Lamborghini Huracan 2015 Review

Exiting the last corner at Sydney Motorsport Park in Sant'Agata's latest weapon, the V10-powered  Lamborghini Huracan, I bury the accelerator pedal and the huge rear wheels squirm under the burden of 448kW as I eye off Brabham Straight.

Despite the initial 'woah Nelly!' survival message my subconscious instantly broadcasts to every cell in my body I keep my foot planted, allowing the car's clever all-wheel drive system to transition from moderate powerslide to full traction.

Surprise and elation vie for dominance. The latter soon wins out and with a few flicks of the lightweight steering wheel paddle shift the V10 engine reaches its soul-stirring 8500rpm crescendo almost three times over. Here the Lambor's speedo nudges 250km/h in less time than it takes to glance at the jetfighter-inspired interior.

And in heartbeat turn one is rapidly approaching and it's time to give the stoppers a workout.

Big 380mm carbon-ceramic front discs are gripped by six-piston monobloc calipers, with 366mm rear rotors and four-pot calipers, offering excellent pedal feel and stupendous deceleration. I didn't notice the rear end unsettling as Adam mentioned in our previous Huracan review but then I didn't reach 270km/h...

Tipping the white left-hand drive Lambo into turn one, it responds beautifully. Very little input via the exquisitely shaped steering wheel is required to get the vehicle turning and it car sits flat and firm through the high-speed sweeper. Mid-corner it exudes the kind of Zen serenity one would expect to experience when conversing with the Dalai Llama on the meaning of life.

The way the mid-engined Italian super sports car tracks through corners is remarkable for something that weighs 1422kg – it feels more like 1222kg – with varying applications of throttle adjusting trajectory ever so slightly.

Riding on 20-inch rims shod with 245/30 rubber up front and 305/30 hoops at the rear, grip levels are supreme mid-corner and under brakes, and changing direction through turns six to nine doesn't upset its rhythm.

All these elements combined and within two laps of the Sydney Motorsport Park and I'm wishing the lead car, a fire-belching Aventador, would pick up the pace. But my radio is off as I'm half focussed on doing a piece to camera for the video, so it's impossible to tell the V12-powered beast ahead of me to get a move on. Such are the tribulations of an automotive scribe…

Despite only pushing the car to seven-tenths, and barely coming close to the car's performance threshold, my initial impression is very positive. The term 'confidence-inspiring' doesn't even begin to describe how it feels to guide the car around a race track at a fair pace. It's almost as if the car is goading me to push it to the extreme, so it can display just how far it's come since the Gallardo hit the scene a little over a decade ago.

The 5.2-litre V10's 448kW/560Nm power delivery is frighteningly direct and linear, propelling the car from 0-100km/h in just 3.2 seconds. The seven-speed dual clutch "Doppia Frizione" transmission snapping through gears crisply; the accompanying crackles from the exhaust a delight to the ears.

During my oh-so-quick spin the Lamborghini Huracan LP 610-4 – so named for its '610' horsepower and '4' wheel drive – I had the ANIMA drive mode set to 'Corsa' or race mode, which neuters the electronic nannies, stiffens suspension and sharpers throttle and gearbox response. But even in this mode it felt composed, balanced and in control.

Switched to 'Strada' or road mode and the suspension softens, so much so that I quickly revert back to Corsa.

Previous reviews on the Huracan have stated that its arch-rival, the Ferrari 458, is a more focussed beast. And while I've yet to experience the Ferrari in full flight, Lamborghini says the differences are a matter of perception.

"It's a different animal from any other competitors in that range," insists Automobili Laborghini Asia Pacific general manager, Andrea Baldi.

"It's not only a car from the racetrack and uncompromising like the Lamborghini used to be, this is also a car that is trying to become comfortable if necessary, usable on everyday basis. That was the request that the customers have been increasingly asking."

"The other factor that makes it different in the segment is that it's attracting a younger average age compared to our competitors," observes Baldi. "The design is a reason why, the brand itself makes this car unique in this segment."

No argument there. In my view this Lamborghini is untouchable in terms of aesthetic endeavour. From the angular exterior that blends modern proportions with classic sharp-edged Lambo traits of yore, to the stunning interior, the Huracan is, to use a desultory term, automotive porn.

That the Lambo Huracan (from $428,000) is almost $100,000 less than the Ferrari 458 from $525,417) may also work in its favour. Though not if you're in a hurry to get one.

"We are still collecting orders and delivery will begin to the end of this year. We have a strong order bank, more than the full year allocation," said Baldi, referencing Australia's third-largest regional market share. "If today you enter a showroom and order a car you can have it by the end of the year."

So while the Huracan may not be quite as 'focussed' as the Ferrari, it's evident that it has enough points of difference to generate profound appeal. The all-wheel drive super sports car offers consummate control at high velocities, is engaging and has a highly resonant exhaust note and more technical wizardry than any super car buyer could hope for.

From Lamborghini's viewpoint, things are looking very peachy. Baldi won't say how many Huracan's have been sold but said it will enjoy "record sales in Australia this year".

Is it a better car than the Ferrari 458? You'd have to define 'better'.