The 2015 Lamborghini Huracan: 18 Things You Didn’t Know

Company Says Supercar Will be its Best Street Driver Ever

Great write up from Motor Trend with a lot of the early info, originally first released by MONACO BODYGUARDS™.



Lamborghini released quite a bit of information on the all-new Huracan back in December, but the facts were more like bullet points than detailed descriptions. Now, on the eve of the 2014 Geneva Motor Show, Lamborghini invited us to take a deeper look into the Huracan and there’s a lot more to the story.


What you know: “Huracan” is Spanish for hurricane and is the name of a fighting bull from 1879. What you didn’t know: How to pronounce it. If you want to sound like a Lamborghini connoisseur, it’s pronounced ooo-rah-khan. What you know: Its new V-10 makes 601 hp at 8250 rpm and 413 lb-ft at 6500 rpm.

What you didn’t know: The new engine is both port- and direct-injected to optimize fuel delivery at every single firing. It also has variable cam timing on all four cams. This comes with a wealth of benefits. The peak power and torque increases nearly 50 hp and 15 lb-ft are just one. Seventy-five percent of that torque (310 lb-ft) is available from 1000 rpm, an impressive achievement for a naturally aspirated engine. Not only does it make more power than the Gallardo and do it from the bottom of the rev range up, but a peek at the dyno chart shows that Huracan keeps making power all the way to redline, where the car's predecessor used to fall off. The new engine even revs faster than the old one, if you really can’t wait to get to that power peak. You’ll enjoy the trip to redline no matter how you get there, thanks to a variable intake sound generator which will pump more intake noise into the cabin the harder you push it. Complementing that is a dual-mode exhaust system that opens under hard acceleration. For those concerned about how all this assaulting of the redline will affect the planet, Lamborghini has fitted an engine start/stop system and reduced both fuel consumption and CO2 emission by 11 percent compared to the Gallardo. A dry sump oiling system allows the engine to be mounted as low as possible for better weight distribution. Front/rear weight distribution, in case you’re wondering, is 42/58. The engine is produced at Audi’s Gyor, Hungary, engine plant alongside the powerplant that goes in the R8.


What you know: It’s got a seven-speed dual-clutch gearbox.

What you didn’t know: It’s called “Lamborghini Doppia Frizione” (Lamborghini Double Clutch) and it’s the new Audi R8 gearbox retuned to Lamborghini spec. When you want to beat on it, a launch control system has been fitted and holding the downshift paddle rather than clicking it will drop you to the lowest available gear. When you’re not at the track, Lamborghini promises it’ll be the nicest driving street car the company has built. In fact, the company expects the Huracan to be the most-driven Lamborghini ever for that reason. “Easy on the road, absolutely performing on the racetrack,” as CEO Stephan Winkelmann puts it.


What you know: It doesn’t have a manual transmission option.

What you didn’t know: It won’t. According to company executives, manual transmissions accounted for an average of two percent of all Lamborghini sales over the last decade. The highest the take-rate ever got was five percent, and that was the same year the company saw the highest Gallardo sales ever. There just isn’t a business case for a small company like Lamborghini developing a transmission so few people will buy, especially with all the work it would take to make it work with the new chassis dynamics system on the Huracan. Even if the work got done, Lamborghini says taking control of the transmission away from the computer would blunt the system and thus the performance.


What you know: It’s all-wheel drive.

What you didn’t know: The old viscous-coupling system is gone. In its place is a fully computer-controlled system that’ll dish the power exactly when and where it’s needed. Nominally, power will be split 30/70 front/rear, but the computer can send up to 50 percent of the power to the front and up to 100 percent to the rear as conditions demand it. Transferring power is actually handled at the front axle, where a wet multi-plate clutch decides how much power to send out to the front tires.


What you know: It’s got an optional variable-ratio steering rack.

