by Karl Furlong
Following on from the reveal of the Huracan Evo Coupe, the drop-top Spyder is here to add open-air thrills to one of the most exhilarating supercars on the road. Power comes from the same 5.2-liter V10 found in the Huracan Performante that produces 631 horsepower and 442 lb-ft of torque, with only a moderate drop in performance due to the extra weight of the Spyder with its lightweight soft-top. The 0-62 mph sprint passes by in a 3.1-second blur (just 0.2 seconds off the pace of the coupe), and power is sent to all four wheels. The complex Lamborghini Integrated Vehicle Dynamics (LDVI) system expertly coordinates the car's dynamics based on parameters like driving mode and the conditions. Not only is it a spectacular driving machine, but the Evo's dramatic styling and eye-popping color options make every drive an event to remember. The Spyder versions of the Audi R8 and McLaren 600LT are direct competitors to the Huracan, but we're not sure that they're as outrageous to look at and to drive in, and it's the wildly gesticulating Italian that still has a way of turning the most heads.
The Lamborghini Huracan range replaced the Gallardo a good few years ago, and now, the Evo Spyder is here as the ultimate drop-top version of Lamborghini's V10-engined sports car. Like the Huracan Evo Coupe (an enhanced, facelifted version of the Huracan Coupe), the Spyder produces far more downforce than the regular Huracan Spyder thanks to enhancements like a new front splitter and rear ducktail spoiler. Standard rear-wheel steering and more power than the Huracan Spyder LP 610-4 make for an even more intense performer. The Evo Spyder also adopts the Evo Coupe's Lamborghini Piattaforma Inerziale (LPI) system, a set of accelerators and gyroscope sensors that instantaneously adapts the car's damping based on the information received from LPI. The Evo Spyder also gets a four-layer green color called Verde Selvans, and it makes the drop-top just about impossible to miss.
Doing away with the roof only serves to amp up the drama. The Huracan Evo Spyder trades curves for impossibly sharp edges, sits as low to the ground as possible, and looks especially mean when painted in green. The electrically foldable soft-top roof can be dropped in just 17 seconds and at speeds of up to 31 mph. Other standard features include 20-inch alloy wheels wrapped in Pirelli P Zero tires, an integrated slotted spoiler at the back, a front splitter with an integrated wing, carbon-ceramic brakes, dual tailpipes and LED lighting.
It's the Huracan's width that you notice first. With the side mirrors included, it's a full 88.03 inches wide (that's over four inches wider than a Mercedes-Benz S-Class), so it's just as well that the people who own these cars tend to have entire roads - not mere driveways - leading up to their front doors. Riding on a 103.2-inch wheelbase, the Evo Spyder has a total length of 177.95 inches and a height of 46.5 inches. A dry weight of 3,400 pounds is 265 lbs heavier than the coupe, due to the strengthening required with the loss of the roof.
The Huracan Evo Spyder's monstrous V10 displaces 5.2-liters and produces 631 horsepower and 442 lb-ft of torque. Using the brand's Haldex all-wheel-drive system and a seven-speed dual-clutch transmission, it will complete the 0-62 mph run in just 3.1 seconds and 0-124 mph (200 km/h) in 9.3 seconds on its way to a top speed of 202 mph. The engine's unfiltered acoustics dominate every moment in the Huracan and the sound is only accentuated when the roof is lowered. Acceleration off the mark is stupendously quick and throttle response is mightily impressive so that even overtaking at higher speeds sees the Lambo hurtle forward with serious urgency. The seven-speed transmission flicks through the gears just as eagerly as the engine reaches its crescendo, and using the tactile paddle shifters is pure driving nirvana. In the most aggressive Corsa driving mode, gearshifts lose some of their smoothness, but shifts are blindingly quick. With the exhaust note also increasing as you work through the driving modes, the Evo's powertrain delivers on the promise set by the outrageous looks.
