Lamborghini Huracan EVO RWD Spyder Review: Proper Supercar Theatrics

Despite carrying a 640 horsepower naturally-aspirated V10 on its back, the “regular” Lamborghini Huracan EVO remains a relatively tame thing to drive. Thanks to its all-wheel-drive system supplemented by clever traction and stability control software, the Huracan EVO trades in the scary stab-you-in-the-back Lambo persona of old for blistering performance that’s accessible to a wide variety of drivers. The result is a supercar that, while tremendously fast, doesn’t require its driver to be on their best behavior.

On the flip side, we have the car I’ve been driving this week, the Lamborghini Huracan EVO RWD Spyder. On paper, this rear-driven drop-top isn’t all that different from its all-wheel-drive sibling. Sure, its V10 has been de-tuned, churning out a measly 610 hp while its front wheels have been delegated to just steering duties. However, with all that power going to the rear wheels and no roof to isolate you from that glorious naturally-aspirated masterpiece behind you, the RWD Spyder wakes up a side of the Huracan that has laid dormant. Instead of an easy point and squirt supercar, you get a proper thrill machine that keeps you on your toes, demanding your full attention.

Long Live The Wedge

It’s hard to believe that the Lamborghini Huracan debuted nearly eight years ago. The classic wedge shape and its many hexagonal accents still feel pretty relevant from a design aspect. Thanks to a thorough refresh in 2019, this latest variant of the Huracan is one of the best looking yet. Take the front bumper, for example, and its styling exclusive to the rear-driven models. While it’s been re-shaped to channel even more air into the car’s many cooling components, it also gives the Huracan an angrier face than ever before. If anything, this latest look showcases how tame the original Huracan’s styling was.

The rear of the RWD Spyder sees the most extensive changes over its predecessors. While you won’t be looking at that NA V10 through a glass engine cover, Lamborghini has done a great job of adding angular slats finished in gloss black to not only help with cooling but to retain the car’s angular styling. Also gone are the quad exhaust tips of old, in favor of two massive exits that visually cut through the vehicle’s rear. As if the exhaust tips weren’t pronounced enough, a relatively open hexagonal rear grille gives you a clear view of the entire system, among other components. A tiny spoiler and updated diffuser tie up the rear nicely, solidifying the car’s sporty yet purposeful aesthetic.

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While I’m a big proponent of supercars wearing loud attention-grabbing colors, I can’t help but love my tester’s subtle yet classy spec. The deep Blu Astraeus exterior finish looks almost black at night while exhibiting plenty of sparkles once the sunlight hits it. The dark shade contrasts nicely against the silver 20-inch forged wheel’s intricate multi-spoke design.

The interior is perhaps the classiest element of this spec, forgoing bright colors with attention-grabbing contrast stitching in favor of an elegant Terra Asia Vintage tone with contrasting black elements throughout the cabin. This is about as visually under the radar as a Lamborghini can get, that is, until you fire it up.

Ready, Fire, Aim

There is nothing subtle about starting up the Lamborghini Huracan EVO RWD Spyder. A press of the fighter-jet style ignition switch sent car alarms blaring in my apartment’s underground parking garage. There is no quiet mode; there is only loud or louder. The philosophy seems to be that if you paid for the V10, you’re going to hear it, and so will anyone else within a 5-mile radius. This approach to theater is exactly what you’d expect from a Lamborghini, and if I had just forked over nearly $290,000 for one of these, I certainly wouldn’t be disappointed.

The star of the show is the 5.2-liter engine in the middle of the car, developing 610 hp and 413 lb-ft of torque. All of that power reaches the rear wheels via a seven-speed dual-clutch transmission, allowing the RWD Spyder to hit 60 mph in 3.5 seconds before continuing to a top speed of 201 mph. While these are proper supercar stats, the RWD Spyder is the slowest current Huracan variant to 60 mph, losing out to its AWD EVO sibling and its sub-three-second run. However, these marginal differences are meaningless in the real world as the RWD Spyder feels scare-yourself-fast.

