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  1. We are proud to present the latest in drive reviews for Lambo Power. This one is our first drop-top! A special thank you to Lamborghini North America for facilitating the opportunity. - Drive Review - by Bill Emanon On a beautiful Friday afternoon in sunny Southern California I was handed the keys to a 2020 Huracan’ Spyder RWD. As soon as I sat in the car any concern about legroom and comfort vanished. I’ve heard complaints that the Spyders don’t accommodate taller people. At 6’4” and 210lbs it was more than adequate. In my case the beautiful carbon sport seats were most likely a huge advantage in recovering some interior space over the adjustable comfort seats. This car is not a sedan but in my experience the gripes are overblown. The interior is exceptionally laid out in a mission control sort of way. Rows of toggle switches line the dash, with the most critical (nose lift and ESC Off) being mere inches from the drivers right hand. Consider the nose lift a mandatory option, I can’t imagine navigating even shallow driveways without it. The steering wheel controls were nothing short of a delight. Simple things like the turn signal being a rocker switch perfectly positioned for your left thumb makes column stalks feel downright archaic. This should be the standard for every car. The red button at the base of the wheel toggles between three distinctly different personalities. In Strada the car is as quiet and docile as any sport sedan. Exhaust valves closed, suspension in comfort mode, and gentile automatic shifts make it ideal for a quiet cruise with a passenger, or mostly when you’re trying to sneak home late and not wake the whole neighborhood. Sport mode is where this car starts to come alive and the Italian passion flies in an anything but subtle way. Exhaust valves open all the time and transmission programming taunts you to tickle the redline, lets everyone within a two-block radius know you’re having more fun than they are. Suspension is still quite comfortable, steering is light but direct, and shifts are firm without being abusive. Cruising up any random street and you’ll catch the kids off all ages in the car next to you taking cell phone videos. A quick tug on the left paddle, the tach jumps to 7k and a rip to 8500rpm changes their expression from excitement to full on head exploding eargasom. You can’t help but be just as giddy as they are, and it never gets old. Sport is where the car will live most of the time, it’s the perfect balance of being a joy to drive with all the theater expected from a Lamborghini. Corsa is as the name implies, it’s meant for race tracks or exceptionally smooth roads. Suspension is very firm, steering tightens up, shifts are fully manual and they kick with authority. The digital dash changes to fill the entire screen with the tach and gear indicator. Corsa is great fun when the roads allow it but California backroads don’t hold up. I do wish there was a way to use the Corsa dash display in sport mode. One thing to note, thrust mode, aka launch control, is only available in Corsa mode. From here it’s easy, foot on the brake, throttle to the floor, let the revs stabilize at 4,500 and lift off of the brake. A quick glance down and you’ll see it touches 9k rpm before automatically grabbing the next gear. Many don’t realize there is a “launch feature” in Sport mode as well, but it has a completely different mission. Corsa thrust mode modulates wheel spin and aims for the quickest sprint off the line, a Sport mode launch is pure hooliganism. Same procedure to initiate as Corsa, but when you release the brake you’re met with hilarious wheelspin that only subsides well into 2nd gear. Slower than Corsa? Sure, but the response by the driver or a passenger fortunate enough to be along for the ride is uncontrollable laughter and guaranteed flashbacks to your teenage High School parking lot antics. Lamborghini has always put an emphasis on fun for the sake of fun that draws out emotions, feelings, and memories long forgotten. This car arguably does that better than any other. And while our roads aren’t meticulously maintained, we are blessed with an abundance of twisty canyon roads that stretch for literally hundreds of miles. Conveniently, I happen to live at the base of a road that leaves my sleepy apple orchard town and snakes 49 miles all the way to Big Bear Lake. On this sunny Sunday morning that’s exactly where I was headed. By 9:30AM the tranquil sounds of local wildlife are drown out by a thunderous roar as the V10 comes to life. Regardless of what mode