Lamborghini Huracan Review & Prices

If you’re asked to think of a supercar, chances are that Lamborghini ranks second only to Ferrari in your mind’s hierarchy. Lamborghini’s business for decades has been creating the most outlandish and spectacular supercars around - and so it’s no wonder that some of that Lambo magic filters down to what’s supposed to be its ‘entry-level’ model - the Lamborghini Huracan.

Of course, calling this entry-level is like saying St Paul’s Cathedral is just a church, but it is currently the smallest and cheapest Lamborghini you can buy. A bit like getting a luggage tag from Louis Vuitton.

The Huracan has been around since 2014 and will be discontinued fairly soon, but for a ten-year-old design it still cuts a striking figure. Whether you’re opting for the (relatively) understated Tecnica or Evo model, or going all-out with the outlandish STO model or remarkable Sterrato, all Huracans are guaranteed to turn heads no matter where they are.

The heart of the Huracan is its engine. It’s mid-mounted, just behind the driver, and unlike most modern supercars it’s not fitted with a hybrid system or even a turbocharger. Instead you get an amazing 5.2-litre V10 engine that pushes out between 610-640hp depending on which model you select.

Naturally, that much power makes the Huracan an extremely quick car, and even the slowest model reaches 62mph from rest in just 3.5 seconds. Top speed for most versions is over 200mph - only the bonkers STO version is slower, thanks to its massive rear wing.

If you’re considering a Lamborghini Huracan probably have an extremely diverse shopping list. At the lower end, an Audi R8 seems like a tempting cost-saving - especially as it has the same engine as the Huracan. Other mid-engined supercars in the running are the Maserati MC20, the McLaren 750S and the Ferrari 296 GTB.

The Huracan is, of course, brilliant to drive - and it gets better the faster you go. Round town, it’s a bit cumbersome thanks to its sheer width combined with poor visibility and suspension that’s better suited to the race track than to rubbish road surfaces and potholes. There are some concessions to everyday use, though - the automatic gearbox is unobtrusive even at low speeds, and there’s a nose lift to enable you to get the Huracan’s dramatic front end over speed bumps.

Get it onto a twisting road, though, and it all makes sense. It’s incredibly powerful, and the steering inspires so much confidence that you can fling it into bends with aplomb. It’s very communicative through the steering, while the brakes - which can be upgraded to high-tech carbon-ceramic ones - feel well up to the task of stopping the Huracan from incredible speed. 

You can’t currently buy a new Lamborghini Huracan through Carwow, but you can check out our pick of the best supercars and exotic motors for sale. You can also buy a used Lamborghini Huracan here, or check out other used Lamborghinis through Carwow here. And remember, whether it’s a Ford or a Ferrari, you can sell your old car through Carwow’s network of trusted dealers.

Depending on which Huracan you opt for, the asking price ranges from around £160,000 to £260,000. The Audi R8 is much cheaper, and shares the same engine as the Huracan, but compared to cars such as the Maserati MC20, Ferrari 296 GTB or McLaren 750S - which all start north of £200,000 - the Huracan seems like a relative bargain.

The Huracan is amazing to drive fast, but you won’t enjoy it much round town

In town

Supercars aren’t principally designed for the school run, supermarket trips or general pootling - and the Huracan is no exception. It’s very wide, and it’s not very easy to judge where the extremities are, so it’s not much fun trying to thread it through narrow gaps or parallel park it. Visibility, especially out of the back, is extremely poor, and the (optional but essential) rear-view camera is quite low resolution.

It’s quite firm over lumps and bumps too, especially if you opt for one of the more hardcore variants like the Tecnica or the STO. However, it’s not so bad that you’d be unwilling to use it for the occasional city jaunt. The steering doesn’t require biceps like the Hulk, and the gearbox is good at slushing gears together at low speed too. Another essential optional extra is the nose lift - at the press of a button this will raise the suspension at the front, enabling you to get the Huracan’s pointy nose over a speed bump without scraping.

On the motorway

Clearly the Huracan has no shortage of power on the motorway - you won’t struggle to join traffic from a short slip road, or to make decisive overtakes. What you might be surprised by is how comfortable it is for a long drive. The seats, designed to keep you tightly held when cornering fast, are very supportive, and the suspension smooths out a lot at higher speeds.

It is still quite noisy, though - and while the 5.2-litre V10 engine makes some amazing sounds when you’re revving it up, it can quickly become tiresome when it’s constantly at one speed. And don’t forget that, despite the Huracan’s large 80-litre fuel tank, the economy is so poor that you’ll need to fill up frequently.

On a twisty road

On a winding back road, the Huracan comes alive. The performance is relentless - put your foot down and whether you’re in the grippier all-wheel drive model or one of the driver-focused rear-wheel drive cars you simply take off towards the horizon, with significantly more aural drama than you’d find from even the fastest electric cars. It’s a great reminder of why supercars with proper engines are still so sought-after.

The Huracan corners with great accuracy, feeling alive and responsive no matter the road surface. And the steering is so precise that it gives you loads of confidence to lean on the car in the corners. Also confidence-inspiring are the brakes, especially if you opt for the carbon-ceramic ones - they stop the Huracan so fast it might make your face change shape.

Opt for one of the more hardcore Tecnica or STO models and the Huracan feels like a pure racing car, especially when you switch it into one of its more aggressive driving modes. The dual-clutch gearbox can be left in automatic mode if you’d prefer to concentrate on cornering, but at any moment you can take control with the paddles behind the steering wheel, and changes are rifle-quick.

Comfortable seats for a long trip - but make sure you pack light

The Huracan’s seats depend on what version you go for. All models have very supportive sports seats, but the basic car’s are slightly more forgiving and easier to get into and out of. Opt for a Tecnica or an STO model and you get amazing carbon-fibre racing seats, which hold you firm no matter how fast you’re cornering. If you’re a bit larger, though, you might find the bolsters too narrow.

An Audi R8 is definitely more forgiving for drivers of different shapes and sizes, and has more space inside too. The Huracan’s not particularly practical for everyday use - it lacks much storage space, and even the single cupholder is an optional extra.

Space in the back seats

The Lamborghini Huracan is firmly a two-seater car - like every other Lamborghini bar the Urus SUV. Four-seat supercars aren’t especially common, but if you do want to carry the occasional passenger then a Porsche 911 or Ferrari Roma will do the job.

Boot space

The only storage space you get in a Huracan is a small shelf behind the front seats - taken up by a roll cage in some models - and the ‘boot’ under the front bonnet.

This has just 100 litres of space, dropping to a mere 38 litres for STO models with their bonnet scoops. That’s just barely enough to fit a couple of squashy weekend bags. A Ferrari 296 GTB or McLaren 750S are much more practical for carrying luggage or shopping. 

Dramatic styling, though not especially easy to use

The interior of the Huracan mirrors the outside with lots of exotic materials and hexagonal detailing everywhere. From the air vents to the switchgear and steering wheel, everything looks cool and angular - though that does have some trade-offs where function follows form.

Take the steering wheel, for example. Behind it you’ll find some achingly cool carbon-fibre paddle shifters for the gearbox - but nothing else. The functions you’d normally find on the column stalks have been shifted to the face of the steering wheel, which makes it quite button-heavy. Particularly annoying to use are the indicators, which are controlled by a toggle switch on the left-hand spoke. It seems easy to use until you’re halfway around a roundabout, and suddenly the left-hand spoke isn’t on the left-hand side any more…

The infotainment system isn’t the best either. The screen is bright and clear, but it’s set very low down so you have to take your eyes fully off the road to look at it. Worse still, Apple CarPlay is an expensive optional extra and Android Auto isn’t available at all.

Despite the functionality issues, though, the Huracan has a very cool interior - it’s certainly much more dramatic than an Audi R8, though if you want a classier experience you’d be better off going to Ferrari or McLaren.

A 5.2-litre V10 engine doesn’t exactly promise low running costs, so it should be of no surprise that the official fuel economy figure for the Lamborghini Huracan is just 21mpg. In reality, we’d be very surprised if you hit that - it’s just too tempting to make use of that huge reserve of power. Expect to see figures in the teens if you’re daily driving the Huracan, and if you’re making full use of that performance on track or on a twisty road then you’ll see it descend into single digits.

CO2 emissions over 300g/km for most models instantly push it into the highest brackets for road tax and company car tax, too. Make no mistake, the Huracan - or indeed any Lamborghini - is quite an expensive indulgence.

Euro NCAP crash testing doesn’t cover exotic models, and so the Huracan hasn’t been crash tested. As supercars go, though, it should be fairly safe. Not only do you get a full complement of airbags, but stability and traction control that are tuned to help you out right up to the car’s top speed - so the legal limit on-road should be no problem. 

Lamborghini doesn’t fit the Huracan with any advanced driver aids, though, so go elsewhere for a supercar with autonomous emergency braking, lane-keeping aids or adaptive cruise control.

The Huracan’s best guarantee of safety is simply its construction - it’s built around a carbon fibre and aluminium core that’s incredibly stiff, keeping the passenger compartment in shape during a collision. And with most models having four-wheel drive, there’s a lot of reassuring traction to help you from spinning out in the first place.

Lamborghini’s warranty covers three years from purchase and unlimited mileage - ideal if you want to use your car as a real continent-crosser. Extended warranties can be purchased.

As with any exotic motor, maintenance is both regular and expensive. Expect the Huracan to suffer more problems than your average family hatchback. However, the 5.2-litre V10 engine has been around for many years now, and most problems have been ironed out - while a lot of the technology inside is shared with other cars from the Volkswagen Group.

If you’re buying used, proper maintenance is key. A car like the Lamborghini Huracan cannot easily be run on a tight budget, and it’s likely to develop problems if repairs or maintenance have been done on the cheap.