Lamborghini Huracán LP 610-4, Front view 24 Photos Zoom

Lamborghini Huracán LP 610-4 put to the test: How good is the successor to the Gallardo?

Angular, sloping, super sexy and simply different– the Lamborghini Huracán LP 610-4 continues the tradition of its successful predecessor, the Gallardo. Whether the ten-cylinder wedge with 610 bhp is also faster is revealed in the first, exclusive track test.

Stuttgart, at a large intersection in the city centre: seven police motorcyclists suddenly force the Lamborghini Huracán LP 610-4 to an unplanned pitstop. We haven't committed any crime, and the reason for the road block quickly becomes evident: 2,000 football fans are gathering with German flags for a spontaneous party in celebration of reaching the last 16.

Purism - a mix of Alcantara, leather and ornamental stitching

Lambo in Verde Mantis green, Italian number plate, first row at the traffic lights – it's clear where the epicentre is. As is typical of a Lamborghini, the Huracán LP 610-4 is an absolute spectator magnet – angular, sloping, super sexy and simply different. Side windows down, the football fans catch a glimpse of the interior of the Lamborghini Huracán. Here a sophisticated purism reigns - a mix of Alcantara, leather and ornamental stitching. Only the plastic covering on the steering wheel, the central console and the ventilation nozzles could have been finished to a slightly higher quality.

As is the case in the Aventador, there are no longer any analogue instruments in the Lamborghini Huracán. On the clear, 12.3-inch TFT screen you can select three layouts with varying arrangement of the speedometer, rev counter, navigation or additional information (for example, the air pressure and temperature of the tyres).

Optimal carbon bucket seats (additional cost of 6,128 Euros) wrap around the passengers almost as closely as the fireproof racing overalls will at a later stage. Only the layer of Alcantara, which is as thin as the Carpaccio di Manzo at the popular Italian restaurant around the corner, is stretched over the single-piece carbon bucket seat, which can only be adjusted longitudinally. Hardcore sports car fans will be delighted. Comfort-seeking boulevard posers should go for the standard upholstered seats.

Lamborghini Huracán - a 610 bhp firestarter

"Hey buddy, start a fire, give it some gas", yell the football fans, as they vacate the aforementioned intersection. The Huracán can start a fire, and how: lift up the fighter jet style red flap in the centre console, press the start button and the bull paws the ground with its hooves, agitated. The classic, longitudinally installed V10 mid-engine roars arrogantly. As such, with its capacity of 5,204 cubic centimetres, this isn't really a revolution, but an evolution. The good old naturally aspirated engine from the Gallardo era does, however, deliver more power in the Huracán, with 610 bhp - some 40 bhp more than the last Gallardo LP 570-4 Squadra Corse firestarter.

3.1 and 9.8 – here we could matter-of-factly throw out the acceleration values for 0 to 100 km/h and to over the 200-km/h mark, but what is fascinating is the 'how'. Click, click, activate Corsa mode on the new steering wheel switch, disable ESC, hold the brake, full throttle – beneath the rugged engine hood with the ventilation slots reminiscent of the Miura, a V10 hurricane is brewing, as the Launch Control adjusts the start-up speed.

Anyone who triggers the brakes will experience the lightning-fast acoustic transition from hurricane to apocalypse. The Lambo garners additional praise for its warlike voice – it is hard to find anything that is more fascinating than the metallic and mechanical ten-cylinder racing car soundscape. Slick and stutter-free, the powerful all-wheel drive vehicle glides through the acceleration process. In so doing, it undercuts the factory specified 0 to 100 and 0 to 200 speeds, each by on tenth of a second.

New gearbox - reduced throwback

And the throwback of bygone days? The biggest step forward in the development of the Huracán is the first ever use of the seven-speed LDF (Lamborghini Doppia Frizione) dual clutcch transmission, which replaces the automatic E-Gear manual gearbox. The heavy metal style head-banging of the passengers with every gear change in now finally history. While quick gear changes are no longer noticeable in Strada mode, an increase in torque in Corsa mode provides a gentle gear-shift jolt for those who like to feel a gearshift.