What you didn’t know: It’s electric steering, and it’s designed to alter the ratio with the performance. Below 31 mph, the steering will be quicker and more direct to make a sharp corner, which will make it easier to get in your garage. Above 62 mph, the steering will become slower, requiring more steering input for sharper turns in order to increase high-speed stability. The variable-ratio system can also help control oversteer by making “tiny, targeted countersteering impulses.”



What you know: It’s got Magnetorheological shocks.

What you didn’t know: The adaptive, electronically controlled shocks are icing on suspension cake. The suspension is entirely aluminum and is composed of double A-arms at all four corners. Hanging off the ends are two 20-inch wheel designs, one even lighter than the other. They’re wrapped in Pirelli PZero tires designed specifically for the Huracan, the best blend of street and track performance as well as ride comfort and fuel efficiency.


What you know: It’s got carbon-ceramic brakes.

What you didn’t know: They’re massive at 15 inches in the front and 14 inches in the rear. They’re clamped by six-piston calipers up front and four-piston calipers out back. The parking brake is electronic. Lamborghini says the brakes will haul the Huracan to a stop from 62 mph in 105 feet, though we have a feeling it’ll do quite a bit better than that. At minimum, that’s 3.6 feet shorter than the quoted stopping distance for a Gallardo, though the last Gallardo we tested – a Valentino Balboni Special Edition – stopped in 104 feet.


What you know: It’s got an advanced chassis dynamics system.

What you didn’t know: This might be the most technologically advanced car Lamborghini has ever built. On the surface level, you’ll be able to alter the car’s performance via the ANIMA switch on the bottom spoke of the steering wheel. ANIMA stands for “Adaptive Network Intelligent Management,” because Lamborghini really wanted to acronym to spell the Italian word for soul (anima). As you cycle from Strada (street) to Sport and Corsa (race), ANIMA will make changes to the throttle response, transmission response, dampers, stability control, all-wheel drive control, the intake and exhaust noise flaps, and the variable steering if you’ve got it. Informing those changes is Lamborghini’s Piattaforma Inerziale, an aerospace-inspired technology. It utilizes three accelerometers and three gyroscopes placed at the car’s center of gravity to measure acceleration front-to-back, side-to-side, and up-and-down, as well as roll, pitch, and yaw. All of that information will be relayed to the computer as it decides how best to make use of all the variable components on the car.


What you know: Its chassis is a hybrid of carbon-fiber and aluminum.

What you didn’t know: It’s not quite as fancy as the Aventador. Carbon-fiber makes up the center tunnel, the rear third of the door sills, the B-pillars and roll-over hoop, and the rear bulkhead. It’s essentially the rear third of the passenger cell, plus the center tunnel. That’s all glued and riveted to the aluminum bits that make up the rest of the car. On the whole, Lamborghini says the Huracan’s frame is 10 percent lighter than the Gallardo’s and 50 percent stiffer torsionally. Why not a full carbon-fiber passenger cell like the Aventador? Officially, the reason is a full carbon-fiber piece wouldn’t produce any better mix of weight and rigidity, but that statement should be followed by the phrase “for the money.” The car is more than $100,000 cheaper than the Aventador, which means the Huracan can’t soak up the extra cost of all that expensive, hand-laid carbon-fiber. All told, the Huracan weighs in at 3135 pound dry. You can add well more than 100 pounds to that number when things like gasoline, coolant, oil, brake fluid, and more are included. Body panels are aluminum and composite pieces. Also of note: the chassis is built by Audi in its Neckarsulm, Germany, plant alongside the R8.


What you know: It looks a lot more like the Aventador than the Gallardo ever looked like the Murcielago.

What you didn’t know: The Huracan is all about aerodynamics. Aerodynamic efficiency is up 8 percent over the Gallardo and drag is reduced 3 percent. Downforce, meanwhile, is up a staggering 50 percent. All of this is done without any moveable surfaces, like extending wings and such. A flat floor does its part to smooth out airflow under the car and overall Lamborghini says the car’s aerodynamics are better balanced than the Gallardo’s, all of which should contribute to better high-speed stability. It should also be noted the Huracan looks better in person than in pictures, as a lot of the more subtle lines, curves, and shapes in the body work are lost in the pictures but easily evident in person.



