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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!
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
Link: https://www.caranddriver.com/reviews/2018-lamborghini-huracan-performante-spyder-first-drive-review 2018 Lamborghini Huracán Performante Spyder It’s not all Prada sunglasses, spray tanning, and paisley dress shirts. JULY 2018 BY TONY QUIROGA VIEW 97 PHOTOS Drop the top of the Lamborghini Huracán Performante Spyder and you’re left with vastness above and a black-framed windshield ahead. Seeing out isn’t difficult, but the world is suddenly framed and defined by the little black box ahead of you. It’s sort of like peering through the viewfinder of a Hasselblad or the little rectangle that film directors make with their fingers when they’re trying to appear extra artsy. Looking at the world through the Huracán’s windshield changes your mood, edits out the irrelevant, and focuses your mind on what’s important. HIGHS Rip-roaring acceleration, response and grip outside the realm of most other cars, a transcendent experience. LOWS It can be hard not to bang off the rev limiter, screaming exhaust note combined with open-topped bodywork means the shy should not apply. The pavement seems to zoom right under the windshield in a way that makes 35 mph look like real speed. Not that the Performante Spyder needs to resort to any trickery. It’s seriously quick, and unleashing the rage of the 631-hp 5.2-liter V-10 at its 8500-rpm redline never ever gets old. Plucked from the Performante coupe, a 3429-pound missile that will hit 60 mph in 2.3 seconds and punch through the quarter-mile in 10.2 seconds at 136 mph, the V-10 is a naturally aspirated middle finger to a world gone turbo. VIEW 97 PHOTOS Goodbye, Yellow Brick Road We don’t expect the Spyder to be more than a tenth or two slower in most acceleration tests. A reinforced windshield, the electric folding soft top, and some new bodywork to accommodate the top add 276 pounds, according to Lamborghini. The engine, which sits under glass in the coupe, is hidden from view in the Spyder by a cover that protects the folded top from immolation. As in the coupe, a seven-speed dual-clutch automatic provides launch control that brings the revs to 4500 rpm before the clutch engages and the all-wheel-drive system does its thing. In this mode, the computer takes care of the upshifts and it’s goodbye, yellow brick road. The transmission won’t upshift on its own in manual mode or when in Corsa, the most aggressive driving mode. Instead, it’ll relentlessly pound into the rev limiter. Having to do redline upshifts is something that makes track driving trickier since a perfectly timed tug of the column-mounted paddle is required to extract the most out of the Spyder. Do it early and you’ve lost some acceleration; do it even a split-second late and you’re in the rev limiter. Many brands offer the possibility of an automatic upshift at redline and are programmed to not perform midcorner upshifts, but this car makes you do the shifting. It’d certainly be a bit easier if Lamborghini provided shift lights on the steering wheel like Ferrari and BMW do, because in the first couple of gears, the V-10 spins like a boat engine without a propeller. Rev limiter, here we come. VIEW 97 PHOTOS On the roads that cut in and out of the Napa Valley in Northern California, the Spyder has the brashness of a despot who just got access to nuclear weapons. In Sport and Corsa modes, the exhaust flaps stay open at all times and the V-10 goes from merely loud to don’t-tell-OSHA. After a lucrative career at Kellogg’s, Snap, Crackle, and Pop appear to have left their jobs to tune the sound of the Performante’s exhaust on the overrun. Getting to hear the burning of every fuel molecule is why you buy the convertible version and put up with the roughly 13 percent price increase—the Performante Spyder opens at $314,654. If you’re uncomfortable drawing attention to yourself, the Lambo’s design and its screaming exhaust might be a bit much. Not to worry; it’s no more embarrassing than admitting you’ve seen Stomp, Nickelback, Dane Cook, or Coldplay. Or all four. Sexy Specs Driving fast in the Performante Spyder shrinks the universe into the space of that windshield frame. Although the steering column will occasionally quiver, there’s no other clue that you’re in the open version. Careful suspension tuning to compensate for the greater weight over the rear wheels makes the Spyder feel exactly like the coupe. Light steering efforts bring forth an easy and quick turn-in that masks the width and overall size of the Spyder. The front tires communicate their grip levels clearly through the steering wheel. The active aero ALA system opens and closes vents to provide downforce where and when you need it. There’s so much grip and performance that when you get back into a lesser car, you’ll find yourself squealing the tires around the first few corners before you return to reality. We’d call it the Go-Kart Effect because every time we drive a go-kart and get back into a street car the first thing we do is almost go off at the first corner. The active aerodynamics, brake-based torque vectoring, and stability-control programming are especially impressive because all systems work in harmony. The Performante Spyder experience is perfectly cohesive and natural. Its gestalt is transcendent. And you thought driving a Lamborghini was all Prada sunglasses, spray tanning, and paisley dress shirts. Okay, well, it’s those things, too, but the Performante Spyder also has a soul-stirring greatness—and a windshield—that’ll reframe your world. Price Starting at $203,295