you select, Cold starts might as well be prefixed by “Gentlemen, start your engines!” Neighbors should be so lucky. For every mile I logged in the car, the top was down. Even though it’s only 53 degrees, and our destination is over 6000’ elevation with temps expected to barely break the 40’s, I’m off in nothing but shorts and a t-shirt. A bit of snow on the hills is the only indication of cooler temperature on this beautiful sunny day. Climate control adapts a new range of blower speeds and comfort that are like nothing I’ve ever experienced. It has the ability to output heat like a blast furnace and keep the cabin absolutely comfortable even at freeway speeds in chilly weather. This car is fitted with standard 19” Pirelli P-Zero tires so I’m not the least bit concerned with the colder temperatures. I was thrilled to see the car delivered with 19 inch Vanir wheels! As a fan of the split-five spoke design, but not having a rubber band tire is a welcome sight. I love the look of the 20 inch Narvi (aka Performante’) wheels, but I’ll take the 19’s every day. Driving up the mountain is nothing beyond a casual morning cruise, getting a feel for the car and monitoring the road conditions for a slightly spirited return trip. Almost an hour on the way up and I stop at a nice observation point for a quick walk around. It was back down the mountain to open up the car a bit more, and let it sing from 6,000 RPM to redline and back between corners. The rear wheel drive aspect of this car is really starting to shine. Fast sweeping corners are absolutely stable, the car never feels unsettled. Not having the all-wheel drive system makes the steering feel very direct and connected, the front tires immediately respond to even the slightest of steering inputs. Its only job is to put the front of the car exactly where you want it. Tighter corners are a blissful dance of steering input and throttle control. One thing the turbo cars will never be able to replicate is the engine braking that only comes from big displacement and high compression. Lifting off the throttle you feel a definite tug by the engine acting on the rear tires, the car remains balanced but you can feel the weight shift to the front tires. Under these conditions the front grip is immense and pushy understeer is inconceivable. No need for fancy footwork trail braking here. Get back on the throttle past the apex and you can tell this car is more than happy to hang the tail end out. This car is equipped with the standard iron brakes wearing massive yellow calipers. They were more than adequate for even the most spirited driving I attempted. Even on long downhill runs at speeds we won’t talk about, I never got the sense of fade. You may not get the bragging rights of carbon ceramics, but you’re rewarded with a huge reduction in the overall cost of long term consumables. Though they are shockingly inexpensive to option on the car as part of the Driver Pack. In coupe or spyder form, in my opinion the RWD car is the one to get. The slight bit you give up in 0-60 time and claimed 20hp will never be felt, but the overall driving experience is so much more rewarding. Saving 72lbs in the coupe or 74lbs in the spyder vs the AWD car is just the beginning. The removal of the AWD system makes the car more responsive, engaging, and simply fun. It’s the friend that is always ready for a ridiculous adventure at a moment’s notice. Secondly, it puts almost $58k back in your pocket. You read that right, the RWD spyder has a base price of $229,428 ($214k for the coupe) vs the $287k base for the AWD Evo Spyder. This presser was optioned out pretty heavy at $295k. Reviewing the options list I’d spec it quite a bit differently. The $9,800 for Arancio Borealis (as I call it F-U Orange) would be mandatory. The $3,200 Driver Pack includes magnetic ride suspension and carbon brakes. I said earlier I’d probably skip the carbons but given this is essentially a no-cost option with the suspension it’s hard to pass it up. The Lifestyle Pack includes a lift system and three years of prepaid maintenance among other small bits. ($1600 when bundled with the driver pack) & $3600 for the mandatory smartphone interface system. If you add all the things that make the driving experience better and leave off the extra’s, while keeping it a standard color with base trim and you can have a really dialed in Spyder for $250k, or a coupe at $235k. My ideal Spyder build would be $265k in all its pearl metallic orange glory! It’s a hell of a lot of car for the money that’s really only going to cost you fuel and tires for the first three years!
