Lamborghini is on a roll. 2015 was a record year for the small, Italian exotic carmaker. They sold 3,245 units globally which included a record 164 units here in Canada. Aventador sales are up 126% over its predecessor, the Murcielago, over the same period of time. Similarly, Huracan sales are up 69% over Gallardo, plus one out of every two cars leaving the factory is being personalized through Lamborghini’s Ad Personam program. Never mind that Lamborghini’s nearly doubling the size of its factory to accommodate manufacturing of the upcoming Urus sport utility.
Indeed, they’re also on a roll with product. The Aventador has modern hypercar performance and still exudes the legend of Italian exotics that we all remember from posters on our bedroom wall. After the all-wheel and rear-wheel drive coupes, the newest Huracan variant has arrived – the Spyder – and we’re giving it a proper test in one of my favourite places on earth – Miami. In a lot of ways, the Huracan LP 610-4 Spyder is the perfect car for Miami. In a bold colour, this Lamborghini still stands out among the throngs of rental cars that parade through South Beach.
Sure, you might think that Lamborghinis are common in South Florida, but let’s be realistic. Any time I visit South Beach, I might see one or two, but during our two days in South Beach, we didn’t spot a single, privately owned Lamborghini. Indeed, they’re still rarities, even in Miami.
Not surprisingly, this Huracan Spyder finished in pearlescent orange – Arancio Borealis, as Lamborghini calls it – drew a crowd everywhere we went. We couldn’t stop without passersby taking pictures, some with the car, and others boldly asking if they could go for a ride. Sorry, kid, it’s not my car.
The Spyder is fundamentally the same as the coupe, with the same fantastic drivetrain, but the key difference being that the sounds emanating from that big, naturally aspirated V10 can now be fully enjoyed with the top down.
By the numbers, the Huracan’s 5.2-litre V10 is good for 610 horsepower and 413 pounds of torque. The seven-speed dual clutch gearbox is the only transmission available. Only the uninitiated will lament the lack of a manual because the dual clutch box is absolutely brilliant here. The sophisticated all wheel drive system carries over from the LP 610-4 coupe, as well.
The mega carbon ceramic brakes are standard equipment, but you’ll want to tick the option boxes to ensure your Spyder leaves the factory fitted with the magneto-rheological dampers and LDS, Lamborghini Dynamic Steering, the company’s variable assist, variable ration steering system. It’s utterly perfect in all driving situations. Personally, I like the idea that I can park a Lamborghini as quickly and as easily as any small car, and yet still enjoy steering that feels right, with great feedback and the right amount of heft, at higher speeds.
The net result of losing the hard top, adding the electrically- and hydraulically-operated soft top and associated new bodywork is that the Spyder carries an additional 105 kilograms more than the coupe. While I didn’t drive coupe and Spyder back to back, the driving experience remains sensational and I don’t detect any cowl shake or chassis flex during my drive. If you haven’t been there, let me tell you that Miami’s horribly rough roads are legendary, so if that doesn’t exacerbate any cowl shake, I don’t know what will. It’s worth mentioning here that the roof goes up or down in just seventeen seconds at speeds of up to 50 km/h. Colour me impressed.
Unlike the coupe, a view to the engine is not available. Over dinner, Maurizio Reggiani, Lamborghini’s Director of R&D, told me that there’s a good reason for this. Their top priority with the Spyder was to get the weight of the roof and mechanism as low into the chassis as possible – so that the open car’s dynamics aren’t compromised when compared to the coupe.
In order to do that, however, it meant that Reggiani’s team of engineers had to cover six of the engine’s ten cylinders. Rather than leave just four cylinders in view, the entire engine is now covered. Engine fetishists still have two Huracan coupes to choose from.
Their other consideration was airflow management, and if you look carefully, you’ll notice some subtle differences in bodywork between the Spyder and the coupe. It all serves perfectly to limit any annoying bits of airflow inside the cabin.
Top down, of course, is the way this Spyder is best enjoyed. You’re fully engaged with all of the wonderful aural qualities of the wicked Lamborghini V10 and with the wind in your hair – or lack of it, in my case – there’s not a better way to enjoy pedalling this outrageous supercar.
Rear visibility is more limited than the coupe, but, honestly, who cares? If you need to see what’s behind you when you’re driving a car like this, then a supercar really isn’t for you. Parking’s a cinch with sensors at both ends and a backup camera.
Like the coupe, storage is not the Huracan’ strong suit. Little more than a carryon will fit in the boot and there is nil inside the cabin. For 2016, there is a cupholder, but it’s terribly useless. The interior switches and dials now have a smoked silver finish, versus the straight silver from previous model years.
Especially in Arancio Borealis, a Lamborghini Huracan Spyder is not the supercar for introverts. No, this is a car for people unrepentant in their enjoyment of Italian exotic motoring.
2016 Lamborghini Huracan LP 610-4 Spyder
Base Price: $289,000 CAD
As Tested: well over $300,000
Notable Options: Sensonum sound system, Lamborghini Dynamic Steering, magneto-rheological dampers
Drivetrain: 5.2-litre V10, 610 hp, 413 lb-ft, seven-speed dual clutch transmission, all-wheel drive
Performance: 0 to 100 km/h in 3.4 seconds, 324 km/h top speed
VVUZZ Recommended: To extroverts who enjoy an amazing, engaging, Italian exotic supercar motoring experience. Committed introverts need not apply.
Images by Nick Busato for VVUZZ.