The Evo Spyder's three different driving modes are Strada, Sport, and Corsa - switching between them is quickly done using a controller on the steering wheel. Although a customizable driving mode would have been appreciated, most will be satisfied with Sport, which stiffens the suspension and steering noticeably but without resorting to the all-out attack of Corsa mode. Of course, while the driver merely has to flick between these three modes, what's going on beneath the surface is far more complex. The Lamborghini Dinamica Veicolo Integrata (LDVI) system uses a raft of sensors that pick up information from the steering, gears, and more and feeds it through a central processor which then makes adjustments to the rear-wheel steering, the torque vectoring system, and the adaptive dampers. It all happens in milliseconds, naturally, but the upside is a car that's constantly adapting to your needs.
With the rear-wheel steering, the Huracan's turning radius is appreciably reduced, improving maneuverability. On longer sweeps, the brilliantly precise steering system is a joy and once you acclimatize to its sensitivity, you'll forgive it for evoking a feel that's just a bit unnatural, yet crushingly effective. That's if you even notice over the cacophony of noise just a few inches behind you. In the more docile Strada mode, the ride remains stiff but the Spyder is well-damped and not intolerable. Brakes? They're just as well-engineered as the rest of the package and bring the Evo down from high speeds with minimal effort. This is a truly special car to drive.
At the time of writing, EPA-rated consumption figures for the Huracan Evo Spyder were unavailable, but we don't expect them to differ markedly from the Huracan Spyder's figures of 13/18/15 mpg city/highway/combined. So, the big V10 likes to drink and with a 21.9-gallon gas tank, your combined cruising range will be limited to around 328 miles.
Seating two passengers only, the Huracan Evo Spyder doesn't try to pretend to be anything more than a performance machine with only just enough space inside. Ingress and egress are never going to be especially graceful in something this low, and once seated, occupants six-feet and taller will have restricted headroom when the roof is up. Legroom never really approaches generous, either, and taller Lambo fans will be disappointed at how squashed they'll feel in there. Rearward visibility is also lacking, so it's just as well that you'll rarely have to look out for faster-moving traffic trying to get past you. If you do manage to fit, you'll enjoy the snug and supportive sport seats with upholstery available in leather and Alcantara. Distinctive Q-citura trim features a diamond pattern and is an option, and you can opt for either fully electric/heated seats, a sport seat, or racing bucket seats with a carbon-fiber shell.
If you thought the interior was on the cramped side, the frunk represents the stingiest aspect of the Evo Spyder and measures just 3.5 cubic feet. One or two soft bags and it'll have reached full capacity. Interior storage space is just as poor, with little more than a tiny center compartment for your phone and slim door pockets for your wallet. If you need to carry anything more, it's best to send it with the chauffeur in the Rolls.
While much of the Evo Spyder's development costs have gone into its advanced mechanicals, you do get an average amount of standard features and many more on the pricey options list. Included out of the box is dual-zone climate control, push-button start, cruise control, the power-operated soft-top, LED headlights, a rearview camera, parking sensors, and power-adjustable seats. Whether the roof is up or down, the rear window can be electrically opened or closed. Added-cost options include a lifting system that can raise the front axle by just under two inches, useful for driveway dips which could challenge the Huracan's low ground clearance. Also available are an ambient lighting package, a dark chrome package, and full power-adjustment of the seats with heating.
Featuring an 8.4-inch touchscreen that has been integrated into the central tunnel, the Huracan's modern infotainment system is a welcome addition and is responsive to inputs. Not just there for controlling the radio and other audio functions, the screen also displays real-time information from the LDVI system that is fascinating but rather distracting. A large active gauge cluster also changes depending on which of the three driving modes you've selected.
The system features Bluetooth connectivity, an internal hard-drive, navigation with traffic information, satellite radio, MP3 compatibility, and available Apple CarPlay but no Android Auto. The sound system features four speakers.
With few Huracan Evo Spyders around, there's scant information available to assess the Lamborghini's reliability. The good news is that no recalls have been issued by the NHTSA for the model, and the same goes for the less extreme Huracan Spyder over the last couple of years.
The Evo Spyder's warranty is for three years with unlimited miles. Lamborghini also provides a 12-year warranty for perforation corrosion.