  2. Source Link: http://www.superstreetonline.com/features/road-2020-lamborghini-huracan-evo-spyder#photo-01
  3. Link: https://autoweek.com/article/car-reviews/2018-lamborghini-huracan-performante-spyder-first-drive-king-curves 2018 Lamborghini Huracan Performante Spyder first drive: King of curves The omnivore of mountain roads will not be satisfied July 31, 2018 You often can have too much of a good thing. Ice cream (stomachache), praise (overinflated self-esteem), money (not caring about your fellow human). But perfect, endless, traffic-free winding roads? There is no amount large enough. Proof comes from this seven-speed, paddle-shifted, all-wheel-drive 640-hp Lamborghini Huracan Performante convertible. No amount of hours spent behind the wheel can make this car feel pedestrian. Whether the corner is short or long, on camber, off -- no matter, this $308,859 Spyder will challenge you to take the next one faster. Even after spending hours on nothing but curvy roads. It’s almost zen-like. I’m clicking the giant, pressed carbon-fiber paddles between third and fourth gear, swapping focus between the yellow line to the left, the mountainside to my right and the road ahead, 100 percent concentration. The penalty for losing it ranges from an Italian reprimand to certain death. That, I think, is what really excites people about these hyper-focused cars: the concentration. On a normal day, you’re watching TV, checking your email, playing with the kids. Even when you’re driving, you’re thinking about what you have to do when you get home, the next day at work, thet weekend. In the cockpit-like cabin of the Huracan Performante Spyder, there’s no time for stray thoughts. The exterior is more of the same. The mind thinks of only one thing: speed. I mean, look at it. Instead of making roadkill, the sharp beak would just fillet the skin off a beast and then separate it with the rear bodywork. It’s so red (Rosso Mars) that the speed limit signs catch a reflection off the sun and look pink while passing by. But the coolest part of the body is its active aerodynamics. Lamborghini’s ALA (Aerodinamica Lamborghini Attiva) system can adjust downforce independently front-to-rear, and side-to-side in the rear. You may remember this from our Performante coupe drive last year. Electrically actuated flaps open and close in the front underspoiler, for extra downforce or less drag, depending on the situation. The rear wing stays fixed, but flaps on each side can increase or decrease downforce by feeding air through a channel to help you around a corner. As the weight loads up to the left around a right-hander, for instance, it can reduce pressure on that side to balance the body. It’s less complicated than an active rear wing, with fewer moving parts, says Lamborghini. All the better to take the next corner faster, says the little devil on my left shoulder. The Execution The Performante Spyder weighs 77 pounds less than its standard Huracan counterpart. That, along with the 30 extra hp and 40 lb-ft of torque garned from a new intake, exhaust and tuning, makes the 5.2-liter V10 good for 640 hp and 443-lb-ft of torque. That puts its weight-to-power ratio at 5.2 pounds per horsepower, sticking it between the Chevrolet Corvette ZR1 (4.7:1) and Porsche 911 Turbo S (6.1:1). It’ll scoot to 60 mph in 3.1 seconds, 124 mph in 9.3 seconds and has a top speed of 202 mph. On startup it barks loudly, before settling into a metallic thrum of engine noise. That’s before I goose the right pedal to wake up the neighborhood in northern California, where I’m testing this curve-hungry monster. The cabin is significantly wild, even for a Lamborghini. The company uses “forged” carbon fiber for the vents, center console, wing and other bits, which is basically the plywood of carbon fiber. It has sort of a weird, marble look that I thought was a design choice at first -- this is a Lamborghini after all. Then I found out that it's cheaper and easier to mold than the more common carbon weave. All of the buttons look like jet-fighter controls, and the ignition looks like it’s made for launching missiles. Like Ferrari, Lamborghini puts all controls on the steering wheel, including