon fibre applications for automotive use, so it's not like they don't have access to state-of-the-art knowledge of how carbon works.

I get that the McLaren uses more carbon, and that's certainly McLaren's thing and ties it back to their pioneering use of carbon in F1, but in a road car application it doesn't automatically make the overall vehicle superior.

VW pretty much has more resources than any other manufacturing group. If they really wanted to, they could squash McLaren like a bug. Between Lamborghini, Porsche, Bentley and Audi, they could suffocate McLaren at will, so let's not get too carried away with too much hyperbole.

28 February 2014
Lamborghini, Ferrari and Porsche more than have the capability to produce a carbon fibre chassis and bodied car in this class, as well as implement technology that will equal or exceed McLaren, but for one reason or another they have gone down a different route. Yet, doesn't the 12C lags behind, at least, the 458 as a complete car. Remember Lamborghini wanted a carbon fibre chassis for the Huracan but this was kicked out because it was too expensive for the next R8 which would be priced lower. And remember that Lamborghini has produced the Sesto Elemento which has a more advanced composite construction than carbon fibre. Just because the Huracan, 458 and 911 don't have a carbon fibre structure like the 12C or 650S doesn't mean those manufacturers are lagging behind and are old fashioned, while they're more than competent with advanced construction, engineering and technology, witness their motorsport achievements and various hypercars over the years. The 458 has technology that probably equals the McLaren, while the critically, the McLaren lacks the feel, drama, stimulation and the 'x factor' that is essential in this class. But then, if you prefer listening to an iPod as opposed to seeing the band live, then each to their own.

28 February 2014
Lanehogger wrote:

Lamborghini, Ferrari and Porsche more than have the capability to produce a carbon fibre chassis and bodied car in this class, as well as implement technology that will equal or exceed McLaren, but for one reason or another they have gone down a different route. Yet, doesn't the 12C lags behind, at least, the 458 as a complete car. Remember Lamborghini wanted a carbon fibre chassis for the Huracan but this was kicked out because it was too expensive for the next R8 which would be priced lower. And remember that Lamborghini has produced the Sesto Elemento which has a more advanced composite construction than carbon fibre. Just because the Huracan, 458 and 911 don't have a carbon fibre structure like the 12C or 650S doesn't mean those manufacturers are lagging behind and are old fashioned, while they're more than competent with advanced construction, engineering and technology, witness their motorsport achievements and various hypercars over the years. The 458 has technology that probably equals the McLaren, while the critically, the McLaren lacks the feel, drama, stimulation and the 'x factor' that is essential in this class. But then, if you prefer listening to an iPod as opposed to seeing the band live, then each to their own.

"advanced construction, engineering and technology, witness their motorsport achievements" So, why did it take Porsche until 1998 to introduce its first carbon fibre chassis racing car with the 911 GT1-98 sports prototype, 17 years after McLaren's MP4/1 Formula 1 car? And didn't the 956, launched after the MP4/1 I hasten to add, feature an aluminium chassis, which ultimately proved fateful when Stefan Bellof sadly lost his life in 1986 at a speed I believe was less than 100mph - a carbon fibre chassis would have saved him. Or how about a McLaren F1 winning the Le Mans 24hrs on its debut. It seems clear who the technological leader is and it's not Porsche. And I don't read any instances where McLaren's road cars burst in to flames, unlike Porsche and Ferrari. And despite being launched nearly 10 years after the F1, the Carrera GT, Enzo and Murcielago couldn't even come close to the McLaren's power or performance. It may be hard for some people to accept, but McLaren are the greatest and definitive sports car and racing car maker around.

1 March 2014
I agree with the obove post. Mclaren have always shown the way in the construction and design using state of the art materials.
Ferrari Lamborghini and Porsche are selling inferior products. In 20 years time a 12c will be as stiff as it was when it left the factory. The 458, Huracan and 911 will not be.

28 February 2014
Something else to keep in mind, McLaren's 12C doesn't use *much* more carbonfibre than the Huracan. As far as I can tell, it's only the front bulkhead that differs.
The Aventador is the cheapest car in production with a full CF monocoque, as opposed to the monocell approach of the 12C, Alfa 4C and (I think) BMW i3, so it's not like they're technologically backward.

4 March 2014
No…….making a car from carbon is superior……hence why the most focused road and track machines every built are carbon. Apart from Mclaren the other manufactures need to step in to the 21st century and stop feeding the public old aluminium chassis.

4 March 2014
"“innovative technology package”. If this Lamborghini's idea of cutting edge technology, then McLaren have absolutely nothing to worry about. As Matthew Langton alludes to, carbon fibre has far more benefits than aluminium and steel, materials which are more prominent in a 911, 458 and Huracan. The fact that McLaren charges more or less the same as the Ferrari and Lamborghini for a carbon fibre car which features more, and cutting edge, technology, shows that Ferrari and Lamborghini are ripping of their customers and are trading solely on their heritage and, I do admit, superb looks. McLaren are 'the' sports car manufacturer and they'll always be a step ahead of the competion, no matter how much money and engineers the opposition may have as their disposal. Perfection and regular technology is not adequate for Ron Dennis, hence why is cars knock spots off the opposition. The way the Veyron was conceived and designed compared to the P1, which is much quicker with less power, is a case-in-point.

4 March 2014
Guys. Again. The 12C only uses a couple more carbonfibre surfaces in its chassis than the Huracan - and the Aventador uses *A LOT* more. The Huracan has a torsional rigidity somewhere between 34,500 and 52,500 Nm/degree (probably around the low end of that).
McLaren doesn't release their rigidity figures, but a Ferrari 458 is around 31,700-to-33,120 Nm/deg, a Merc SLS is 28,000, an Aston Vanquish is 28,500, a Zonda F is 27,000, an Aventador is 35,000, a Lexus LFA is 39,130, and the Bugatti Veyron is 60,000. Audi claimed a few years ago that its next-gen R8, using the Huracan's combined carbonfibre/aluminium platform, would have 40,000 Nm/deg torsional rigidity. So, basically, the platform is *highly* competitive.

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