Personally I’d say no, it isn’t necessary – for several reasons. One, the car is so much more sorted fundamentally than the Gallardo it replaces it seems odd that Lamborghini felt the need to make the electronics so much more intrusive.
Two, on twistier roads the system is so hyper-responsive, and so keen to engage, I actually found it quite difficult to assess what the chassis was doing beneath my backside. Even in Corsa mode and theoretically with everything switched off, including the ESP, it was still re-engaging, killing the throttle, tickling the brakes, way before the Huracán was anywhere near a slide.
Maybe the car I was sent out into the hills with had been deliberately harnessed so that it wouldn’t allow the slides that our art editors are so keen to publish, or maybe not; all I can do is assess what I am given in the end.
Three, for the customer who loved the Gallardo for all its noise and pomp and close-to-the-precipice excitement, a car such as the Huracán might just seem a little bit beige.
But here’s the quandary, and the reason why Lamborghini has set the car up to be so super-secure in the first place, one suspects. Sant Agata’s traditional markets of the USA and Europe are at best flat-lining, at worst shrinking, albeit glacially – whereas in China they can’t sell 'em fast enough.
And in China, your average Lamborghini owner simply isn’t interested in going anywhere near the edge. They want the looks, the noise, the style and the performance of a Lamborghini, with a big dose of usability thrown in for good measure, but they couldn’t give a monkey's about scaring themselves in their supercars every once in a while.
In the most obvious sense, that makes them a whole lot smarter than the rest of us; than us so-called purists from Europe and the USA, who have traditionally quite liked the odd moment to be available in a big, hairy Lambo.
But I honestly believe that Lamborghini has gone a wee bit over the top on this occasion. And I think the solution probably lies somewhere between the two.
Look at what Ferrari and McLaren are doing if you need further convincing. In both cases they are trying to engineer as much excitement INTO their cars at the moment, McLaren even admitting that it made the 12C a little bit too safe and too cosseting first time round, hence the extra edge and adjustability of the 650S.
And in both cases, Ferrari and Mclaren are showing their customers maximum respect in doing so. They are trusting them in their ability to handle, and enjoy driving, a 600bhp mid-engined supercar.
Lamborghini, on the other hand, seems almost too keen to keep its customers away from the edge. We’ll see who’s got it right over the next few years.
Read the Lamborghini Huracán first drive.