But the execution has proven problematic. Our first two acquaintances with the Huracán have been of cars with LDS – and on neither occasion have we found that it can produce either the predictability or the feedback we expect of a near-£200k, 200mph driver’s car.
Thankfully, LDS is an entirely discretionary addition to any Huracán order. So in order to find out how much better the V10 baby Lambo's handling is in passively steered form, we borrowed a standard one.
As always, the Huracán is fast, loud, sharp, extroverted – and about as impactful as it’s possible for anything on four wheels to be. A fine and authentic modern Lamborghini, then. And while the standard steering set-up doesn’t address every dynamic shortcoming the car suffers with, it certainly makes the Huracán's handling cleaner and more coherent.
Not that most Huracán owners will likely care. The car’s bombastic styling is like high explosives next to the more conservative looks of its rivals. To these eyes, the Huracán is even more aggressively attractive than its predecessor, the Gallardo. If you want your junior supercar to stop the traffic first and foremost, its abilities are unassailable.
Those astonishing wedgy looks don’t come for free, though, and so you’ll find that the Huracán’s cabin is a tighter squeeze than those of its rivals if you’re tall. The cockpit is expensively appointed and solidly built, with esoteric styling flourishes in generous supply – most of them hexagonal in shape (it’s a recurring theme). The driving position is good but not perfect, with restricted leg room for longer-limbed drivers.
The instruments, meanwhile, are all liquid-crystal and housed in a 12.3in display, with several display modes on offer. You can have large, centrally positioned speedo or tacho dials, or a large navigation display.
Regrettably, there’s no mode that displays both an analogue rev counter and an analogue speedo at equal legibility and prominence, alongside a fuel gauge and a temperature gauge: it sounds arcane, but it’s the one you miss. However, having seen this same system used so amicably on the latest Audi TT, the configurable nature of essentially a redressed version of Audi's Virtual Cockpit makes it a joy to use.
All of the infotainment is controllable through the 12.3in screen, which does take a bit of time to get used to, but is complete with sat nav, Bluetooth, DAB radio and USB connectivity.
Although it’s seriously quick, the Huracán doesn’t take off from middling revs with the rabid urgency of a McLaren 675LT – but the quality of its performance more than makes up for anything left to chance on quantity.
The car’s V10 engine feels wonderfully raw and unfettered, revving with feverous savagery from 6000rpm onwards and creating a sense of drama every bit as powerful as its 593bhp, while the thought of 562 rampant horses exploding onto the road via the rear wheels is utterly compelling. The transmission is excellent, too: fast enough in its manual mode paddle shifts to make you feel hard-wired into the driving experience by your synapses.
The car’s handling isn’t so exciting, unfortunately, although it’s quite accomplished. Directional response is slightly soft and cornering balance is stability-centric, with understeer presenting at the limit of grip more often than not.
The magnetorheological adaptive dampers of our test car made for a fairly compliant ride in Strada mode, and tauter body control in Sport and Corsa modes that isn’t so firm as to make them unusable on the road. There’s plenty of road noise, but not so much as to make long-distance touring a particular chore.