VERSATILITY isnít normally a quality one tends to associate with supercars yet itís precisely this criterion that often defines the best.
Single-minded focus is, by comparison, fairly easy. Creating something with a broad range of talents is a far trickier brief. Itís also one that the Lamborghini Huracan has nailed to rack up huge sales. In 2016 alone, the Huracan shifted more units than 16 yearsí worth of Countach sales and is breezily outstripping its predecessor, the Gallardo.
A car with the civility and build integrity to be used as a daily driver yet which is feral enough to do justice to SantíAgataís heritage was something the Gallardo never quite achieved.
Given to the odd moment of histrionics, that car needed to up its dose of Ingolstadt, as is evident in its successor. Choosing which Huracan from a gradually FIRST AUSSIE DRIVE broadening range is a nice problem to have, but making a sound case for the LP580-2 Spyder isnít a thorny assignment.
Three factors instantly weigh in this modelís favour. Obviously itís rear-wheel drive, the open top gets you front-row seats to the fantastic V10 soundtrack and the price is halfway reasonable in the Lamborghini firmament at $429,000.
Things you donít need to worry about? Body rigidity would be right up there. It takes 27,000 Newton metres to twist the Huracan Spyderís braced carbonfibre/ aluminium hybrid chassis by one degree. A Countachís spaceframe is resistant to a torque force of 2600Nm per degree, a Ferrari F430 Scuderia 27,600. In other words, the drop-top Lamboís no noodle.
One significant caveat is that in order to house the roof, the firewall separating you from the V10 is more upright in the Spyder than the Huracan coupe. This means taller drivers canít recline the lumbago-inducing seat to any appreciable degree, so will quickly run out of headroom. Drop the roof and the windscreen header rail will obscure your view to a worrying degree, so if youíre anything much over 180cm, buy the tin top.
Both cars share the same V10 engine and itís a poster child for the curated preservation of natural aspiration. Sure, thereís not the low-end thrust of a forced induction motor, but that delayed gratification as the needle flicks around the TFT dial, the exhaust butterflies opening at 4000rpm and then the manic, howling careen to the 8500rpm redline makes this Huracan as angry a supercar as youíll ever desire.
The steering of this rear-wheeldrive model is a smidgeon sweeter than the all-wheel-drive cars, but itís not night and day. The 23kW deficit compared to the LP610-4 Spyder isnít something youíre likely to feel. Thatís five percent of difference and is partially offset by the 33kg saved by dispensing with a Haldex clutch pack, front prop and driveshafts. The front suspension of this 580-2 version is also slightly softer in comparison to the LP610-4 and in the dry thereís real neutrality to this Huracan Spyder, with hugely reassuring front-end grip. The standard steel brakes deliver friendlier modulation than the optional, and pricier, carbonceramic discs and are well up to the demands of fast road work.
The LP580-2 looks to be the sweet spot in the Huracan range and this Spyder loses very little to its coupe sibling yet gains quite a lot. Youíll need to be careful when specifying not to blow the value proposition but this is now a supremely well-rounded supercar. ĎMolto poliedricoí, as they might say in Emilia-Romagna.
Thatís a compliment.
Magnificent soundtrack; duality of character; styling and charisma Tight inside; questionable ergonomics; wildly expensive options
Huracan does without a full-size screen in its centre console, Lamborghini instead concentrating functionality into the TFT dial pack. The result is a button-heavy centre stack but one which is refreshingly slim and stylish.
Itíll take a keen spotter to discern the LP580-2 from its all-wheeldrive sibling. The front end features bigger air intakes on the rear-drive car and the 580-2 also gets deeper tail-light surrounds than the sleeker 610-4 versions.
One feature the LP580-2 gets that the LP610-4 doesnít is an idle-stop system. Itís dementedly rapid in its reactions, giving the V10 a big flare as soon as it detects your foot twitching off the brake. Trust Lamborghini to make fuel economy fun.
Given the eye-watering price of Lamborghini options, itís worth being a little circumspect with the box-ticking. Weíd say yes to the parking sensor and camera kit at $5700, and the $5090 front lifter kit but would baulk at paying $8900 for our test carís 20in Giano alloys. The $22,100 carbon-ceramic brakes and the $3500 dynamic steering are options weíd gladly live without, but itíd be hard to resist the magnetorheological dampers at $4860, which would further broaden the Huracanís skillset.
Maranelloís blown idol will require a significant extra investment, but itís hard to argue against. Devastatingly rapid point-to-point, in terms of pure talent the 488 has most of its price-point rivals easily covered.
Hereís the prime alternative if forced induction doesnít appeal and youíre desperate to bring the noise. Itís not long for this world but the Vantage still looks Ė and sounds Ė the goods.