And so to Hockenheim, to finally see what the new vehicle is capable of when pushed to the limit. In order to achieve maximum lateral acceleration values, the Huracán test car was not fitted with the standard Pirelli P Zero tyres that are more suitable for everyday use, but rather the semi-slick Pirelli P Zero Trofeo R, which is available from the beginning of 2015 for an additional cost of 4,998 Euros. A good choice, as the Trofeo R is actually one of the best sports tyres currently available, at least when it comes to the dry grip properties.

Huracán test car lacking suitable tyres

So far, so good, but now comes the major 'But' in the story: Because the tyre dimension for the front axle currently planned for customer use (245/30 ZR 20) is not yet available, Lamborghini fitted the test car with 235/35 ZR 20 format tyres on the front. It's little wonder that the front tyres now grind against the wheel arch liners when cornering. Sorry, Lamborghini – up until now we have only experienced this type of thing in second rate tuning vehicles and not in Champion's League level supercars.

In future, better preparation should go into the test car, as overall the Huracán scored well, with a good quality of workmanship, for example with regard to clearance. The incorrect rolling circumference at the front axle causes the all-wheel drive vehicle to stumble. On several occasions throughout the entire test phase, the "4WD overheating" warning illuminated in the instrument cluster.

Not the ideal conditions for a quick lap time, yet as a result the Huracán storms around the short circuit all the more defiantly. However, after just a few laps we cancel the first test. Two days previously an open-air concert with 100,000 visitors had transformed the motodrome into a lunar landscape. As a result of the untidy course and the poor grip on the track, the Lambo managed it in just under the 1:10 mark – to the horror of the accompanying test crew at the pit wall.

Progress with the LDF transmission

Stay calm, there will be another chance, those with experience of Hockenheim know this much. After a period of rain and several licensed driver events, three days later the short circuit is finally blooming once again, with comparable track conditions. In comparison with the last Lamborghini test (Gallardo LP 570-4 Squadra Corse at 17 degrees), the external temperatures are now up by eleven degrees. Nonetheless, the V10 naturally aspirated engine excites onlookers with its start-up power and free-revving up to 8,500 rpm.

The manual mode of the dual clutch transmission is also ideally suited for a visit to the race track. Upon reaching the rev limit, it holds the road. Also improved: the fixed, but rather pathetic Gallardo gear switches have been replaced with much larger gear shift paddles in the Huracán. The steering also impresses, with genuine precision. The holding forces are higher than, say for example, in the Ferrari 458 Italia, where the steering response with its excessively free movement seemed rather synthetic.

Aside from the visually and acoustically extrovert appearance, the chassis tuning is relatively conservative, and is extremely well-natured, even with the ESP deactivated. With cornering understeer, the Huracán lunges into the tight corners of the short circuit. Clear power understeer is also evident when laden. While other mid-engine sports cars often react to a change in load with toxic counter offensives, the Huracán remains calm under such driving conditions, indeed almost stoically composed. Carefully positioned load alternation helps to reduce the load on the front axle a little, causing the rear of the car to turn slightly and going some way to neutralising the tendency of the chassis design towards understeer Whether or not the control of the front axle, with suitable roll circumference and the corresponding tyre width (245/30 ZR 20) becomes more direct remains to be seen.

The braking system impresses, both in the standard measurement with good warm braking values of 32.9 metres, and on the racetrack, with stable deceleration values of up to 12.2 m/sÇ. The standard ceramic brake assembly also scores points on account of its good response characteristics – the slightly delayed grip of previous models is finally a thing of the past. The feeling on the pedal within the limit range remains poised and easy to modulate at all times.

The Lamborghini Huracán performs well

In spite of the difficult test conditions, the Huracán performs very well, with a lap time of 1.088 minutes and is up there in the same league as the leading sports cars such as the Porsche 911 Turbo S and the McLaren 650 S (both 1:08.7 min). The Huracán is a marked improvement on its predecessor, the Gallardo LP 560-4 (1:11.3 min), along with the Gallardo LP 570-4 Superleggera (1:09.2 min).

This makes it the third fastest Lambo ever tested – after the extremist Gallardo LP 570-4 Squadra Corse (1:08.2) and Aventador LP 700-4 (1:08.6 min.).

Christian Gebhardt


Hans-Dieter Seufert


6 March 2015
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