AUTO

TAKE YOUR TOP OFF

The Lamborghini Huracan Evo RWD Spyder

By Richard Posluszny

From my perspective, it rings true that vehicles say a lot about their owner. You get a glimpse into their personality and how they like to be perceived. Other times, it’s simply a tool that serves a purpose.

If you purchase a Lamborghini though, you’re making a statement.

That’s because when you pull up to your destination, you make an entrance. These are automobiles that are flamboyant and likely speak to people that will not go quietly — literally or figuratively. This was made readily apparent when I took delivery of the Huracan Evo RWD (rear-wheel drive) Spyder. There’s a bit of theater to, well, everything. Simply starting the car requires you to flip up a red surround, as if you’re in a fighter jet and arming missiles for launch. It’s just a little reminder that you’re about to do something special.

You probably already knew that though from its look. This white, wedge-shaped convertible is edgy. Literally. Much like the rest of the Lamborghini portfolio of autos, they all sort of have this design inspiration that’s reminiscent of a B2 bomber. While it can be a bit overbearing if you opt for a shouty color, like a bright lime green, in white it is quite appealing.

My favorite part about this Spyder variant is the rear deck that features louvers, which helps the V10 extract heat. For a period in the early 2000s, automakers — including Lamborghini — were displaying the engines under a glass panel. I prefer the former’s “function over form” design. This also carries over to the Huracan Evo’s rear end as well. The exhaust is piped straight out the back of the engine and, additionally, the rear is much more open with a lot of grilles. If you look closely you can see inside a bit and as a car geek, I just adore it.

With the top up, you’ll note that the Huracan Spyder’s greenhouse is rather compact. Unsurprisingly, this carries over into the cabin. Given the room necessary to stow away the cloth top and due to the Huracan’s mid-engine layout, some of the interior space is eroded when compared to the coupe variant.

It’s not much but if you’re on the extreme end of the spectrum, like me at 6’8, every inch counts.

Adding to the intimate feel were my test vehicle’s seats, which were lightweight and carbon fiber-backed. While they’re not race-spec chairs, they’re pretty much as close as you can get from the factory. So, let me cut to the chase. Here’s the good news: They’re more comfortable than Lamborghini’s last-gen, carbon seats. Here’s the bad news: That’s not saying much. They’re still tough to deal with, especially if driving for an extended period (e.g., over one hour).

If you’re going to take the plunge, make sure to spend as much time as possible “testing” the seats.

Sliding behind the three-spoke steering wheel, the cockpit looks largely the same. That said, there’s one major difference. The refreshed Huracan replaces the busy switchgear that occupied the center console with a more minimalist and forward-thinking approach. Now, there’s an 8.4-inch touchscreen that serves as home for all your infotainment and HVAC needs. Overall, this is a welcome addition given that the switches could be a bit cumbersome at times.

One thing that was a bit disappointing in the Evo was the instrument panel (IP). While it’s a nice, fully digital display, the problem is that the pre-refresh car had the ability to be customized in a variety of ways. For example, if I wanted to view the map in the IP, I could. Now though it’s a bit limited, which is a shame. Clearly, Lamborghini doesn’t subscribe to the saying, “If it ain’t broke, don’t fix it.”

Overall, what differentiates the Huracan’s interior from your run-of-the-mill auto are the proportions. Take, for example, the windshield, which is severely raked and pushed out in front of you. It takes some getting used to as there’s a chance you’ll have to duck to see stoplights when you’re first in line at an intersection. But because the windshield is cheated so far in front of you, the interior feels much more spacious than it is. Because of this, you won’t feel claustrophobic.

Though for many, the aforementioned doesn’t particularly matter all that much. It all comes down to how a Lamborghini drives. Fair enough!

Once you push the Start button and the 5.2-liter, naturally aspirated V10 engine sparks to life, you immediately realize what a serious performance machine the Huracan Evo is. It’s much louder than the outgoing car and this is further enhanced by being in a soft-top version. I have no problem with that.

With 610 horsepower, it’s safe to say most people will not be yearning for more juice. Mated to a seven-speed, dual-clutch transmission, this V10 motor propels you from zero to 60 in a spritely 3.5 seconds.

Personally, I get a kick out of the differences between driving modes. While many all-new autos feature these types of settings, they’re not always as drastic as found in this Lamborghini. In Strada, the Huracan Evo is leisurely and rather sedate. Shifts aren’t really felt and it’s almost as though the car just glides along. In Sport, things get amped up a bit. You feel the chassis get slightly tauter, but it’s not bone crushing. And, in my favorite, Corsa, the car is fully unleashed. Frankly, this is how I drove the car most of the time as I wanted the sharpest throttle response as well as most unadulterated exhaust note. The pops and bangs on

the overrun are reminiscent of the Fourth of July.

That’s merely the start though.

Although the Huracan Evo is quite firmly sprung, I didn’t find it jarring to drive around northern New Jersey. In fact, I was a bit surprised at how well composed it was. Where this tight suspension pays dividends is when you stretch the cars legs out in the corners. While hitting apexes, body roll is kept in check.

What I like most about the RWD variant over the all-wheel drive (AWD) Huracan is that it’s actually fun. I know that may be silly to say about a V10-powered supercar but hear me out. The AWD Lamborghini tends to understeer when pushed hard. The RWD car, on the other hand, can get feisty. If you overdo the “go” pedal, don’t be surprised if its hind quarters steps out on you.

Essentially, the car can be a handful and you need to know what you’re doing. Otherwise, you may wind up going off-roading. Backwards. Very, very fast.

As an amateur photographer, there’s a lot of joy to be found in finding the right moment to capture. Sure, you can snap a picture using a digital camera that just requires you to point and shoot. But it’s exponentially more rewarding if you’re using a manual camera where you must find all the right settings and it requires skill to snap the best possible image.

To me, that’s the beauty in the Huracan Evo RWD Spyder. When you’re trying to get the most out of it, it will let you know it’s alive. In a day and age where cars lack personality, the Spyder is worth its hefty $230,000 price of admission.

Oh, and the top comes off. This simply means everything just gets better.