28 AUTOCAR.CO.UK 7 AUGUST 2019
Δ though, it’s the introduction of
what is effectively a new central
brain that stands out as the
mo s t si g n i f ic a nt. It ’s c a l le d t he
Lamborghini Dinamica Veicolo
Integrata (LDVI) and its job is
to process the vast amounts of
information relayed to it from all of
these systems and coordinate their
combined, immediate response. The
t he or y i s t h at t h i s shou ld m a k e t he
Huracán Evo not only far better at
reacting to changes to its immediate
environment but also capable of
predicting what might be coming
next – from both the driver and the
topography under wheel.
It a l l k i nd of put s me i n m i nd of t he
Matrix, specifically the part where
Neo plugs himself into a computer so
that a range of different martial arts
c a n b e uploa de d d i r e c t l y t o h i s br a i n.
As that ‘training’ programme did
for Ne o, L DV I s e t s out t o r e w i r e t he
Huracán, making it harder, better,
faster and stronger. It’s tempting
to say that it now knows kung fu,
but I won’t.
Anyway, when we drove the
Huracán Evo on track in Bahrain
earlier this year, we found these
changes came as a revelation.
This was a car far sharper, far
more agile and far more rewarding
t h a n it s pr e de c e s s or e v e r w a s. Now,
though, it’s time to see how the
Huracán Evo copes with the task
of dealing with Britain’s less than
stellar road network.
Under less exciting, everyday
driving conditions, it takes just
a few miles to conclude that the
Huracán Evo wouldn’t be as easy to
live with as, say, a McLaren 720S.
For starters, visibility is pretty poor.
The dramatically raked windscreen
me a n s y ou c on s t a nt l y fe e l a s t hou g h
you’re peering out of a letter box and
in low afternoon sun ref lects the top
of the dashboard so severely that it
c a n b e d i f f ic u lt t o a c t u a l l y m a k e out
the road ahead. The A-pillars are
a l s o r i g ht i n y ou r l i ne of si g ht , w h ic h
i s a n noy i n g du r i n g c or ne r i n g, a ndthe view out the back is fairly dismal.
T he 72 0 S r u n s r i n gs a r ou nd t he
Huracán Evo in this respect.
In Strada, the calmest of the
driving modes, it doesn’t ride with
quite the same other-worldly, surely-
this-can’t-be-a-supercar level of
composure as the McLaren and the
seats will leave you aching and stiff
after anything more than a couple of
hours at the wheel. The dual-clutch
gearbox, although well mannered
enough when left to its own devices,
isn’t as polished as the McLaren’s,
either. But, Lord, as soon as you find a
quiet, challenging stretch of road and
select Sport mode, it’s likely that you
just won’t care.
The Huracán Evo is not only a
tremendously thrilling car to drive
quickly but also an engaging and
communicative one. The response
from the front end as you add
i nc r e a si n g a mou nt s of lo c k t o t he
steering is immediate and the
picture it paints about the levels ofgrip you have in reserve is clear and
confidence inspiring. It’s not quite
as clear a picture as you get from
the McLaren, but it’s confidence
inspiring enough to leave you with
the impression that you’d have to
be seriously skilled, be seriously
br av e or h av e a s e r iou s a mou nt of
disregard for the Highway Code to
It falls short of a 720S for everyday ease of use but its V10 is compensation
Twe a ks to th e st y l i n g a r e i nte n d e d to m a ke i t l o o k m o r e p u r p osefu l a n d i m p r ove i ts a e r o d y n a m i cs
TESTER’S NOTE
It seems a petty thing
to complain about
in a supercar as
visceral and exciting
as this, but there are
no physical buttons
or knobs to control
the stereo’s volume.
Irritating. SD