Lamborghini Huracan Spyder review

The Lamborghini Huracan Spyder is the end result of removing the roof from a Huracán coupé.

It retains the coupé’s angular looks and stonking V10 petrol engine, but replaces its hard top with a fabric roof that folds away in 17 seconds at up to speeds of 31mph.

And, like the coupé, the Spyder is available with two or four-wheel drive, but adds 120kg to the coupé’s weight due to the extra strengthening Lamborghini has had to employ to keep its body as stiff as possible.

That does little to dumb down the Spyder’s frankly ridiculous performance; its V10 still packs a 602bhp punch (572bhp for the rear-wheel-drive version) that's capable of launching the car from standstill to 62mph in just 3.4sec (3.6sec for the rear-wheel-drive model).

If that's not enough, you can blow more cash on the wild Performante version, which has 631bhp and a bunch of active aero aids to make it even faster in a straight line (0-62mph takes just 2.9sec) or round a track.

The Huracan Spyder isn’t the only exotic open top on offer to the UK’s richest car buyers. There’s the Ferrari 488 Spider and McLaren 650S Spider, too, while the slightly cheaper Audi R8 Spyder uses exactly the same engine.

Read on to find out whether it's worth forking out for this open-top Huracan over the coupé version.

The Huracan Spyder is a fully fledged supercar. Its high-revving V10 dominates the car, pulling with real gusto from low revs and with very little inertia as it rips towards the 8500rpm redline, getting more deliriously vocal as it does.

Sure, you don’t get quite the explosive (if more short-lived) hammer blow of acceleration that turbocharged rivals such as the McLaren 570S Spider are capable of, but many drivers will enjoy the still gut wrenching but more progressive delivery of its naturally aspirated V10 even more. The 631bhp Performante variant adds even more performance and aural drama that sounds as divine as it is spectacular.

The seven-speed dual-clutch gearbox is meticulously well sorted, shifting smoothly and with quick-fire precision just when you want it to. It can lurch a bit when engaging a gear at low speeds, and you’ll get more satisfaction from using the steering wheel-mounted paddles in fast driving, but generally it does a near-faultless job.

The rather delightfully named Anima switch allows you to toggle through drive modes and vary accelerator, exhaust, gearbox, steering weight, traction control and – if you’ve added them – optional variable dampers.

Even in the most relaxed setting, the car feels appropriately sharp, but most owners will favour mid-ferocity Sport, when everything steps up a notch or two and makes the Huracan feel properly incisive.

You can also add dynamic variable-ratio steering, which makes the steering respond quicker the faster you go, but we think the standard steering is more consistent and enjoyable.

The problem is that the Huracan Spyder always feels a touch like it's trying to keep you safe rather than give you the no-holds-barred supercar experience that you get with the 570S Spider or Ferrari 488 Spider.

Where the Huracan Spyder struggles a bit more than the coupé model is in ride comfort. We don’t think you need to add the adaptive dampers, but there is certainly a more noticeable thump and shimmy about it.

The car is firmly sprung and has very little body movement, and will inevitably send big shudders through the interior over sharp-edged potholes, but it settles well enough to be usable on normal roads without being classed as uncomfortable.

Don't treat the Performante model in the same light, though; it's a completely different kettle of fish. This is a car that has had its wick turned up to the max for a proper supercar experience and, as well as more power, handles with more precision and rides sublimely on all but the most obtuse roads. We simply love it.

The Huracan Spyder exudes the same sense of drama as the coupé, including its interior. In the centre of the snug interior there’s a red, fighter jet-style starter button that complements the angular design of the switchgear, which in turn mirrors the car’s edgy exterior design. Even the steering wheel’s centre boss has the distinctive hexagonal design that’s continued in the air vents, driver’s binnacle and trim design.

The all-digital dials are easy to read and the switches, while a little too numerous, are mostly easy to understand. The infotainment system is controlled via a rotary dial and viewed through the driver’s readout – this takes some getting used to. In time, though, this becomes quite intuitive and it’s great to have all the information – navigation, media and speedo – right in your eye line. That said, compared with more modern systems such as the one in the Audi R8 Spyder, it feels rather below par.

The standard electrically adjustable seats are comfortable and very supportive; you don’t need to add the more hardcore bucket seats that give some drivers backache. Rear visibility is near-non-existent, but many will accept that as a reasonable price to pay for a roof that folds or raises automatically in 17 seconds at speeds of up to 31mph.

The engine is quiet enough not to drive you mad when you’re on a steady cruise, but if you let it rev – particularly if you’ve switched the variable drive modes to fully rampant Corsa mode – it’s a raging, popping and crackling symphony of exhaust noise. Any Lambo driver is going to revel in that thrilling, addictive soundtrack.

Wind noise is quite acceptable with the roof up, while roof down you’re well protected from bluster. Road noise is more noticeable at higher speeds, but in the context of this car overall refinement is very acceptable.

While the coupe Huracan doesn’t offer a huge amount of space, it does at least seat two people in comfort. Unfortunately, the Spyder variant doesn’t do quite as well. By fitting the folding roof, the interior has had to be shortened slightly, and this has in turn restricted leg room.

It’s not such an issue for the passenger, but tall drivers will find their knees up against the steering wheel and their head brushing the fabric roof, even with the seat slid all the way back. Furthermore, the steering wheel never really feels far enough away. Still, if you’re short, you’ll have fewer complaints.

Otherwise, it’s the same story as in the coupé version. There’s a small glovebox, one cupholder that pops out of the dash and no luggage space (such as the rear shelf that you get in the Audi R8) behind the seats. The boot is a small but fairly deep cubby in the nose of the car and will take a couple of soft weekend bags at a push.

This is a supercar, so if you’re worried about costs you should probably revisit whether it’s right for you. However, even supercar buyers want to know they’re getting reasonable value, and the Huracan Spyder is competitive on most fronts.

It’s priced similarly to open-top rivals from Ferrari and McLaren, and while it does look very pricey compared with the Audi R8 Spyder, the Lamborghini badge and general road presence have always been deemed to be worth a lofty premium.

Depreciation is always the biggest pitfall on these cars, and the Huracan Spyder doesn’t stack up too well against its rivals. A Ferrari 488 GTB, for instance, will be worth more after three years, despite costing virtually the same initially.

Servicing, tyres and insurance costs are all going to be seriously expensive, too, in keeping with this level of car. At least the Huracan Spyder is well equipped – better than most rivals – with leather, sat-nav, heated seats and all the comforts you could want as standard.

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