Lamborghini Huracan Quattroruote

[Matteo B.]

vista pure io.. dietro l’angolo c’è un finto bar italiano che fa delle brioches buonissime

mi sa che ci sono passato anch'io...credo abbiano i camerieri italiani ....

[ricky1750]

Bianco e blu? Sarà Carluccio's... Brioches con marmellata di fichi stratosferica... Non ci sono mai andato li, di solito vado a quello vicino alla metro di russel square... I camerieri son di tutte le nazioni, spessissimo sono italiani in effetti

[poliziottesco]

in pista con autobild

[poliziottesco]

metto qui perche' sempre prove/impressioni su strada. First drive da Autocar | First for car news and car reviews

Lamborghini Huracan LP610-4 UK first drive review

Sant’Agata's Gallardo replacement has engaging aesthetics and powertrain, but dynamically it feels like we’re waiting for something

What is it?

There’s a lot that’s promising about the Lamborghini Huracán, as you know from our first drive of the supercar on continental roads.

It retains a 5.2-litre V10, like the Gallardo before it and, crucially, natural aspiration. The engine’s top end, particularly, has been heavily revised, putting the power output up to 601bhp, achieved at 8250rpm.

Maximum torque, 413lb ft of it, isn’t made until 6500rpm, which means the Huracán will want revving, likely to be facilitated by the fact that it comes with a dual-clutch transmission instead of a clunky monoclutch robotised manual. There’s no conventional manual this time because, of the 14,000 Gallardos that were sold, only around 300 were ever ordered with a clutch pedal. Pity. I drove one. It was good.

Anyway, it’s the same twin-clutch unit that the Audi R8 uses, which is appropriate because from next year the R8 will share the Lamborghini’s part-aluminium, part-carbonfibre architecture. Like the Audi, the Lamborghini comes with adaptive magnetorheological dampers, albeit they’re optional here. Also on the options list is variable ratio electrically assisted steering, which is quicker at lower speeds than higher. Our test car came with both options.

What is it like?

Standard, seemingly, is a cabin decorated with Lamborghini’s (relatively recently adopted) flamboyance; as is a generally splendid cabin finish, albeit with a few iffy plastics.

There’s a near-square steering wheel, overburdened with buttons, although this does, I suppose, free space behind it for large, fixed paddles. The paddles, powder-coated aluminium or some such, are good, while the indicator and wiper buttons are more intuitive than those on a Ferrari.

Lamborghini’s ‘anima’ switch, the equivalent of Ferrari’s steering wheel ‘manettino’ (which adjusts throttle response, steering weight and dampers from road through sport to race modes), is too easy to knock into a different setting while you’re turning the wheel.

It might not be, however, if the wheel were just round so you knew where the rim would be. Ditto, of course, if the button were simply elsewhere. Then, too, it might not seem as though Ferrari has been benchmarked in a slightly un-Lamborghini way.

Also Ferrari-esque is the electrically assisted steering’s lightness at low speeds, and its two-turns-between-locks quickness. I’m not sure if that’s a result of benchmarking (if so, a McLaren 650S would have been a better reference), but it makes the four-wheel-drive Lamborghini agile at first, if a touch disconnected. It’s joined by a ride that is firm but not brittle – at least in the damper’s soft mode.

Up the speed, and the steering assumes a little more weight, a little less keenness, but decent accuracy and good eye for the straight-ahead.

There’s a fair degree of road noise, and a lot of mechanical engine clatter – although neither is unwelcome in a hard-edged supercar – but thanks to a powerful stereo and an 80-litre fuel tank, the Huracán makes a surprisingly accomplished daily driver. Not as much as a McLaren 650S, but still, Lamborghini admits it’s attempting to broaden the Huracán’s remit over the Gallardo. It has.

The question is, of course, whether pandering to a large market gets in the way of the purity for the enthusiast. The most recent Gallardos I drove have all been Superleggeras, and next to those, the Huracán feels less purposeful. That’s not because it lacks drama. Far from it.

Put your toe in, and induction and exhaust noises overwhelm chain and cam ones, and the engine fairly comes alive. The gearshift is superb, too, and there’s pop and crackle on the overrun. This is a world-class powertrain.

The shell feels stiff, too, and in any chassis setting the Huracán corners with extraordinary flatness and huge ability. It doesn’t pummel the road like a Nissan GT-R, but I’d be surprised if it covered ground any less quickly.

Grip levels and traction are of the highest order. Approach their limit and, while not feeding a great deal back through the rim, the Huracán will nudge towards a touch of understeer on a very well-sighted low-speed bend.

On the road, that’s your lot, which is just as well, because you wouldn’t want any more drama than that, given the speed you’d have to be going.

On track, then? I’m still not sure. A few runs didn’t reveal a great deal of adjustability, even in the wet. But maybe that’s no surprise. There’s 42 per cent weight over the front, limited body movement under braking, so very little weight balance transfer, while the front tyres are 245 section to the rears’ 305, and the front track is marginally wider than the rear.

Given, even in normal conditions, some 30 per cent of power heads to the front, you have to apply a lot of poke, very quickly, to overwhelm the rear’s traction.

If you can, the Huracán adopts a neutral stance on corner exit. If you can’t, it only troubles the front end. And in neither case is the steering particularly satisfying.

I’m told Lamborghini’s own test drivers prefer the passive steering rack, which is geared somewhere between the two extremes of this, so perhaps it’s a box best left unticked.

And, perhaps, on a wider, drier circuit, at higher speeds, there’d be scope to transfer the body weight forwards, settle the Huracán’s front and exploit the power – a throttle-adjustable exuberance which, ironically, the current Audi R8 is more than happy to indulge.

Should I buy one?

The Huracán is consistently easy to rub along with, yet exciting and engaging on many levels: particularly thanks to its engine and gearbox (and, to my eyes, its compact, clean and poised aesthetic). Take it as read that it’s hugely enjoyable and always dramatic.

But the thing is that when the competition is as complete as the McLaren 650S and a Ferrari 458 Italia, it feels like you can afford to be picky.

“The Huracán is consistently effortless to drive, stable and free of unpleasant surprises,” says Lamborghini. No question. But not all surprises have to be unpleasant, and the differences between a good driver’s car and a great one are small. To me, this hasn’t quite made the leap.

in breve il giornalista le da' 4/5, lo sterzo non piace tantissimo (l' auto provata era dotata della servoassistenza progressiva variabile), dicono che in pista si rivela fin troppo stabile rendendola poco entusiasmante ed "allegra" sul posteriore.

Modificato 16 Agosto 2014 da poliziottesco

[shadow_line]

Penso che 458 sia ancora più sportiva e aggressiva come dinamica, più vicina a un'auto da pista/corsa rispetto alla lambo

[poliziottesco]

Sicuramente la trazione posteriore e lo sterzo immediato rendono la 458 un po' più viva di huaracan, poi per il resto in pista le cose sembrano andare bene come numeri per Lambo....e vediamo cosa succedera' con le versioni speciali

[shadow_line]

Di pura potenza e pura trazione facile che Huracan stia davanti a tutte le 458 pre-turbo

ma le Ferrari come dinamica di guida in genere danno più soddisfazioni, più divetimento

[Beppe_QV]

Occhio che le Huracan in prova hanno le Trofeo R e purtroppo vuol dire tanto in termini cronometrici. Circa le prestazioni, a parità di gomma, è un pelo peggio della Speciale, anche in rettifilo.

[poliziottesco]

Occhio che le Huracan in prova hanno le Trofeo R e purtroppo vuol dire tanto in termini cronometrici. Circa le prestazioni, a parità di gomma, è un pelo peggio della Speciale, anche in rettifilo.

si, infatti se dai un occhio all'inizio del topic lo avevamo gia' messo in evidenza

[poliziottesco]

Anche autoexpress prova la nuova baby lambo

Verdict

4/5

The new Lamborghini Huracan feels as brutally fast and looks as eye-catchingly gorgeous as you’d expect from a Lamborghini, but it’s missing the magic of the Ferrari 458. Ultimately, the way it understeers through corners belies the fact that it’s not quite as adjustable and fun. That won’t matter to most buyers, though, and with the Huracan’s new-found everyday abilities, it’s a much more usable prospect than the Gallardo.

The Gallardo was Lamborghini’s most popular car ever in the UK, so now we’ve finally had a chance to drive its replacement – the new Lamborghini Huracan – on British roads, can it continue the success?

