Editor’s note: So you know what happened, eh?
The dang publication I wrote for, Autonet, folded up, and that makes me sad – mostly because all the links to their online presence have gone dead, but also because the shutdown came just days after I submitted what would turn out to be my last story for them – a Lamborghini launch!
Only time I’ve ever driven one, or sat in one outside of an auto show for that matter. I republish it here now for the enjoyment of you, my three readers, in the Auto Section at www.wozeroff.com
(South Beach, FLA) Well, ‘scuse me while I pwn the sky.
You know, I have always hoped that one day I would get to attend a launch of a true Supercar; and Lamborghini’s newest, the Huracan Spyder fits the bill.
A V10-powered combination of extreme styling and lightning quickness; eye-catching and track-ready with its light and low-slung body; cruising the streets of Dade County in the Italian masterpiece seems like the just the right farewell blowout for my final assignment with Autonet.
A sort of ‘last Hura’, if you can tolerate a final, delicious pun.
CEO Stephan Winkelmann introduces the Huracan Spyder at the worldwide launch in Miami, 2016
Now, I don’t know if you are a supercar driving person in real life (heck, I’m certainly not), but the long and short of the experience is this:
610 horsepower running to all four wheels (that is what the 610-4 part of the nomenclature means, and Spyder of course indicates it is a drop-top convertible) through a seven-speed, dual-clutch transmission; a fast-shifting dynamo of acceleration and high-performance steering, braking and handling that turns heads at any speed, even in the tonier neighborhoods of Miami.
I can tell you that it is as fast as you expect, exceedingly so (the company proudly states that the new Huracan will hit 100 km/h in 3.4 seconds, and I believe ‘em; and equally importantly, the car will brake from 100 to zero in 32 meters).
An exhaust note that changes noticeably as it blasts from the four tailpipes (along with the responsiveness of the 5.2 litre engine, and the feeling of weight in the steering) serenades me when I scroll through the three drive modes – ‘Strada’, ‘Sport’ and ‘Corsa’ which disables the traction and stability controls, which is scary and don’t do that – it sounds like the prestige powerhouse that it is.
It borrows a fair bit it from it family member from Audi, the R8, particularly the steering wheel layout (where the mode selector switch resides at the bottom of the wheel, and signal light switch mounted as a thumb-button) and cluster information display.
Where the Huracan (which I learned was named after a famous fighting bull, as are most of Lambo’s legendary cars) stands alone is with its unmistakable styling; which turns wind management and optimized coefficient of drag into art-gallery sculpture from nose to tail lamps.
You won’t confuse it for anything else, and the responses from casual observers and passersby were almost always positive. It is the kind of car that seems to make people happy just for seeing it – primarily adolescent and arrested-adolescent boys, of course – and also elucidates a streak of competitiveness from confused people in Mustangs (for some reason Florida seems to be Mustang country, they’re everywhere here) who would rev their engines at me in an attempt to provoke a futile challenge they have no hope of winning.
An interesting feature of the Huracan is how well it rides on rough pavement. The suspension, while all about the sporty handling, deals with road surfaces with aplomb, soaking up what I know from experience would be teeth-chattering bumps and asphalt cracks were I driving any of the 911 family.
Photo courtesy of Lamborghini. No way I’d get nice interior shots like this.
The two-seat cabin is a cross between ‘aircraft cockpit’ and ‘spaceship’, and a bit on the tight side, especially if you put the top up (and interestingly, the top opens-or-stows in 17 seconds, and Lamborghini states that can be operated at speeds up to 50 km/h, which is a first for convertibles I have been in.
Now, you can get faster cars, and you can get more expensive cars (the mere $289,242 pricetag of the new Bull is actually competitive against a number the Huracan’s supercompetitors, including Ford’s GT) but this one is all about the cachet – buy one of these and people will automatically assume you’re One Percent.
And incidentally, if you want to feel like a real jerk, parade your Huracan through the poor neighborhoods of Miami where people are sleeping in the streets in front of shuttered buildings; which is what I did by accident when I tried to take a shortcut around some blocked roads.
The drawbacks of the Huracan are what you’d expect – really poor visibility in all directions (especially with the top up, though even down I found the windshield header was about eye level for me) and really uncomfortable seats. I drove both seat configurations and found that after about an hour I had to stop and walk around for a while.
So there you have it; but on a personal note (and at the risk of greatly exceeding my column length and pissing off my beloved editor, Angry Angry Dan just one final time) I just want to thank the excellent Autonet team I have worked with here for the past… oh, jeez, is it fifteen years?
But most of all you, Gentle Reader, especially the (few) who enjoyed my prose; and even more so those who took the time to write – especially the ones who corrected my grammar and word use. That’s the only way I learn, right?
Now, if you’ll excuse me…
Wade Ozeroff 2016