The Huracan hasn't been subject to crash testing by local authorities, so there are no available ratings. In terms of safety gear, there are driver, passenger, and side airbags fitted, along with a rearview camera, electronic stability control, cruise control, daytime running lights, high-performance carbon-ceramic brakes, and traction control. The focus on performance and aerodynamics comes at the expense of modern driver aids like blind-spot monitoring and lane departure warning, features that aren't available at all.
Buying a new car, whether we admit it or not, is so often driven by emotion, even at the lower end of the market. We all want something that not only gets us from A to B but which makes the prospect at least somewhat interesting, too. In the supercar segment, emotion isn't a bonus, but as essential as trunk space for a family SUV. At these prices, you've simply got to stand out and make a statement. In those terms, is there anything better than the Lamborghini Huracan Evo Spyder? The combination of a drop-top and the myriad of bodywork tweaks have turned this into one of the most visually arresting cars on the planet. The 631-horsepower V10 is a marvel of noise and power, while the advanced electronics keep things in check (most of the time); they also allow you to exploit the Evo's breathtaking handling abilities. Even the interior looks about as cool as anything else out there, despite it being unsuitable for taller occupants. If the supercar segment were a Broadway production, the Ferrari F8 Spider and the McLaren 720S Spider would be serious contenders for the lead character, but something tells us that even though it may not be the most talented or finessed in every way, the sheer theatrics of the Lamborghini Huracan Evo Spyder would see it being cast as the ultimate protagonist. Cue the applause.
If you didn't know it already, it's expensive. The Huracan Evo Spyder will cost you $287,400 before tax, licensing, registration, a destination charge of $3,685, and the many pricey options that tend to accompany these supercars. This represents a premium of about $26,000 over the Evo coupe. With options like the front-lift system at $4,000, the smartphone interface at $3,600, and flashier rims in excess of $6,000, it's all too easy to eclipse the $300k mark.
5.2-liter V10 Gas
There's only one Huracan Evo Spyder to choose from, but you'll want no other thanks to that mesmerizing V10. While we'd usually consider value for money when optioning our ideal model, that criteria won't apply when you're already spending $287,400. Our ideal Huracan Evo Spyder will be fitted with the front-lift system, the smartphone interface, forged 20-inch black wheels at $6,600, and the carbon skin package at $4,000. We'd also throw in the Alcantara roof lining and A-pillars at $1,400 and $9,800 for one of the pearl exterior colors. Including destination, the total works out to around $320,485 - compared to the Aventador range, it's an absolute steal.
The Ferrari Portofino is another Italian exotic trying to steal the hearts of multi-millionaires with its gorgeous lines and 591-horsepower twin-turbocharged V8 engine. More of a luxury grand tourer than a hardcore driving machine like the Evo Spyder, the Ferrari differs by being rear-wheel-drive, offering 2+2 seating (although the rear seats are barely adequate), and having a folding hard-top in place of the Huracan's soft-top. Although the Ferrari is slower, it will still hit 60 mph in around 3.5 seconds and its engine makes an intoxicating noise, if not quite as sweet as the Lamborghini's screaming V10. If you want an Italian supercar that is a bit more forgiving and if you are more inclined to go on a high-speed cruise than a mountain pass blast, go for the beautiful Portofino. But the Lamborghini is the more exciting of these two.
The Ferrari 488 Spider is a good match for the Huracan Evo Spyder as both are similarly priced drop-tops from these Italian rivals. The Ferrari does things its own way, though, with rear-wheel-drive and a twin-turbocharged V8 engine contrasting with the Lambo's all-wheel drivetrain and naturally-aspirated V10 monster. However, they both seat two people and have mid-engine layouts. With the Evo's AWD and rear-wheel steering, it's the more controllable car - the Ferrari requires more work from the driver which the true enthusiast may prefer. Both will hit 60 mph in around three seconds, but the Ferrari's turbocharged engine delivers especially intense mid-range power. At the top end, it's hard to argue with the Lamborghini's howling V10. Although the Lambo's cabin features a better infotainment system with a proper central screen, it's also really cramped for taller drivers. Both of these cars will tug relentlessly at your heartstrings, but if we were forced to pick between them, then we'd go for the Huracan because it has one of the best engines in the world.