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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. As we've seen the past couple of days, information and news of the Huracan EVO spyder have dropped ahead of its public reveal at the Geneva Motorshow here next week. Here is a monstrous collection of Press images of the new car. Looks sharp and no doubt an absolute winner in the warmer climates. Press Release Text will follow the images: TEXT: New Lamborghini Huracán EVO design translated into open-air exhilaration Electrohydraulic, lightweight soft top for pure Spyder feeling Aerodynamic superiority maintained roof up or down Engine derived from Huracán Performante, producing 640 hp and 600 Nm of torque Acceleration 0-100 km/h in 3.1 seconds, top speed 325 km/h New infotainment system with advanced connectivity features Sant’Agata Bolognese, 26 February 2019 – Automobili Lamborghini presents the new Lamborghini Huracán EVO Spyder at Geneva Motor Show: the open-top car joins its coupé counterpart launched earlier this year, as the second model in the V10 Huracán EVO line-up. The Spyder adopts the next-generation vehicle dynamic control and aerodynamics developed for the coupé, with the 5.2 liter naturally-aspirated Lamborghini V10 engine uprated for a higher power output and incorporating Titanium intake valves. The Huracán EVO Spyder outputs 640 hp (470 kW) at 8,000 rpm with 600 Nm of torque delivered at 6,500 rpm. With a dry weight of 1,542 kg the car reaches a weight-to-power ratio of 2.41 kg/hp, accelerates from 0-100 km/h in 3.1 seconds and from 0-200 km/h in 9.3 seconds. Braking from 100 km/h to 0 is achieved in just 32.2 m, with a top speed of 325 km/h. “The Huracán EVO Spyder incorporates all the performance, next-generation vehicle control and aerodynamic features of the EVO coupé, with its own unique personality and a driving excitement that only an open-top car can offer,” says Stefano Domenicali, Chairman and Chief Executive Officer of Automobili Lamborghini. “The Spyder continues the Huracán EVO’s evolutionary charge: extremely easy to drive while excelling as a highly responsive, fun super sports car. Particularly with the roof open, the emotive sound of the naturally aspirated engine and the refined, lightweight exhaust system take the sensory experience to a new level. The Huracán EVO Spyder’s design, performance and exhilarating open-air drive experience is literally breath-taking.” Next generation vehicle dynamics The Huracán EVO Spyder combines the option of open-air driving with the prowess of the Huracán EVO’s evolutionary technologies. Rear-wheel steering and a four-wheel torque vectoring system are controlled centrally by Lamborghini Dinamica Veicolo Integrata (LDVI): the Central Processing Unit integrating and controlling every aspect of the car’s set-up and dynamic behavior, anticipating the next move and needs of the driver and interpreting this through a ‘feed forward logic’. Processing data in real time, the LDVI system monitors and analyses external conditions through its active suspension and all-wheel drive. It also recognizes the driver’s intentions through steering wheel, braking, acceleration, the gear and driving mode selected. Precise inputs are given to the vehicle dynamic system, creating a super-agile and responsive car with unparalleled level of control: the car doesn’t just react, but predicts the best driving set-up for the next moment. Lamborghini Piattaforma Inerziale (LPI) version 2.0, launched on the EVO coupé, is a comprehensive set of accelerators and gyroscope sensors located in the car’s center of gravity, monitoring real-time lateral, longitudinal and vertical accelerations, as well as roll, pitch and yaw rate. The magneto rheological suspension, also upgraded to version 2.0, instantaneously adapts the damping following inputs from the LPI. The new advanced traction control system together with enhanced all-wheel drive and torque vectoring, allows traction to be directed to a single wheel as required. Modified Lamborghini Dynamic Steering (LDS), provides higher responsiveness in corners while requiring the lowest steering angles. Coupled with rear-wheel steering, agility is ensured at low speed with maximum stability in high-speed cornering and under severe braking. Driving the Huracán EVO Spyder is as refined or exciting as the occupants desire. The preferred driving mode is selected via the ANIMA system, with STRADA especially calibrated via the LDVI system for road-driving comfort. In SPORT it adopts a fun and exciting persona, with the ability to drift. In CORSA the Huracán EVO Spyder demonstrates its Performante heritage: race-track ready and exhilarating, for the most extreme driving environments. Open-air aerodynamics and design – inside and out The aerodynamic superiority of the Huracán EVO is continued with the Spyder. With roof either up or down, the aerodynamic competency of the EVO Spyder, with more than five times the downforce and efficiency of the original Huracán Spyder, sustains not only the most dynamic handling and performance but the comfort of the occupants. Cabin airflow is minimised and the occupants assured a quiet cockpit environment. Like the EVO coupé, a new front bumper gives the car a low, assertive personality with aerodynamic efficiency improved via the front splitter and enlarged air intakes. At the rear the Huracán EVO Spyder adopts the new rear design evocative of naked race bikes and inspired by Lamborghini Huracán race cars, with the twin outlets of the new sports