Some have said that the styling isn’t nearly as outrageous as it should be, but every time you pass a group of people and check your mirrors, you’ll see each and every one of them turn their heads to watch the Huracan go down the road. It’s low, wide, compact and edgy – the rear three-quarter view is particularly gorgeous.

From the driver’s seat, you get a great view in the mirrors of the huge intakes, feeding air into the updated 5.2-litre V10. Elsewhere, there are plenty of unusual design features such as the fighter jet-style engine-start button, which hides behind a protective red flip-switch. Then there’s the reverse selector, which juts out of the centre panel, and the wild green upholstery fitted to our car – although more sombre colour combinations are available.

So it looks like a Lamborghini – inside and out – but does it drive like one? It’s got all the performance you’d expect, certainly. That 5.2-litre V10 now produces 602bhp, which is delivered via a new seven-speed dual-clutch gearbox to all four wheels. The result is 0-62mph in 3.2 seconds.

The roaring engine – which crackles and bangs on the overrun – adds to the dramatic punch of acceleration every time you floor the throttle. You get 75 per cent of the torque at only 1,100rpm, with the full amount kicking in at 6,500rpm, so it starts out brutally fast and only gets quicker as the revs rise.

In the Gallardo we’d become accustomed to jerky shifts from the automated manual gearbox, but the new dual-clutch is infinitely better. A full-throttle upshift is as smooth and quick as a gentle shift from fifth to sixth while driving around town at 30mph. The Huracan is now just as good on-track as it is in the city in this respect.

There’s still a bit of Lamborghini drama to everything, though; if you’re cruising along and decide to plant the throttle in Auto mode, you’ll get a pronounced thud and a jolt before the box selects a gear two or three ratios lower and launches you forwards. A switch mounted at the bottom of the steering wheel allows you to switch between Strada, Sport and Corsa modes, depending on how brutal you want your Huracan experience to be.

Left in standard Strada, the car is actually pretty docile and comfortable. Having so much torque available from so low in the revs means it’ll happily cruise around town in seventh, and leaving the dampers in their softest mode allows it to tackle bumps surprisingly well.

Sport makes the steering more responsive, firms up the dampers and loosens up the stability control. It’s good for a smooth B-road, just sharpening the Lambo’s responses slightly, but there’s little give in the suspension which means you’ll be thrown about the cabin a lot more. Corsa gives you even more free rein to unsettle the car, and sharpens up the throttle a bit as well.

Whatever the mode, the Huracan feels really quick to respond to your inputs thanks to the variable-ratio steering rack. It can tackle sweeping corners at speeds far higher than nearly everything else on the road, and can power out of them far sooner due to its excellent four-wheel-drive traction.

However, chucking it through tighter bends reveals a lot of understeer – and trying to provoke the rear to break traction often results in yet more. It’s not as ultimately rewarding or predictable as a Ferrari 458 or McLaren 650S. Also, as wild as that interior looks, it’s really not that usable. The indicators are controlled by a tiny switch on the wheel, which you must hold left or right otherwise you just get three indicator flashes.

The wiper control is similarly frustrating, and the window switches must be pushed up to make the glass go down. What’s more, there are some blanked-out switches on the steering wheel – not great on a £200,000 car. Many of the console buttons are clearly from Audi – as is the key – so you end up losing that bespoke feeling that you get from the Ferrari or the McLaren.

With both those cars being more fun to drive as well, the Huracan must settle for third place in our eyes – it’s good but just not good enough.

da Auto Express | New and Used Car Reviews, News & Advice

anche loro dicono che quando l' auto viene spinta su curve particolarmente strette, ha una tendenza molto marcata al sottosterzo, che diviene ancora piu' marcata quando si cerca di farla sculare.

Non dicono cosa accade con i controlli elettronici completalmente off (o forse non si possono escludere completamente?)

In un certo senso sembra che abbiano davvero reso il comportamento di quest' auto meno ballerino di quello di Gallardo, che a sua volta era sicuramente meno vivace di quello della coeva F430.

Infine dicono le in quanto a divertimento le prime due rimangono sempre 458 e 650S

Modificato 19 Agosto 2014 da poliziottesco