Search the Community
Showing results for tags 'huracan evo rwd spyder review'.
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!