exhaust system positioned high in the rear bumper. At the upper end of the tail an integrated, slotted spoiler provides enhanced air flow, clearly emphasizing the car’s aerodynamic abilities. The underbody has been shaped to maximize aerodynamic efficiency. The side profile of the Huracán EVO Spyder differs significantly from the coupé, but is equally dynamic with roof up or down. The lightweight soft top carves the top line of the Spyder’s silhouette while up, and is hidden away when down in the most efficient space possible, revealing the athletic and equally powerful lines of the open car. Automatic pop-up safety bars are hidden away. Whether the roof is up or down, the driver can electronically open the rear window, which functions as a windshield when closed and when open, amplifies the song of the EVO Spyder’s unique aspirated engine sound. The electrohydraulic, lightweight soft top opens via a button positioned on the central tunnel in just 17 seconds up to a driving speed of 50 km/h (31 mph). As the roof silently lowers, two fins in the same color as the body rise upwards out of the folding roof casing towards the seatbacks and once in place continue the line to the rear, enhancing the car’s low, dynamic appearance. An integrated duct between the fins reduces turbulence in the headroom during open top driving. The Huracán EVO Spyder is presented in Verde Selvans: an iconic new Lamborghini four-layer green, and one of an enhanced range of colors and trims available for the Huracán EVO coupé and Spyder. Interior options include new EVO trim in Alcantara and leather mix, with stitching and trim details to match the body tone. A number of style packages are offered as well as lightweight materials such as Carbon Forged Composite and Lamborghini’s patented Carbon Skin. Lamborghini’s comprehensive customization program, Ad Personam, allows virtually limitless personalization of the new car. The EVO Spyder sports the new 20” Aesir rims, with Pirelli P Zero tires. The new 8.4” HMI touchscreen, located in the center console just above the start button, puts connectivity at the driver’s fingertips, with multi-finger gesture control. Governing car functions including seats, climate and the status of the LDVI system in real-time it also puts all infotainment, such as Apple CarPlay with smartphone integration, at the cabin occupants’ disposal. A multimedia system incorporates connected navigation and entertainment including web radio and video player, with the intuitive interface enabling voice commands. Price of the Lamborghini Huracán EVO Spyder and market delivery The first customers will take delivery of the new Lamborghini Huracán EVO Spyder in spring 2019 at suggested retail prices as follows: Europe EUR 202,437 (suggested retail price taxes excluded) UK GBP 181,781 (suggested retail price taxes excluded) USA USD 287,400 (suggested retail price taxes/GST excluded) China RMB 3,650,000 (suggested retail price taxes included) Japan YEN 32,827,602 (suggested retail price taxes excluded) Technical Data - Lamborghini Huracán EVO Spyder CHASSIS AND BODY Chassis Hybrid chassis made from aluminum and carbon fiber Body shell Outer skin made from aluminum and composite material, High quality soft top Suspension Aluminum double-wishbone suspension Springs and dampers Steel springs and hydraulic dampers. “MagneRide” electromagnetic damper control Electronic Stability Control (ESC) ESC/ABS characteristics can be adjusted via ANIMA, ESC can be deactivated Steering Electromechanical power steering, LDS steering with variable steering ratio Brakes Hydraulic dual-circuit brake system with vacuum brake servo unit, 6-piston aluminum calipers at the front, 4-piston aluminum calipers at the rear Brake discs Carbon-ceramic discs, ventilated and cross-drilled ∅ 380 x 38 mm front, ∅ 356 x 32 mm rear Tires (standard) Pirelli P Zero 245/30 R20 (front) – 305/30 R20 (rear) Wheels (standard) 8.5J x 20'' (front) – 11J x 20'' (rear) Mirrors Electrically controlled exterior mirrors Airbags Full size dual-stage front airbags. Full size lateral airbags. Knee airbags in specific markets. ENGINE Type Ten-cylinder V, 90°, IDS+MPI dual injection Displacement 5204 cm3 (317.57 cu in) Bore / stroke Ø 84,5 mm x 92,8 mm (3.33 x 3.65 in) Valve control Intake and exhaust camshafts with continually variable adjustment Compression 12.7 : 1 Max. power 470 kW / 640 hp at 8,000 rpm Max. torque 600 Nm (442 lb. ft.) at 6,500 rpm Emissions class EURO 6 – LEV 3 Exhaust treatment Two catalysts with lambda regulation Cooling system Water and oil cooling systems Engine Management Bosch MED 17 Master Slave Lubrication Dry sump DRIVETRAIN Type Electronically controlled all-wheel drive system (Haldex Gen. V) with rear mechanical self-locking differential Transmission 7-speed LDF dual-clutch transmission, shift characteristics variable via ANIMA Clutch Double plate clutch ∅ 187 mm (7.36 in) PERFORMANCE Top Speed 325 km/h 0–100 km/h 3.1 s 0–200 km/h 9.3 s Braking (100-0 km/h) 32,2 m DIMENSIONS Wheelbase 2,620 mm (103.15 in) Length 4,520 mm (177.95 in) Width 1,933 mm (76.10 in) Width (incl. ext. mirrors) 2,236 mm (88.03 in) Height 1,180 mm (46.46 in) Track front 1,668 mm (65.67 in) Track rear 1,620 mm (63.78 in) Turning circle 10.9 m Weight (dry) 1,542 kg (3,400 lb) Weight/power 2.41 kg/hp (5.29 lb/CV) Weight Distribution 43 % (front) – 57 % (rear) CAPACITIES Fuel 83 liters Trunk 100 liters CONSUMPTION The fuel consumption and emissions data is in the type approval stage.
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