Any sentence with the words Lamborghini and Huracan in it gets people interested. Add the word Evo and the letters RWD to the sentence, though, and things really start to heat up. Here it is, then, in all its sharp-edged glory – the 2020 Lamborghini Huracan Evo RWD Spyder.
I’ve written before that at this level of super sports car performance, I’m not inclined to opt for a retractable roof. For mine, this performance envelope is best served with a hardtop. That said, though, with the promise of a screaming V10 engine singing its best symphony, and being even more audible while doing so, I am willing to be proved wrong.
In Lamborghini’s words, the Evo RWD Spyder delivers "open-air driving fun and freedom". That’s cute, but I’d be more inclined to say it delivers the same savagery of speed and ability, with the potential to work on your tan at the same time. Silliness aside, looking at the Spyder in the flesh, it’s hard to argue that it doesn’t ‘work’ as a convertible.
Like the hardtop, it’s as purposeful as it is beautiful, as stylish as it is brash. Ensuring the design is right from the get-go means you can tweak it along the way as Lamborghini has done, and never really lose the original’s purity or quality. The roof can be stowed in just 17 seconds, too, so it’s almost as fast as the car itself.
What’s your take on it? Hardtop? Or soft-top? Why? I’d love to read what you think in the comments section below. I’m not sure you need to draw any more attention to yourself when you’re driving a Lamborghini, so you certainly don’t ‘need’ the roof down. Needs and wants are vastly different things, though, as we know.
The sensational V10 cranks out 449kW and 560Nm, thundering the Spyder from 0–100km/h in just 3.5 seconds and on to a top speed of 324km/h. The roof has been designed as best it can to reduce aerodynamic drag and have as little effect on downforce as possible. On that, Lamborghini reckons it delivers aerodynamic efficiency with the roof up or down. You can raise or lower the roof at speeds up to 50km/h.
It’s not exactly cheap to look this good, but who’d argue if you can afford it? Pricing starts from $422,606 before on-road costs, and our test example is fitted with both the Lifestyle Pack ($720) and the Driver Pack ($5760).
The Lifestyle Pack includes an anti-theft system, smartphone interface, front and rear parking sensors, nose-lift system, and a transparent engine lid. The Driver Pack adds carbon-ceramic brakes and magneto suspension. You read often that cars at this level should include a bunch of equipment as standard, but I’d argue the buyer doesn’t really care, and customising their car with various options and additions is half the fun. You really can’t live without the nose-lift system in Australia, so I’d say the Lifestyle Pack is a must.
Through its ‘Ad Personam’ program, Lamborghini Huracan buyers can customise and personalise the car through a range of colour and trim options to suit whatever idea you might have. It’s a further nod to the still handmade nature of the way the factory works, even in 2020.
|2020 Lamborghini Huracan Evo RWD Spyder|
|Engine||5.2-litre naturally aspirated V10|
|Power and torque||449kW @ 8000rpm, 560Nm @ 6500rpm|
|Transmission||Seven-speed dual-clutch automatic|
|Drive type||Rear-wheel drive|
|Kerb weight||1509kg (dry)|
|Fuel claim combined (ADR)||13.9L/100km|
|Fuel use on test||16.1L/100km|
|Boot volume (rear seats up / down)||N/A|
|ANCAP safety rating||Not tested|
|Warranty||3 years / unlimited km|
|Main competitors||Ferrari F8 Tributo / Audi R8 V10 Plus|
|Price as tested (ex on-road costs)||$426,606 (plus ORC)|
The Huracan’s numbers are impressive beyond power, torque and top speed, too. The aluminium and thermoplastic resin skin are mated to a lightweight hybrid chassis formed from aluminium and carbon fibre. It’s light, too, weighing in at just 1509kg dry, which is impressive for a car of this calibre. Power to weight is 2.47kg/hp, while the weight distribution is 40/60 front to rear. Pirelli P Zeros clothe the 20-inch wheels over the optional brakes. Most people loved the eye-catching colour details on our test car, too.
Lamborghini’s Anima button on the steering wheel controls the drive modes, and you can toggle between Strada, Sport and Corsa. Leave the Spyder in Strada on the road, where you get maximum nanny-state electronic supervision and as little rear-wheel slip as possible.
Move into Sport and the driver can shift gears via the paddles, and within reason you can have some fun with the rear end to a point. Roll into Corsa mode, and you’ll need to do two things – have a fair idea what you’re doing and hang on. Track only for that one, as the translation suggests.
The cabin in our test Huracan is stunningly and eye-catchingly executed. It looks special, and it’s a special place to be, there’s no doubt about that. The 8.4-inch touchscreen is clear and easy to navigate, the portrait layout making sense with the rest of the console design. Apple CarPlay is catered for and worked faultlessly for us on test.
The cabin in general is a reminder that supercars need not be silly, impractical and uncomfortable in 2020. In fact, the Evo RWD Spyder is the opposite. Roof up or down, it’s comfortable, quiet until you unleash that thunderous V10 behind your shoulder blades, and easily useable as a daily conveyance. Whether you’d want to risk driving your Huracan every day in traffic is another thing entirely. But you could. If you desired.
Fire the engine into life and enjoy its warm-up run as it settles into a smooth idle. In any mode, nail the throttle and it won’t be so much the pace with which it gathers speed that leaves a lasting memory, as it will be the symphony of engine violence that takes place. We’ve written it before, but this is an epic engine, and one that should be savoured at every opportunity. It could sound this good and make half as much power, and it would still be brilliant. Thankfully it doesn’t. Make half as much power, that is.
Mated to a slick seven-speed DCT, it goes about its work with ridiculous ease. The gearbox never baulks or protests, either. It's beautifully tuned to make the most of the engine's drive.
Deeply committed to the philosophy of the naturally aspirated engine, hybrid tech is next for the Raging Bull, and the lack of turbos remains a truly wondrous thing. This is the last of the breed, and we need to remember that. The last to propel itself down the road with what is a truly monumental engineering exercise. Ferrari flew the NA coop some time ago, and many would argue to sensational effect, but I’ll take my V10 or V12 naturally aspirated for as long as I can.
The steering is fast and direct – when you find a country road, you can start to wind into things a bit more. We didn’t test this Huracan on-track, but it feels like it’s taut, tuned, capable and direct, too. There’s feedback through the wheel, but not as much as I expected, which might change at pace on a track. On the road, though, it’s a near-perfect balance through the wheel.
The chassis, and balance of the chassis specifically, immediately feels like it is capable of dealing with forces well beyond the capability of the average driver. On-track, in the hands of experts, the limits can obviously be found, but for the rest of us it’s competent and poised. Memories of old Lamborghinis that were almost looking for opportunities to overpower the tyres are not so far away that I don’t still approach any RWD Lamborghini with a sense of caution – warranted or not.
Opting for the soft-top probably means you’re more focused on the lifestyle element of the Lamborghini brand. That doesn’t mean you won’t see a soft-top Huracan at a track day, we’ve seen plenty. It does mean, though, that you might be more concerned with its ability as a jaw-dropping cruiser than outright track demon.
What seems to be a rolling homage to an almost invincible V10 engine, also happens to be a stunning execution of design. There’s little doubt that the Huracan is a truly epic car, and living with the Evo RWD Spyder – even for a short time – is an experience you won’t soon forget.