I will miss this V10 once it’s gone. With peak power coming in at 8,000 rpm and peak torque at 6,500 rpm, the Huracan demands you ring it out to redline. Drive it conservatively, and you could easily be fooled into thinking the car isn’t as fast as its stats suggest, thanks to the lack of crazy low-end torque. This car rewards you the more aggressive you are with the throttle. As all of its main competitors are turbocharged, the Huracan’s power delivery has become unique, with virtually no other supercar offering the same driving experience.

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Show the EVO RWD Spyder some bends, and the magic behind its rear-driven configuration becomes clear. The car’s handling characteristics change pretty drastically with no differential or other drivetrain components upfront. Gone is the tendency to understeer, instead replaced by a very agile nose that makes the Huracan feel lighter on its feet and more eager to change direction. There’s even excellent steering feel to accompany the car’s agility, proving a bit on the lighter side but still delivering excellent feedback.

With three main driving modes dubbed Strada, Sport, and Corsa, you can significantly change the Huracan’s behavior. Given its rear-drive configuration, the Italian carmaker developed a new traction and stability control system to keep things in check. Stay in either Strada or Sport, and the Huracan will never step out on you, putting all of its power down while remaining incredibly stable and composed. Step over to Corsa, and you’re genuinely on your own. With all of the systems dialed back, the RWD Spyder becomes properly unruly, ready to stab you in the back if you misbehave with the throttle. This is where the RWD Spyder wins in the fun department, requiring you to pay attention and be truly involved in the drive.

Premium, But Tight

Inside, the Lamborghini Huracan EVO RWD Spyder is characterized by its abundance of tech. You get a vertically oriented 8.4-inch touchscreen that houses the car’s infotainment, for starters. While the system itself is far from the easiest to use, it thankfully offers up Apple CarPlay and Android Auto connectivity, simplifying the user experience. The second screen is the 12.3-inch display in front of the driver, which changes its graphics significantly depending on the driving mode.

The gear selector in the center console remains one of my favorite in the industry. While the fighter-jet style switches and levers may come across a bit silly, they’re perfect for a fun-over-everything supercar.

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If the RWD Spyder makes any compromises, it’s the car’s overall lack of visibility and interior space. Adjusted to my (5’10) preferred driving position, the carbon-backed optional seats sat low in the cabin, giving me decent headroom. However, I can’t imagine I’d feel the same if I had a helmet on or were taller than six feet. With the roof up, the Huracan feels a bit claustrophobic, tight even, despite technically having ample room for two people.

The Huracan is decently quiet on the highway with the top-up, although you’ll always hear a bit of that V10 singing in the background. While there’s no complex hardtop system present, the Huracan’s soft roof folds in 17 seconds while driving up to 31 mph. In my experience, it’s more than fast enough to fold at a set of lights, giving you excellent flexibility.

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Is The Lamborghini Huracan EVO RWD Spyder Worth $290,000?

The Lamborghini Huracan has morphed nicely into a proper driver’s supercar throughout its nearly eight-year run. In fact, the track-ready STO version of the Huracan remains the best car I drove last year. Moving from the track to the street didn’t see me disappointed in the slightest. The RWD Spyder delivers a driving experience befitting of its nearly $290,000 as-tested price with plenty of theatrics, driving dynamics, and thrills to go around.

As its main competitors embrace turbocharging, the Huracan has become a unique player in its segment. With its loud, naturally aspirated engine, cramped cabin, and firm suspension, the Huracan doesn’t make significant sacrifices in search of becoming a supercar you can daily drive. Instead, it focuses on its primary role, prioritizing the driving experience over everything.

2022 McLaren 720S Spider Review: Redefining Speed

by Gabriel Vega

February 28, 2022

in 720S, McLaren News, Reviews

On a bright sunny Miami morning back in 2019, I stepped into a McLaren 720S for the first time. Up until that point, I thought I had speed figured out, with plenty of seat time in supercars from various brands. However, when I slammed my foot down, and that 720S sprung into life, I realized I had it all wrong. Nothing accelerated like it, and with its turbo noise whistling behind my ears as it violently pinned me to my seat, I learned the difference between supercar and hypercar levels of performance.https://motorsport.tv/embed/h5KH7E0F

To my delight, nearly three years later, the British carmaker tossed me the keys to a 2022 McLaren 720S Spider for a few days. Knowing well just how fast this car already was, my real goal was to figure out whether or not chopping off the roof fundamentally changes the driving experience. However, despite the added heft from the retractable hardtop roof, it’s clear that McLaren’s engineers are part-time wizards. Only magic could deliver a drop-top that handles this well while delivering tremendous performance. Spoiler alert, the Spider, is the one to get.

