A five percent power hike, some active aerodynamics, half a passenger’s worth of saved weight and what might be the most adhesive set of tyres on the road-legal side of a hillclimb slick: working together, they have a transformative effect on the Huracán.

They get it only so far against the Autocar timing gear, though. So Lamborghini hasn’t quite turned the Performante into the quickest supercar on the block here – not in a straight line, at least.

There’s just a touch of throttle adjustability to the handling around if you’re carrying enough pace

You might not have imagined it would be, of course, compared with a 720S that’s 170kg lighter still and considerably more potent with it.

But taking the bombastic theatricality of the Huracán’s V10, the car’s unmistakably enormous outright pace and that engine’s micron-perfect throttle response and pedal proportionality in combination, it’s hard to believe that anyone could find the style or scope of this car’s performance in any way wanting.

The Performante sounds magnificent. Thanks to its special exhaust, it’s even louder and more operatic than any other Huracán and therefore several times more red-blooded and characterful than any turbocharged rival.

It responds in what seems like a nanosecond and in supremely close relation to the angle of your right foot and it makes you weep for the wider demise of the atmospheric performance engine.

Our in-gear acceleration graphs show something you won’t see on the equivalents for a Ferrari 488 or 720S: almost arrow-straight lines as the car accelerates, preceded by pointy corners representing the instant the accelerator pedal is flattened. This car has exactly the kind of engine you once dreamt a supercar might.



It has a superb transmission, too, whose dual clutches can swap ratios with well-timed smoothness in automatic mode and with laudable speed in manual mode. The sheer pace of this car on a circuit means you’re seldom in the same ratio for more than three or four seconds if you’re really pushing, yet the next one – either up or down the ’box – always seems to be ready before you need it.


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The car’s brake tuning can be a bit problematic, the pedal tuned to be race-car hard in normal use and only really softening and offering much feel when there’s heat in the tyres and ceramic brake discs.

In the wet, therefore – and even when our test car’s Trofeo R tyres were cold – the brakes felt slightly weak, leaning too heavily on anti-lock intervention. When the car’s critical components are on track and on song, of course, it’s a very different story.

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