That has necessitated adjustments to both aerodynamics and suspension, especially when you factor in the desire to give more front end bite. The front is now more efficient at producing downforce, while the front springs and front anti-roll bars are, combined, about 10% softer than before, to help put weight on the nose and increase agility on turn-in.
The rear suspension is only revised on order to balance the changes to the front and, while the steering hardware is unchanged, that it is unencumbered by power is said to make the car feel more responsive to inputs. Dynamic steering – which changes its ratio depending on speed and inputs and so on – is optional but wasn't fitted to our test car and is usually less satisfactory than a standard set-up anyway.
The engine and gearbox, meanwhile, remain unchanged in hardware, although the power of the 5.2-litre, naturally aspirated V10 is down from 602bhp in the four-wheel-drive car to 572bhp here, and it's made at 8000rpm rather than 8250rpm. Lamborghini says that’s to give a better balance with the rear wheels, but also concedes that it’s easier on the transmission, given that there’s a lot less driveline to cope with the power.
And, oh, how turbochargers have spoilt us for torque. The turbocharged Ferrari 488 GTB has some 561lb ft of it at 3000rpm. This normally aspirated Huracán gets a mere 398lb ft, and you’ll have to wind the motor to 6500rpm in order to access it. So if you want to make progress in a Huracán, you have to want to. Won’t you?
What's it like?
Truth be told, you don’t have to work a Huracán very hard to get it moving. Despite the minor power loss it still feels like an urgent, explosively fast car.
Mostly that’s because it is: a 3.4sec 0-62mph time from a two-wheel-drive car is quick in anybody’s language. And partly it’s down to what a turbocharged engine can't replicate: instantaneous throttle response at any revs.
Even if you’d actually move more vigorously in a 488 GTB – and you would, zipping round to the redline in a time you’d scarcely believe comprehensible – the instant way the Huracán delivers its power makes it feel incredibly alert.
But it’s in the handling where the LP580-2’s transformation has come. It still pushes on in some chassis modes – of which there are three – but, you’ll not be surprised to learn, with nearly 600bhp and only rear wheels to deploy it, it’s now rather throttle adjustable. Goody.
Those modes, then: there is Strada – street – in which the stability control system cuts in quite early and there is still notable understeer. There is Sport – er, sport – which firms the magnetic dampers (again, optional but fitted), but only a touch, in order to let the car lean on its nose and generate notable oversteer.
More oversteer than any other mode, in fact. Sport is the one about which Lamborghini makes the biggest song and dance when telling you how driftable this car is. Curious, then, that the stability control, even if you’ve switched it out, intervenes in Sport too, quite soon after grip disappears.
Only in Corsa – race – which firms the dampers again and returns the car to a more neutral natural cornering stance, can the ESC be turned off completely, which also frees the car to run into the rev limiter and lets you pull downshifts when a lower gear would be close to the redline. In other modes it won’t do either.