Nobody even half-serious about driving could fail to appreciate the sweeter balance the Huracán RWD possesses. The sensation is most noticeable through second- or third-gear bends, when the limited-slip diff does its highly effective best to smother the available torque into the road surface, driving the car forward in a perceptible squat.

In this scenario, the regular Huracán is both flatter and quicker, because both axles muck in, but what it won’t so easily do, even with electronic aids switched off entirely, is set the rear on an invisibly but tangibly wider arc than the front axle. The RWD does so with relative ease, and it feels sublime to drive such an outwardly fearsome machine in this way.

The standard cast-iron brakes trigger the ABS too easily, but improved feel makes them a better bet on the road than expensive ceramic ones.

But while the engine lacks the ability to detonate an explosive degree of torque at any moment, like a 911 GT2 RS can, there are still limits to the car’s tolerance of ham-fisted driving. On public roads, it’s highly unlikely, we hope, that you’ll get caught up in fourth-gear oversteer, but even at lower speeds, when the rear axle does move out of line, it can do so with surprising speed and requires quick reflexes to catch.

The steering response is at least consistent and quick and the RWD comes as standard without Lamborghini’s speed-dependent variable rack. The suspension geometry also clearly and enjoyably communicates the flow of weight, even if it fails to summon the profound sense of connection found with hydraulic-steering McLarens.

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As for ride, it is far from a disgrace. Because this is an entry-level Huracán, relatively modest 19in alloy wheels are standard and pave the way for a generous level of road-absorbing sidewall. Carbon-ceramic brake discs would reduce unsprung mass and be likely to improve ride quality further but, as it stands, the RWD rolls along well, if not with quite the same cool detachment as the alternatives. We’d still have the adaptive dampers.