In short, it is a Lamborghini like none before.
First off, the car employs a twin- clutch automatic transmission -
one which the immaculately suited Lamborghini management previously
dismissed as being too "soft" and "emotionless".
But in fact, it ranks as one of the best things that has happened
for Lamborghini, right alongside the marque's acquisition by Audi 16
years ago.
The gearbox makes the Huracan so much more comfortable to pilot,
especially when all you want is to get to the office without a speeding
ticket.
And yet, it takes nothing away from the Raging Bull, which every
10-year-old knows is always going to be more "extreme" than a Prancing
Horse.
Flip a switch conveniently located on the flat bottom of the
steering wheel and the car goes from Strada (street) to Sport mode. And
a second time to bring it to Corsa (race circuit) mode.
The first whips up a storm to transform an almost easy-going Lambo
(unheard of before) into a ballistic beast the world is more accustomed
to.
Seamless gear changes give way to sledgehammer shifts that shake you
like a rag doll in your seat. But at the same time, they are a tinge
less violent than movements made by the six-speed robotised manual the
marque used previously.
Throttle response, which is already beyond reproach in Strada mode, becomes more sensitive, more urgent.
The car's suspension toughens up, going from firm to rock hard.
Incidentally, the test car is equipped with Audi's electro-magnetic
active damping system.
Unlike carbon brakes which are standard issue in the Huracan, this electronic wizardry is a cost option.
But it is highly recommended because it includes a nose-lift
function that allows the oh-so-low Huracan to cope with nastier speed
humps, steep ramps and roadside curbs.
The default ride setting in Strada is cushier than what the marque
was previously capable of, but it is unmistakably Lambo. You still feel
every pimple on the bitumen.
This intimate acquaintance with the road is reinforced by the
steering, which is less hefty than before but still affords a decent
level of feedback.
Now, let's come to Corsa. It may be tailored for track use, but it
is, in fact, more friendly to use on Singapore roads. This is because
it puts you in a "manual transmission" frame of mind, as the car will
not change cogs on its own in this mode.
And because of that, you get to enjoy the fireworks that come with
Sport mode, without the repression that comes with seriously delayed
upshifts.
But given an empty stretch of road ahead, the car is most enjoyable
in Sport mode. And it does not have to be a particularly expansive
highway either.
Despite its broad shoulders, the Huracan carves up the twisty Old
Upper Thomson Road with more ease and precision than a compact hot
hatch.
Its ray-like profile and fat tyres give it an unshakeable adherence
to the road and you merely need to tap the left pedal to sail past the
baddest bends.
Compared with past Lamborghinis, which tend to be either a handful
or constipated when driven in the city, the car, whose name means
hurricane in Spanish, is a breeze.
When unprovoked, it is perfectly happy to hum along in seventh gear
at a touch more than 1,000rpm. At this speed, it will accelerate
effortlessly without changing down.
Equally astonishing is the car's build quality. While the Gallardo
was commendable in that respect when compared with pre-Audi Lambos, the
Huracan puts the brand on a par with top luxury players.
In some areas, its finishing is better than what you would find in a German rival.
Its cockpit is also refreshingly new. Along with the hexagonal theme
that permeates the car inside and out, you get lots of neat features.
Like a missile-arming ignition switch, a pull-up flap that engages
reverse gear, a self-release electronic parking brake and
motorbike-like signal switchgear (same for wipers).
The motorbike-like signal switchgear is most useful as it declutters
the space behind the steering wheel and leaves no room for ambiguity
when you want to play with the shift paddles.
Even the sports seat is comfortable, with proper adjustments and a padded headrest area.
The only thing the car could do with is a photochromatic rear-view
mirror. Because it is so low-slung, headlight glare from vehicles
behind can be irritating.
Last but not least, the Huracan is a beautiful car. Its styling is futuristic but not outlandish, aggressive but not coarse.
While the Gallardo appeared a little loud and uncouth in some
colours, its successor will not be out of place at an establishment
that plays classical music instead of rap numbers.
It even pulls off a shade most associated with its Maranello rival.
Indeed, the test car looks quite regal in crimson. So, if you have
always wanted to drive a Raging Bull, here is your chance.
Specs
LAMBORGHINI HURACAN LP610-4 5.2
Price: From $1,168,000 without COE
Engine: 5,204cc 40-valve V10
Transmission: Seven-speed dual-clutch automatic with paddle shift
Power: 610bhp at 8,250rpm
Torque: 560Nm at 6,500rpm
0-100kmh: 3.2 seconds
Top speed: 325kmh
Fuel consumption: 12.5 litres/100km
