The LP580-2 is still a Lambo, bless ’em – and still a good deal firmer, noisier, angrier and more raucous than any of its direct rivals. Which is the way things ought to be. If Lamborghini’s entrant in any given niche of the performance car market wasn’t the most harem-scarem option, the company would be missing its USP.
But in any guise, the Huracán is a car you accept warts and all. It’s made by people who care much more that it’s the most outlandish-looking car you might be considering than whether your 6ft 4in northern European frame happens to fit inside it. People who value the sound and fury, the building delivery and the diamond-hard response of an atmospheric V10 more highly than the sheer torque and pace (and leaner emissions) endowed by a turbocharged engine. People who instinctively understand that what a car like this actually is, and how it appeals to the senses, plays at least as big a part in how excited it makes you feel as what it does.
The Huracán does not play lightly on the senses. On the move, the cabin is always alive with road roar, while the ride is plainly softer than that of the LP610-4 in Strada mode but still unforgiving over sharp ridges and catseyes and hard-edged at all times. It feels deliciously naughty, in other words – and you’ll love it for that.
The performance deficit that the car suffers relative to its range mate is so slight as to make almost no difference during road use. Opportunities to extend the car’s engine up to 6000rpm and beyond, using full throttle, are so few anyway. At any rate, when you do get to wind it up, the LP580-2 is still heroically fast and dramatic. I’ve read sniffy mention made elsewhere of the fact that the car’s V10 makes its peak power a bit earlier than that of the LP610-4. That's true - at 8000rpm. That’s not exactly early, though. And it still spins all the way to 8750rpm, by the way – in a sufficiently crazed fashionmake your hair stand on end, if only there were enough head room in the car.
Lamborghini is to be applauded for taking criticism of the Huracán’s steering seriously and producing a rack of much-improved feedback here. Our test car (fitted with standard passive steering) still felt somewhat over-assisted in Strada mode but much more communicative in Sport and Corsa settings.
But what of that handling balance? Well, our first taste of the LP580-2 came on a very wide, very fast track late last year, where it seemed that Lamborghini’s works had paid a real dividend to the adjustability of the car. But on the road, the handling balance that we reported on last time around somehow fails to reinvent the Huracán’s driving experience, although it does improve it somewhat.
At normal speeds, the LP580-2’s handling still feels stability-biased; its outside front wheel fails to load up as instantly or turn the car’s nose as keenly as you find in a Ferrari 488 GTB or a McLaren 650S. The rear axle feels determinedly immobile under a trailing throttle, too. And as you feed power back in mid-way through a corner, there’s very little sense that you can involve the rear wheels in the handling conversation - not with any delicacy. But then many of the Huracán’s rivals rely either on an actively controlled e-diff to finely manipulate their driven axle on the way in and out of corners, or a proprietary torque vectoring system. There’s nothing so clever in play here.
Increasing your speed and effort levels on a track will ultimately enliven the car’s handling with some slip angle, as you’ll see from our photographs, but it doesn’t come easily, or tidily – or in a particularly forgiving fashion. Moreover, the incisiveness and controllability of a truly great supercar just isn’t quite there in the LP580-2, whatever you do at the wheel.