The facts - The Huracan Evo gets Lamborghini’s 5.2-litre naturally aspirated V10 engine, housed behind the passenger cabin and pushing out a rather monstrous 630bhp and 640Nm of torque. At a kerb weight of 1422kgs and with that kind of power, you reach from 0-100kmph in 2.9-seconds!
For this version of the Huracan, Lamborghini has fitted the car with what it has termed the Lamborghini Dinamica Veicolo integrata (LDVI). It’s a massive electronic safety net that’s usually quite a few steps ahead of the driver and adjusts the brakes, suspension, steering and engine in anticipation of the driver’s next move, giving them optimum car response through every turn. Call it if you will enhancement of driving experience for even the most novice of supercar drivers (a.k.a yours truly). This car also sees the addition of rear-wheel steer which allows for better turn-in and exit through the corners.
The experience - Knees weak, arms are heavy and thankfully none of the rest. I had Eminem’s lyrics from “Lose Yourself” playing on my mind the whole time as I waited for my turn with the car on Madras Motorsports race track and rightly so. The kind of numbers that the Huracan Evo produces was once the special territory of hypercars but today with manufacturers having breached the 1000bhp mark, the bar has been raised quite a bit. It’s quite a technical track this and is a sufficient mark to demonstrate the cornering ability of the car. Once I had managed to fit myself in the car (not as hard as I expected), I closed the door and was instantly transported into a world of purpose. There’s a method to the Hurcan’s 630bhp of madness and following every step along the way becomes a part of the car’s experience.
Right foot on the brake, flip open the engine toggle switch, press the button and you are greeted by a snarl from the V10. With foot still on the brake engage the right paddle and you are in first and can set off once the parking brake has been disengaged.
We exited the pit lane and the first order of business was to mash the throttle to which the car replied with its signature V10 sonorous wail that filled the cabin, practically drowning out anything in and around. It’s meant to assault your senses and add to the experience at the same time. Before I could even complete a few blinks, the C2 and C3 complex of corners was in my vision and I took a hard stomp on the brakes and this resulted in a screenshot-like moment where the car ground to a near halt. I had scarcely anticipated the massive carbon-ceramic brakes to be that powerful and now had to fight my mind to reposition all my braking and turn-in points.
Still fighting my safe driving instincts, I changed the drive mode from Corsa to sport and was repaid with rather violent shift actions as I hurtled down from C3 to the apex of C4. Not wanting to soil myself, I switched back to Corsa and attacked C5 to C7 which disappeared in a flash thanks to the ridiculous speed which I was able to carry all the way to C8. Given that the car was far ahead of anything I was capable of, it had anticipated that I had carried extra speed into C8 and gave me a bit of extra turn in (courtesy of the rear-wheel steer) for C9. While racing down to C10, I gathered up just enough courage to look at the digital instrument cluster and saw 187kmph fly by with the sonorous wail not even reaching half its crescendo- but to me, that was aural and experiential nirvana at one of its finest.
The orange braking cones set out by the instructors to give us our braking points just disappeared in a flash and I had to trail brake which in my mind turned out to be a bad idea but the car responded without losing a step and gave me sufficient momentum to blast past C11. The climb up the small bridge before C12 felt almost like I was going to take off and had to brake hard before I hit the apex of C12. The final blast down the main straight disappeared before my eyes and the looming MRF arch at the end of straight almost seem to pull itself towards me!