What you know: It’s going to be fast.

What you didn’t know: Really fast. Quoted zero-to-60 mph time is 3.2 seconds, and it’ll probably knock a tenth or two off of that. Zero-to-124 mph is said to take just 9.9 seconds and the top speed is given at “202-plus” mph. Lamborghini also says the Huracan is two seconds per-lap faster around the Nardo Proving Ground’s road track than a base Gallardo LP570-4, a number the company’s chief test driver calls “conservative.” When pressed, he also allowed that the base Huracan is faster around the same track than a Gallardo Superleggera and a Gallardo Super Trofeo Stradale, though he wouldn’t say how much faster. It’s impressive nonetheless.


What you know: It’ll have a high-tech digital dash.

What you didn’t know: It’s a lot more high-tech than the Aventador’s digital gauges. The Aventador has central screens dedicated entirely to the gauges and two ancillary screens that can change to show other information, such as radio stations, navigation instructions, and performance data. Huracan, rather, has one, big, 12.3-inch screen that is fully reconfigurable. Glance around the rest of the interior and you’ll notice there’s no central infotainment screen. Borrowing a trick from the all-new Audi TT, it’s all been integrated into the instrument cluster. It can display big, bold digital gauges, or move those off to the side and show a split-screen with the navigation map or other functions. As you get close to your destination, you can switch it to a full-screen map so you know exactly where your next turn is.


What you know: There’ll be special editions, naturally.

What you didn’t know: Lamborghini never likes to talk about future product, but in a surprisingly candid (for Lamborghini) roundtable, executives gave us some hints about what the future holds, promising “positive surprises” down the road. Some of it is stuff you might’ve guessed. There will be a Huracan Super Trofeo Stradale, because Lamborghini needs a car to turn into a racecar for its Super Trofeo one-make racing series and the guys that race those cars want a street edition, too. There will be higher-performance summer tire options, without the compromises given to fuel economy and wet handling. A rear-wheel drive model, like the old Gallardo Valentino Balboni Special Edition, is a possibility, Lamborghini says. Other future updates and special editions would likely include more power, less weight, and race-derived aerodynamic aids.


What you know: It’s got an all-new interior.

What you didn’t know: A 6’5” man fits inside, if not perfectly comfortably. His hair touched the ceiling and his legs were a bit cramped, but he was comfortable enough to live with it. Elsewhere in the car, you’ll find that while the toggle controls are very neat, the labels are hard to read, so there’ll be a learning curve. You’ll also find that the quarter windows are actually useful for checking your blind spots, unlike the Aventador’s. The rearview mirror, meanwhile is nearly useless thanks to the solid metal louvers hiding the engine, though a glass cover is optional and recommended. The seats are quite snug and offer a lot of lateral support. At first sit, they’re comfortable and should do well in high-performance driving situations. Some of the optional leather colors are fairly obnoxious, but they’re your hundreds of thousands of dollars. Do with them what you please.



What you know: It’s got a new steering wheel to go with the new interior.

What you didn’t know: There are no control stalks for the turn signals or windshield wipers. Those functions have been moved to the steering wheel spokes, like Ferraris. Unlike Ferrari, the reasoning has nothing to do with F1 inspiration and is simply to accommodate larger shift paddles so they’ll never be out of reach. Unfortunately, this means the radio controls have been booted back to the center console. All the more reason to let the engine do the singing.


What you know: It looks bigger than the Gallardo.

