Cooley On Cars
On the road: 2015 Lamborghini HuracanBrian Cooley drives the fast yet approachable 2015 Lambo Huracan and checks its tech.
[NOISE] This is what replaces the Gallardo, the best selling Lamborghini ever. And it replaces it with a major leap forward in technology and demeanor. Let's drive the 2015 Lamborghini Huracan and check the tech. When Lamborghini set out to replace the Gallardo they wielded a lot of new and improved technology. Adaptive electronic steering, magnetic fluid, adaptive suspension. Blessedly now, a dual clutch instead of single clutch automated gear box, an Audi Quattro related all wheel drive system, a dramatically new LCD instrument panel, and a body with clean, subtle aerodynamics, not obnoxious cutouts or powered rear wings.Now as Lamborghini's go, I actually find this vehicle understated and elegant. Notice there isn't one of those audacious wings. Powered or otherwise, nothing. They just did it all with body shape. Speaking of that body, the whole structure of this car is a composite of some carbon pieces, some aluminum pieces, a lot of sandwiching and blending of the two. It's not a true carbon tub with aluminum sub-frame. Instead, it's a glued and riveted. Sandwich of the two materials, especially at the cowl and down the spine. Lambourghini calls this a carbon hybrid. Blessedly conventional doors. Do you really need this? And then you've got the glass cover on. From the engine that is beautiful and clean, but no, that is an option. And normally you would have a busier set of lubers there. That is the best seven thousand dollars you will spend. Now inside the Hurricane things are decidedly more modern than the Gallardo it replaced. Look at that instrument panel. That's a twelve inch side to side all LCD. Driven by an Nvidia Tegra processor, you've also got another LCD over here that's a fixed set of engine gauges. Now back to the main one, interesting behavior here. You can have sort of a split screen, where you have instrumentation on the left, and you've got your infotainment interface on the right. Hold a button here on the wheel, and then you go into a full screen of your Audi Inspire MMI. You'll recognize, and have seen that before. Pull the button again, and now, you go to a full instrumentation layout. Hold another button, and that can go between full tack, and full speedo. There's no other interface quite like this. It's also nice when you go in reverse, you get your reverse camera right there in front of you. In fact, everything's in front of you. This is an interesting vision of moving things away from the glance away. Center head stack to right in front of the driver. [NOISE] And of course related to all that stuff in the dash is a pretty familiar eh, kinda last generation Audi MMI interface. Now onto the drive controls. This vehicle's not like any other in that respect. Here on the wheel, everything has gone kind of motorcycle like. Notice, there are no stalks around the column. Only a couple of properly mounted stalk based shift paddles. Instead, things that used to be on stalks are here. Here's my high beam switch. Here is my left. Like turn signal switch. Wipers are over here. And then, down here on the bottom, here's where my drive personality controls are. Sports, strada, corsa. We'll talk more about those on the road. Back here on the backbone, you've got a lock down start stop button that's just a great Hollywood theater there. And of course what would a super car be without cool toggles to play with? And here's a rack of those for things like windows, hazard, and most importantly on this guy, the optional nose lifter. Under glass. [INAUDIBLE] is the heart of the beast. The 5.2 liter V10. Naturally aspirated, no turbo, no supercharger. They do it the old fashioned way. Zero to 60 in 3.2 seconds. That's what happens when you've got 602 horse. Notably though only 413 pound-feet of torque. This guy's a revver, not a puller. Now, while this engine breathes conventionally, it drinks via two technologies. Both port and direct injection. Something, a number of automakers are doing more of, lately. To optimize fuel delivery across the entire RPM and load range. Seven-speed dual clutch, automated manual gear box is very different than that Gallardo we had which had a single clutch automated manual and was on the bulky side. This promises to be much more refined. Oh, by the way, if you care the MPG is 14 20 on this guy. That's actually not bad. The days of single digit MPG super cars are just about over. [NOISE] Almost immediately. I notice that this car has got a really nice transmission. Because it's a dual clutch, we don't have all that jerkiness that the single clutch automated manuals are known for. Instead, the shifts are super smooth, mighty quick. Of course, it depends if you're in strada, sport, or corsa. When you move those drive modes on the wheel [NOISE] You affect a lot of things. You're gonna change your throttle mapping so you get more power sooner. You change your steering ratio if you have the adaptive steering option. You're gonna change the way the adaptive suspension. Suspension operates you're also going to change the way the instability control is gonna dial in. You're gonna change the shift points and how aggressive and quick those happen. It really transforms a lot of things about the car. Now this car has also got an interesting set of sensors. The acceleramotors and the gyros are three dimensional. So you've got x, y, and z. Which Lamborghini says is really helping them get some real dimension and real world flavor into how they modify all of those drive systems. You know my favorite compliment for any car? It feels light. [LAUGH] It feels light. And when you feel light, you feel fast. And one of the things you're also hearing about this car. If the exhaust that changes when you go to sport or corsa they open up some baffles and you get this nice back crackle. Beautiful sounding [NOISE] Now there are some Lamborghini quirks that make this car a bit of a pain in the **** to live with. I don't quite fit. I'm leaned way back and my knees are all bunched up. The other thing is, when you get a windshield this rakish and cheeky, you also end up with some great big A-pillars that really get in the way of tackling corners. [MUSIC] Okay let's get you all budgeted to buy your Huracon. [LAUGH] $241,000 is your entry point with destination. Now we gotta add a handful of things to get it CNet style. Adaptive steering is 2400. The adaptive suspension is 3400. Navigation is an awfully steep $3200. Rear cam, you're going to need it, that includes back up sensors. Nearly 4000. The nose lifter will save you twice its price the first time you find a curb. That's $6900. And the glass engine lid, I love it, 7000. All in we're at about 268, but who's counting? This is a very livable, approachable car that is also extreme when you want it to be. But not when you don't. It's a very interesting story, and I see it bubbling up all over the super car market, and perhaps, nowhere expressed better than right here. More cars driven CNET style, standing by now at CNETOnCars.com. Click On The Road. [MUSIC]