For the time being, we can only say what the car is like to drive on a circuit – the launch event limiting us to a handful of laps of the Bahrain Grand Prix track. In that setting, the new model is not only faster and more agile than the earlier base-model Huracán, but more fun to drive too. More fun than the Performante as well? Perhaps, but we’ll reserve judgment on that front until we’ve spent more time behind the wheel.
The original Huracán could be a frustrating car both on road and track with prescriptive, insistent handling. It would defiantly do what it wanted to do - which quite often was to understeer through corners - rather than responding willingly to the driver’s own inputs. It all made the Huracán a far less rewarding supercar than rivals from McLaren and Ferrari.
But no more. On the optional, stickier Pirelli Zero Corsa tyres, the Evo has more grip and a more resilient front end, which now tucks into low-speed corners so immediately - thanks to the rear-wheel steering - that you’d swear those tyres were racing slicks. In longer, high-speed corners, the front axle will begin to wash out a little - true of any road-biased car - but depending on the corner, you’re just as likely to feel the rear end start to come around. The Evo’s newfound poise and more neutral chassis balance are central to it being more engaging to drive.
The Lamborghini Dynamic Steering - now the only steering option available, the passive system having been dropped - is much improved, offering a more consistent and readable helm than the highly dubious dynamic system that preceded it (on track, at least). Unlike before, you now have a clear sense of how much grip there is in reserve across the front axle and you can position the car intuitively and with precision. No more second guessing. There still isn’t the hardwired feel and sense of connection that you get in a McLaren with a hydraulic steering rack, but that’s to be expected.
From really high speeds under very heavy braking, the car will squirm and fidget quite markedly. For a three- or four-lap stint, the carbon-ceramic brakes hold up well, but the impression is that beyond that they’ll begin to wilt. The pedal itself, meanwhile, could be firmer and more talkative, although that would be compromise too far for road use, says Lamborghini.
In the two modes that are worth using on a circuit - Sport and Corsa - the Evo is either playful, oversteery under power (much more so than the previous model) and keen to be thrown around with abandon, or locked into the track surface for the highest cornering speeds. It is in that Corsa mode, with the stability control system left in its intermediate position, that the Evo is at its fastest around a lap, even with a professional driver at the wheel.