What you didn’t know: You’re right. Visually, the Huracan looks longer and wider than the Gallardo, and it’s not just an effect of its sleeker styling. At 103.2 inches, its wheelbase is 2.4 inches longer than the Gallardo’s and the Huracan is 4.5 inches longer overall at 175.6 inches. It’s wider, too, by a full inch at 75.8 inches. Despite looking shorter top-to-bottom, though (and certainly feeling that way inside), the Huracan is the exact same height as the Gallardo at 45.9 inches.


What you know: It’ll be expensive.

What you didn’t know: At $270,000 to start, the Huracan will be $62,000 more expensive than the Gallardo. Even at that price, they’ve already pre-sold over 1000 cars. The Huracan goes on sale in June.






Source: Motor Trend & MONACO BODYGUARDS™

 

2014 Lamborghini Huracán LP 610-4: Succeeding Supercar Ubiquity
It doesn't matter what its name is.....


If ever a Lamborghini came close to ubiquity, the Gallardo pulled the trick. More than 14,000 of the roughly $200,000 exotics found homes over a 10-year run that ended this year, making it the Toyota Corolla of the V-10–powered sports-car realm. It’s fitting, then, that Lamborghini chose to honor a fighting bull known for its “unrelenting character” and “invincible” nature by applying its name, Huracán, to the car’s replacement. Intended to pick up where the Gallardo left off, the Huracán continues Lamborghini’s work to civilize its wares and expand their everyday-usable appeal.

This, of course, is tricky, because Lambo has for years traded on a widowmaker image bolstered by stuff like the Countach and the Diablo. But the brand’s first real dash toward sanity, the Aventador, is immensely capable and eminently drivable—a high-performance ride that aims to minimize come-to-Jesus moments.

Il Diavolo, Leggero

To this end, Lamborghini is calling the Huracán “a new dimension in luxury super sports cars,” that “combines absolute performance with easy-to-drive road behavior.” We may look upon the days of the hairy, take-no-prisoners, don’t-eff-up-that-corner hero cars of Lamborghini’s past with nostalgia—and quietly be relieved that those days indeed are in the past—but we’re still getting used to hearing such boasts from Sant’Agata. And to those in the know, Huracán drivers won’t be regarded as having the bowling-ball-sized family jewels Countach pilots drag around. But because the car’s styling hews closely to the exotic wedge concept that’s defined Lamborghinis since the 1970s, image-conscious rich folk needn’t fret. Laypeople won’t be able to tell that that splinter of a car you’re riding in coddles with stability control and an automatic transmission.

Within that familiar shape, though, plenty is new, including Aventador-mimicking detailing that incorporates plenty of angles, hexagonal elements, and surface depth. Whereas the Gallardo’s snout was wide, flat, and adorned with simpler headlights, the Huracán gets thinner peepers stuffed with dual Y-shaped LED accents, a plethora of creases and subtle surface bends, and a gaping full-width intake treatment. The perception of a stylist’s caring touch extends down the body sides, which are more three-dimensional than the Gallardo’s slab sides, and we particularly like the way the side windows appear embedded into body—we can’t imagine blind-spot visibility will be one of the Huracán’s strong suits, however. In the way back, the blade-like tail appears borrowed directly from the Aventador, although it seems better executed here thanks to the awesome-looking wide-set quad exhaust outlets.

Ten Cylinders, Two Clutches, and One Special Audi

The 2014 Huracán might pack a more steady-handed driving experience, but it follows a performance format identical to the Gallardo’s. There’s still a mid-mounted 5.2-liter V-10 driving all four wheels, and evolution comes by way of a bump in power to 601 horses and 413 lb-ft of torque, big jumps over the Gallardo’s 552 ponies and 398 lb-ft, putting it in the same atmosphere as the larger V-12–powered Aventador. Down the road, rear-drive versions will be offered, as they were on the Gallardo. A new seven-speed dual-clutch automatic transmission takes the place of the Gallardo’s finicky single-clutch automatic. To the dismay of us and the five or so people who bought Gallardos thus equipped, a manual transmission won’t be available in the Huracán.