turn signals and drive mode changes. The gauge cluster is customizable with navigation, radio and Apple CarPlay screens, but when it goes into Corsa mode it becomes a big digital tach with a giant gear number in the center. I think there’s a speedo on there too, but I didn’t have enough time to break my concentration to look. Left, right, left, left, downshift, upshift, left, right, left, ad nauseum. It’s not huge inside; my driving partner was a 6-plus-footer, which put his head nearly into the soft top. With it retracted (a 17-second operation), he got a nice windblown coiffure. Hairpieces, be warned. Like the Audi R8, the pedalbox is narrow, which means your left foot, with nothing to do, just sits there trying not to impede the right one. Laying down the power is easy with the Haldex Gen. V all-wheel-drive system. Flattening the pedal, the Performante Spyder takes a split second to get going, but with 70 percent of the torque available at 1,000 rpm, it’s only a moment. After that, it belts out a V10-Lamborghini scream. It’s a mix of weed whipper, didgeridoo and jet ski and it’s a lower pitch than you might imagine -- more along the lines of McLaren’s 4.0-liter than Ferrari’s 3.9 V8. Shifts are vicious in corsa mode, perfectly aggressive in sport and seamless in strada (street). Actually, in strada the whole car calms and quiets down. You can almost drive it like a normal car. Strada noise levels also allow for conversation with the top down. In sport and corsa I have to let off the accelerator when making a point. I would say it gets a little drone-y in those upper modes, but I’m so concentrated on the next 12 corners that it’s hard to notice. I get faster later in the morning as the corners get tighter, but the Performante never slips or slides. The rear end just sticks harder the quicker I go with the ALA system keeping everything balanced. I drove a hardtop Huracan on an autocross course a few years ago, and was stunned at how sharp it was at slow speeds. This one is equally stunning, but at three times those autocross speeds. After three hours of driving those perfect mountain roads, I skipped lunch and got back in the cockpit for another hour. This car is hungry for curves, and it makes the driver that way too. I only returned to get my stuff out of the hotel room before checkout. Unfortunately I missed it, and it was already in turnover mode after my private jaunt. Speaking of luggage, the front trunk fits two backpacks, and that’s it. A carry-on-sized bag would need soft sides to squeeze in. If you’re taking a road trip, bring a support vehicle. Fatigue? I never feel any. I do, however, sleep well that night with my body drained of every ounce of adrenaline that it could produce. Still, I was depressed in the morning not to be able to get four or six more hours in the mountains. I just can’t see getting sick of it, ever. One thing that isn’t present here, as opposed to the Lamborghini Aventador and Urus, is Ego mode. That is an individual setup where suspension, transmission and throttle can be adjusted independently of each other. For example, here in Michigan I would put the suspension in street mode and the transmission and throttle mapping in race. Even though I was hoping to see flames spitting out of the dual rear exhaust at wide open throttle, we didn’t get to drive at night. However, even during the day, the inside of the tips, when the loud flaps are open, glow bright red. Red enough to see in broad daylight in the shade. I’m surprised there wasn’t a little “don’t touch” placard on the back bumper. The Takeway My inner 12-year-old wants to say I would drive this car every day, all the time, as long as I lived near roads like this. My inner 60-year-old thinks I would get my license taken away in four seconds. The real answer is probably somewhere between the two. The best thing about these supercars is that you need complete concentration, total focus to drive them quickly. And that is a mental workout in itself. There is no curve, corner, hairpin or chicane it doesn’t like. As for too much of a good thing? The 12-year-old me, the one who would buy this car, isn’t worried about that. More ice cream, please!
