This low-slung supercar replaces the brand's Gallardo, the single most popular model in the company's history, with more than 14,000 sales globally.
But the Gallardo was far from perfect. And by the end of its 10-year life span, it had grown antiquated compared with similarly priced and powered exotics, including Ferrari's 458 Italia and McLaren's 12C and 650S.
So for this new generation of "approachable" exotic cars — the Huracan starts at a cool $242,445 — Lamborghini relied more heavily on the vast engineering resources of its parent company, Volkswagen Group. The resulting Huracan is a far more drivable, nuanced car than its predecessor, though it manages to hold on to most of the anti-establishment mentality that has always underpinned Lamborghinis.
In keeping with Lamborghini tradition, the 2015 Huracan is named for a bull that collided with a sword in the late 1800s.
The throbbing heart of this mid-engined beast is a 5.2-liter V-10 engine that makes 610 horsepower and 413 pound-feet of torque. With standard all-wheel-drive clawing at the pavement, this Huracan blasts from zero to 60 mph in 2.5 seconds, according to Car and Driver.
But it's the Huracan's transmission that adds the refinement. Gone are the Gallardo's manual transmission and its optional — and cranky — single-clutch automated manual. In their place is a delightful seven-speed dual-clutch gearbox with a massive paddle shifter popping out of the steering column.
Carbon-ceramic disc brakes are standard on all Huracans. Our loaded $279,345 tester came with a host of options including a $2,400 Dynamic Power Steering package and a $6,900 adaptive suspension package that also lifted the nose for those pesky Beverly Hills speed bumps.
All this is bolted to an entirely new aluminum and carbon fiber chassis wrapped in an aluminum wedge of a body. The exterior complements the Huracan's refined feel with a mature and uncharacteristically tasteful exterior design. Still, no one will mistake the Huracan for anything but a Lamborghini.
Inside, the Huracan's interior expands on the fighter-jet aesthetic initiated by the larger Aventador model, going so far as to put the car's console-mounted starter button under a bright red flip-up toggle.
The driver now stares at a fully digital and customized instrument panel, including a navigation display that's been relocated from the now screenless dashboard. The cabin is more comfortable than the Gallardo, but just as loud; road noise leaks in everywhere.
Weight is essentially the same as the Gallardo, around 3,300 pounds for this all-wheel-drive car.
All this gear makes the Huracan immensely satisfying. The engine fires up with a startled roar before settling down to a hearty idle. At speed, a raucous roar flows from the four fat tailpipes; downshifts spark an evil cackling, like a dragon coughing up firecrackers.
The new gearbox is a particular highlight, transforming this Lamborghini into a supercar indeed. The shifts are smooth, precise and quick regardless of whether the car or the driver is controlling them.
The Huracan's engine has a wide power band, which means you're never grasping for acceleration if you shoot out of a corner in too high a gear. In the car's mid-level Sport mode (there's also Strada for daily driving and Corsa for track driving), the transmission walks the engine smoothly up to redline.
The car also uses the adjustable suspension to great effect, providing a smooth, compliant ride suitable for daily driving. Body roll is nicely controlled, and the car always feels planted when surging out of a corner.
Worth skipping entirely was the optional variable-ratio steering. It was the Huracan's worst feature, especially in light of the tight, dynamic steering in the outgoing Gallardo. Here, it's far too synthetic, making it hard for the driver to sense the car's movements at high speeds or in hard corners. That's a big flaw in a supercar with 610 horsepower.
As you might expect on an all-wheel-drive car, the handling is neutral, with a hint of understeer. Driven hard, the Huracan is predictable and eager, but there's more gradation to it than something like a GT-R, which uses pure speed to compensate for driver miscues.
At the same time, the Huracan isn't as threatening as many earlier Lambos. Some of the brand's faithful may miss the rush of not knowing whether they'll end up at home or in a ditch. But this maturity — and the refined coordination of transmission, suspension and design — finally makes Lamborghini's entry-level offering a true supercar.