Visibility is great, the steering is laser precise, and the carbon-ceramic disc brakes, at least on the street, feel as if they could stop the universe from expanding. This is the mode for serious action.Īt speed it's easy to forget that your legs are cramping up from the driving position, and you don't mind that the learning curve to comprehend all the touchscreen controls extends out beyond your actuarially projected lifetime. The Evo doesn't suddenly transform into a track hog like the Ferrari 488 Pista in this setting, but playfulness is not part of the Corsa character. The exhaust doesn't sound much different than it does in Sport, but the dampers tighten up, the steering becomes heavier, and the tail tends to tuck in through corners instead of drifting out. Toggle Corsa, and the shifts become sledgehammer-quality shoves. It's as if artillery barrages are rising up and over the top of the car. The exhaust gets louder, and prominent crackles and pops are added to its voice. Sport is designed to generate a playful quality. The real fun comes when in the Sport and Corsa modes. But Strada is the Hallmark Channel of the Evo's settings. It takes no talent to mash the throttle, and the reward is the sense that the meaty Pirelli P Zero tires- sized 245/30R-20s in front, 305/30R-20s in back-are clawing through the pavement and down into the Earth's mantle. With the Anima drive-mode selector in the default Strada setting, the Huracán Evo is louder than most cars and sings with a voice that's clean and pure. And all that is before hitting the upshift paddle and putting the car into gear. Blip the throttle, and it growls up into an aria of power and promise. Setting the Moodīut the discomfort virtually vanishes the moment the red start button is pushed and the V-10 screams to life. On days with overcast skies, drive your Urus. So, as a general rule, keep the top down. ![]() Top down, it's a matter of lowering one's self aboard. Top up, the Huracán Evo is not easy for some to get in and out of. But six-footers have to scrunch up their legs even when driving, and the range of seat adjustments is limited by the bulkhead immediately behind the seats. If you're Valentino Balboni, maybe you fit perfectly. The most frustrating part of all Huracáns is that most human beings don't fit very well into the cockpit. ![]() Limited exposure with this updated technology makes any evaluation tentative, but it did seem to work pretty well in practice. In fact, Lambo claims that, thanks to various sensors reporting steering, braking, acceleration, gear selection, and maybe even the driver's shirt size, LDVI can actually anticipate what's coming up in any situation. Lamborghini boasts about its Lamborghini Dinamica Veicolo Integrata (LDVI) system that funnels all sorts of information through a central processor to optimize the chassis' performance for any situation, such as adjusting the rear-wheel steering to work with the brake-based torque vectoring and the adaptive dampers to maximize the car's nimbleness. The Evo gets a new front bumper design, and the tail has been revised, but only the most committed Lambo lovers will instantly recognize the Evo as a new model. And the top itself works quickly with single button operation. This car looks spectacular with the top down and merely awesome with the top up. At $293,195 to start, it also costs about $25K more than the hardtop. All the Evo Spyders we drove in Laguna Beach, California, weigh roughly 3750 pounds, which is about 250 pounds more than the coupe. If a touchscreen is the tipping point for your Huracán purchase, you probably shouldn't be buying a Huracán. A revised interior features an 8.4-inch touchscreen that replaces the bounty of buttons that were once in the center console.
0 Comments
Leave a Reply. |
Details
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |