What's it like?
Even by the low standards of mid-engined supercars, the Huracán coupé isn’t particularly accommodating. Offering only just about enough head and leg room to pass muster for most drivers, it’s not a car likely to attract owners of greater-than-average height. And you wouldn’t change that for a second if it also meant changing the car’s jaw-dropping roofline and show-stopping proportions. Like a painfully fashionable pair of Italian brogues, some cars can easily carry off feeling just a little bit uncomfortable.
But in this Spyder form and right-hand drive configuration, the Huracán may be borderline intolerable if you’re taller than about 5ft 8in. The high-mounted driver’s seat is squeezed closer to the steering wheel by Lamborghini’s drop-top conversion, so there’s a couple of inches less leg room adjustment available compared with the coupé – and it’s something the car can ill-afford to lose.
There’s also a compromise to pedal positioning apparent in the Huracán’s right-hand drive layout, with wheel arch intrusion forcing both accelerator and brake an inch or so closer to you than they’d otherwise be – and heaping greater pressure on what limited leg room there is. Taller drivers will therefore spend the better part of their first few trips juggling seat position against steering column extension and backrest angle, in a vain search for a driving position that leaves them comfortable at the controls and at least averagely well sheltered from the wind with the roof down. I’m 6ft 3in and I never found one.
Packaging apart, Lamborghini’s drop-top conversion is a broadly effective one. The car gets its own suspension tune relative to the coupé and rides more gently at all speeds, without any deterioration to handling response or body control that’s immediately obvious on the road – and without anything like as much scuttle or column shake as a Ferrari 488 Spider suffers with.
Ride height is sufficiently low that bigger lumps and bumps covered at speed can cause the front splitter to graze the ground, but firming up those optional adaptive dampers by switching from Strada to Sport mode on the wheel-mounted selector conjures up more tightly checked vertical body control and allows you to tackle B-roads without fear of the car bottoming out.
The car’s chief dynamic shortcomings remain the same as those of the Huracán coupé: it lacks the handling balance and incisiveness of its rivals, and Lamborghini’s optional dynamic steering makes it hard to tap into what directional keenness the chassis offers. The steering responds with unpredictable weight and directness, with little positivity off-centre, and with changeable contact patch feedback.
That you can’t say the Huracán is simply and clearly a less exciting driver’s car than its rivals as a result of all of that is due to its awesome atmospheric V10 engine, about which we’ve written in praise many times. The Spyder’s extra weight certainly doesn’t make the Huracán any faster below 5000rpm, but when your rewards for venturing beyond that point on the tacho are so many and various – incredible noise, gathering power, searing pace and brilliant throttle response – it hardly seems to matter what happens at lesser crank speeds.
Should I buy one?
The Huracán’s V10 is a magnificent engine, and the LP610-4 Spyder’s drop-top body may be the perfect box in which to present and enjoy it – provided that your arms, legs and torso are compatible with the car’s unsually tight cabin packaging. And we’d recommend a test drive to anybody before committing ink to order form – because that’s a big and disappointing ‘if’.