Underneath, the Huracán shares a notable amount of components with Audi’s next-generation R8, as the two make use of Volkswagen Group’s modular sports-car architecture (MSS). In the Lambo’s case, the structure uses a combination of carbon fiber and aluminum to deliver a claimed dry weight of about 3100 pounds; moistened with fluids, we’d up that figure by at least 100, but that’s still light compared to the Gallardo, which weighed about 3500 pounds depending on the trim. (Lighter Superleggera and special-edition models shed as much as 100 pounds.) Lamborghini says the lighter Huracán and its engine stop-start system should return better fuel economy, although given this is a high-performance 10-cylinder supercar, don’t expect miracles. Reduced mass also should bring Gallardo-bettering performance, but we’ll have to wait to verify this with our own testing. For now, the estimation machine in Sant’Agata says the new Lambo is good for a 3.2-second 0-to-62-mph time and a top speed eclipsing 202 mph.

Hanno a Modo Tuo

Among its onboard electronic gadgetry, the Huracán offers an array of driver-selectable modes for the transmission, throttle mapping, all-wheel-drive system, stability control, and optional magnetorheological dampers and variable-ratio steering rack. These settings are distilled to three key choices: Strada (street), Sport, and Corsa (race), and are selectable via a thumb switch on the steering wheel. Carbon-ceramic brakes are standard. The cabin continues the have-it-your-way theme, and offers what’s sure to be a bevy of color choices for the Nappa leather and Alcantara that seem to cover everything. The interior design has been brought into this decade, and shares its angular and sculptural look with, you guessed it, the Aventador. The gauge cluster consists of a customizable 12.3-inch color TFT screen, and the central tunnel is thinner and more elegant than the Gallardo’s chunky piece.

Whether the Huracán’s innards and driving experience live up to Lamborghini’s claims of luxurious sports-car-ness can’t be confirmed until we drive one. Still, as good as added refinement sounds, we do hope a little of the actual Huracán bull’s “strong sense of attack,” as Lamborghini puts it, makes it into the final product. After all, “ferocious” is an adjective that applies equally well to a hurricane or a bull.




Source: CAR AND DRIVER

 

ive just returned from the show and the yellow car was replaced with the verde mantis green, gutted as the new yellow does look good with the black wheels, can anyone out there paint shop the side picture in grigio titans matt grey with black wheels, appreciate it. everyone is saying stay away from the matt colours due to it being so hard to maintain! is it really that hard to look after?? has anyone had it ? also there's news of a extra loud sports exhaust coming on to the options list with a cost of 5/6k ''ouch'' this is quickly becoming a expensive car!

 

Should look something like this:


play with it here ...

 

that's great, is it possible to shop the real pic at the show to get a true look of the shapes angles etc.....sorry if I'm asking for to much,cheers

 

I saw the Huracan in person for the first time at Amelia Island this past weekend. WOW! This is going to be a huge car for the brand. We have several clients already lined up for it. I cannot wait to drive it!!

 

5 minute photoshop ...

looks intimidating ... depending on the lighting I think Grigio Titans might be a little lighter no?

 

they had a aventador on the stand in grigio titans but I'm really trying hard to go with one of the new bright colours they had a sample in the exclusive lounge of the new giallo aton,slightly paler than midas but not as nice as the Maggio, the new green was ok but a little strong. imo the white and normal greys don't do enough for the new smoother lines, the new yellow seems to make it come together with the black wheels.... but everytime I turned my head the matt grey just shouts ''yes'', it shows all the panel lines on the roof and hood,where as the other colours don't show the detail!! as for in the driving seat I feel the full alcantara package is a must inc headlining and a pillars It makes you totally wrapped in the car and with the coloured stiching adding the wow factor. as I have previously mentioned the only thing that I fear is the cleaning issue with the matt! but life is short and sometimes you just have to go for it. hope to see some early cars coming through to help the debate...

 

 

All the wheels should be black