  4. Link: https://www.topgear.com/car-reviews/lamborghini/lp-640-4-performante-2dr-ldf/first-drive Wow, the Huracan Performante Spyder. Just the sort of car that car fans love, and you journalists love to hate. I thought this was Top Gear telling you what we think, not you telling us what we think. The Performante is one of the cleverest aero cars in the world, but this is an aerodynamically compromised version of it. It’s a 125kg heavier version of a car that’s been engineered to save weight. So you could argue it’s ‘impure’, and it certainly undermines some of its own logic. But it’d be wrong to say I don’t like it. It’s fabulous and adorable. You’re not going to quote Nürburgring times at me? Nope. It’s true the hard-roofed Performante is a phenomenon at the Nordschleife, doing a 6m52s and beating the hypercars. And sure, it achieved this partly because of its aerodynamic system. But that’s not what the Spyder is about. It’s a road car. It’s got number plates and lights. And a ‘Strada’ mode Which does what? Like any self-respecting mode switch these days, it affects the throttle map and the adaptive dampers, and the front-rear torque split. The ‘Sport’ and ‘Corsa’ modes also open the loud valves in the exhaust system at lower revs, but of course that adds no real performance for the exact reason that full power happens only at high revs. But this being a Performante, the mode button has two special tricks. First is the actively geared steering (optional but fitted in this car), so in the aggressive modes you move the wheel less for the same amount of steering lock. Second trick is the active aero system. In the Strada mode, the front and rear aero are set in for max downforce. Whereas in the other modes they can be stalled, saving drag but cutting downforce. The stalling is done by small hidden flaps, which is faster and lighter than moving the whole wing, if less theatrical. They can do that asymmetrically, to nudge the car into a turn. But that sort of aero trickery needs big speeds – track speeds. And the Spyder’s roof? Weatherproof when raised. And there’s a good reversing camera for parking. But that’s not why you asked. It drops at up to 30mph without you doing any more than holding the switch. At bigger speed, cockpit buffeting is well under control, so there’s no reason to raise the thing unless in a downpour. With it down, you get even deeper into the sensation of speed the Huracan provides. It’s a road car, remember, so it’s about the sensation of speed, not the lap-timed measurement of speed. The rear screen, a small vertical glass panel, also operates under separate electric control, so you can keep it up as a wind deflector or drop for even more engine noise. Tell me about the engine… Lamborghini’s 5.2-litre V10 is hidden in the Spyder. The Performante coupe puts it on display under a transparent panel, all the better to enjoy the beauty of its gold-painted cast plenums. But even if it’s out of sight you won’t forget this engine. Performante-spec brings titanium valves, which are lighter and so can be made to lift higher, bringing more power. That’s 640bhp at 8,000rpm. The Performante has an instantaneous and infectious vivacity. Even in the middle revs it hurls the car ahead. Then, just at the point where your turbo-accustomed fingers are involuntarily moving towards the ‘up’ paddle at 6,000rpm, this awesome unblown engine takes on a whole new magnitude of urgency and pelts onward. It’s free and happy to spin at 8,500rpm, throttle butterflies admitting their air as predictably as atmospheric pressure dictates, and exhausts untrammelled by the muffling and inertia of turbines. The effect of this confection is an electrifying, affecting, unforgettable love song to natural aspiration. Sheer performance is brutal: 0-124mph in 9.3 seconds. So what if the Coupe can do it in 8.9? Open cars always feel faster. But open cars are floppier in bends… Not this one, not really. Any flex or top-heaviness is so marginal there’s no way it impinges on the cascade of other massages the car is giving. It disposes of curves majestically, never losing its level or its tenacity. Oh, and in a damp second-gear corner it’ll edge its tail out if you insist, especially in the more rear-biased Sport mode. But the drama is tidy. You won’t use Corsa mode on most British roads because it tightens the dampers so much. Also, I prefer the Strada mode’s lower-geared steering, because it means when your arms are knocked by a bump, the disturbance won’t jostle you into inputs that knock the car off course. The Performante’s springing is supple enough to breathe nicely over lumpy roads, but it hardly ever runs out of travel. And in all this, the tactile sensations are gorgeous. You touch the tyres, knowing how their grip changes as first the fronts, then the rears negotiate a bump or dip. The engine wires itself into your nerves and your cochlea. With the roof down, the effects of motion and sounds redouble themselves. Not just a rebodied Audi R8 then? Nope. It’s sharper, louder, quicker, more powerful, shorter in the wheelbase, and with its own clever systems including the aero and steering, and it uses more advanced composites. The only Audi things you notice are the sat nav and the mid-rev, mid-throttle 10-cylinder harmonics, both of which are more than satisfactory attributes taken from a more than satisfactory Audi supercar. The Lambo’s more expensive by miles too: £238,000, making it £100k more than an R8 Spyder. Exotic price for an exotic car. Anything to complain about? Yes, the fixed-back carbon-fibre bucket seats. They’re not racing chairs, they’re medieval instruments of torture. You’ll never walk again. Fortunately there’s a ‘comfort seat’ option. This or the coupe, then? Well, Lamborghini says that the active aero system still works properly in the Spyder. No doubt the car’s extra weight nibbles at straight-line and track speed. But if you want a road car, choosing the Spyder adds a whole other world of appeal. 9/10
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