Link: https://www.motortrend.com/cars/lamborghini/huracan/2018/2018-lamborghini-huracan-performante-spyder-first-drive-review/ It's no secret. We love us some Lamborghini Huracan Performante. From our camouflaged first drive on the Imola circuit in Italy where we said, "The Huracan Performante has such high levels of performance that mere mortals can feel as if they know what they're doing on an old F1 track. How can you put a price on that?" To the debut where it was revealed that "the Performante's real party trick is its trick ALA system (Aerodinamica LamborghiniAttiva). Forged carbon fiber is used in the Huracan Performante's active aero elements in the front splitter, rear diffuser, and wing." Finally, it was announced with video proof that the car had (then) set the production-car lap record (6:52.01) on the infamous Nordschleife circuit at the Nurburgring. Finally, in our first test where the "Mantis" green, winged wedge tied or set some of our own performance records, we wrote, "Supercars are special, and they make you feel special. Measured on that scale, the Lamborghini stands apart. Not just because of its radioactive paint and unmistakable style but also because it offers a driving experience unique even among the ranks of the world's best supercars." We recently included one as a contender for Motor Trend's 2018 Best Driver's Car (stay tuned for the results). So, where did Lamborghini go from there? SUPER SPYDER They removed the top, making this the sixth iteration (not counting the Polizia, Pope, and Avio special editions) of the Huracan that was introduced in 2014. Unlike the larger Aventador S Roadster that has fixed, manually removable roof panels, the Huracan Performante Spyder features a button-operated electrohydraulic system that opens the rear deck and neatly folds and stows a cloth top beneath—at speeds up to 30 mph, in less than 20 seconds. Compared to the coupe, the Huracan Spyder's rear deck lid is necessarily redesigned, and there's a pair of integrated passthrough ducts on the B-pillars that are said to reduce cabin turbulence. With its power rear window up and soft top down, we can attest to the ease with which two people can have a conversation at super-legal speeds. "Excuse me, fellow professional driver, can you believe we are now traveling in excess of 100 mph on this closed road with the top down and having this hushed conversation?" With the rear window lowered, both wind and engine noise (more like music) dramatically increase in volume. "My gawd! Listen to that!" Nor does the top, when up, cause any booming or flutter. Adding 0.6 inch to the car's height, it's a well-engineered convertible. And, despite the approximately 275-pound penalty, Lamborghini estimates only a 0.2-second difference in acceleration to 60 mph. From our prior testing, this means it should take just 2.8 seconds. That's adequate, right? Simply access launch mode (Corsa + ESC off), two pedals in, jump off the brake, and blammo! We'll take Lamborghini's word that Spyder's top speed is identical to the coupe's at 202 mph. Globally, Lamborghini expects the Spyder to account for 40 percent of Huracan Performante sales but predicts that the U.S. market take rate will be closer to 50 percent despite a whopping $33,069 premium over the coupe. CURVES AHEAD Not just a straight line fiend, the Huracan Performante Spyder retains the coupe's ability to bend the countryside to its will. This time, however, there's more landscape and soundscape to enjoy. When the Anima three-mode drive selector is in Strada, it has a profoundly mellowing effect on the exhaust loudness. In either Sport or Corsa, it's all manic all the time, and in Corsa, you'll need to pull the paddles to shift gears. The Spyder driving experience reminds me of riding a motorcycle. As you drive, your body senses changes in temperature; your eyes, the light and shadow; your nose, the smell of fields and grass; your ears, the octaves the engine produces. It really is a feast for the senses, adding another dimension to the already intensely satisfying Huracan Performante experience. Our previous drives and tests of the Huracan Performante coupe all came with the optional magnetorheologic suspension. The Spyders we drove had traditional dampers, and although the optional ones work miracles, the standard suspension is remarkably capable, as well. On the wide variety of roads we drove in and around Napa, California, the car never once felt hard, harsh, or out of its depth. Our test cars, however, did feature the dynamic steering option (variable-rate front rack and rear-steer). Seamlessly, this system definitely helped the car negotiate slower, tighter corners, steering in opposition at these speeds and in phase at higher ones. Unlike our dynamic steering experience in the Aventador S Roadster that left us feeling as if the front and rear steering systems weren't on speaking terms, the Huracan Performante's system works invisibly and so well that one might not even know it was at play. And at speeds between 43 and 193 mph, the ALA active aerodynamics come online, as well. If you're not familiar with it, there are ducts in both the front splitter and the rear deck that can be opened and closed in 0.5 second. Depending on their position, the car can make differing amounts of downforce, front, rear, and side to side. We wish there was a way to turn the system on and off so we could tell you how well it works, but we'll simply point to a 2.64-second lap time advantage we recorded at Big Willow Springs Raceway between a Huracan Performante (1:22.53) and a Huracan LP610-4 (1:25.17). It can't be just the result of a 20-hp advantage. There's clearly more to it than that. ADDING THROUGH SUBTRACTION Lamborghini could've simply left the Huracan Performante coupe alone as the best supercar it has ever produced. Sure, the cubic-dollars ALA-equipped Aventador SVJ recently reset the lap record at the Nurburgring, but the tidier, more affordable Huracan Performante will stand the test of time and remain the one that started it all. By offering a convertible version with the Spyder, Lamborghini did very little to take away from the Performante's inherent greatness. Removing the top only adds to the experience, offers a broader range of emotions to enjoy, and succeeds in pleasuring more of your senses. Almost as a rule, I prefer the coupe over the convertible variant of the same car. The convertible is often less rigid, less practical, and less capable. However, given the choice, if I had an extra 33 grand lying around, I think I'd be one of the 50 percent who'd opt for the drop-top version of the Huracan. I'd lose essentially nothing and gain a motorcycle in the deal. 2018 Lamborghini Huracan Performante Spyder BASE PRICE $314,654 VEHICLE LAYOUT Mid-engine, AWD, 2-pass, 2-door convertible ENGINE 5.2L/630-hp/443-lb-ft DOHC 40-valve V-10 TRANSMISSION 7-speed twin-clutch auto CURB WEIGHT (F/R DIST) 3,800 lb (mfr) WHEELBASE 103.2 in LENGTH X WIDTH X HEIGHT 177.4 x 75.8 x 46.5 in 0-60 MPH 2.8 sec (MT est) EPA ECON CITY/HWY/COMB 13/19/15 mpg ENERGY CONSUMPTION, CITY/HWY 259/177 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.28 lb/mile ON SALE IN U.S. Currently