Function Over Form

The 2022 McLaren 720S Spider is far from the prettiest thing on four wheels. However, there’s a real sense that it’s less styled and more shaped by aerodynamics. Take the hollow headlights, for example, which allow air to flow through to a few hidden coolers. A quick look at the lower front valance reveals even more intakes, seemingly disguised by the gloss black paint. Even the doors have a trick up their sleeve, helping channel air around the car.

Step around to the rear, and the things heat up thanks to the massive adjustable rear wing. While it mainly generates downforce as you accelerate, the wing doubles as an air brake when you stomp on the stop pedal. Aside from its sheer size, its many positions give the 720S a distinct look, whether you’re stopped at a light or blasting through the canyons. Perhaps the best part of the 720S’s design is the twin exhaust tips that shoot out of the front bumper, flanked by two thin LED taillights reminiscent of those in the P1.

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My tester’s Amaranth Red paint and matte black wheel combo work beautifully, effortlessly reflecting light with plenty of sparkles while teetering somewhere between orange and burgundy. While black wheels often get lost in a void, my tester’s set matches well with the rest of the black trim found throughout the car. Overall, there is no denying that the 720S looks purpose-built, regardless of the angle, and in this case, extreme attention to detail is perhaps even more impressive than just a pretty face.

No Drop Top Drawbacks

Convertibles almost always weigh more than their fixed-roof counterparts, and the 2022 McLaren 720S Spider is no different. However, none of that weight comes from additional chassis strengthening. Thanks to its carbon fiber monocoque construction, the 720S’s chassis remains just as stiff, even when without a roof. Instead, the added 108 lb comes from the retractable hardtop, which can fold away in 11 seconds up to 31 mph.

On the road, the 720S Spider’s twin-turbocharged 4.0-liter V8 works as a great equalizer thanks to its 710 hp and 568 lb-ft of torque output. With that much power, the Spider hits 60 mph in 2.8 seconds. However, the impressive part is that it’s no slower than the Coupe, marking no speed drawbacks. Flat out, it’ll reach 124 mph in 7.9 seconds before continuing to its 212 mph top speed.

There is nothing subtle about how the 720S Spider accelerates. With peak torque coming in at 5,500 rpm, there’s a slow build through the lower part of the rev range until its turbos spool up, and you get the full punch. Thanks to the seven-speed dual-clutch transmission sending continuous power to those rear wheels, the 720S doesn’t let up once it hits boost.

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As I mentioned in the intro, this car redefined what speed meant to me years ago, and practically nothing has changed since. Despite stiff competition from across the globe, 720S sits on the performance throne as far as its segment is concerned.

Throw it into a corner, and the 720S Spider only gets better. Thanks to a fully independent suspension, it’s tough to unsettle the car as none of its wheels are physically connected. This allows you to take even the roughest roads at speed while retaining complete stability. Speaking of stability, there is no way to tell you’re in a convertible with the top up. There is no lack of rigidity or drawback in terms of handling dynamics. Additionally, its active dampers allow the 720S to be easily the most comfortable supercar I’ve ever driven.

Raw performance aside, the 720 Spider’s party piece is its steering. While most of its competitors rely on electric power steering, McLaren has stuck to a hydraulic setup. The result is excellent feedback through the wheel. It’s also quick, making the car’s front end feel agile and light.

Lastly, we’ve got the brakes. While the large air brake in the rear certainly helps out, McLaren gives you carbon-ceramic stoppers as standard. You have to stomp on the pedal to get their peak performance. Once hooked up, the 720 Spider’s brakes offer tremendous performance that’s seemingly endlessly repeatable.

A Truly Daily Drivable Supercar

Many supercars now double as potential daily drivers, and the McLaren 720S Spider may be the best one. While its independent suspension and adaptive dampers play a significant role, its overall comfort is supplemented by a comfortable, well-appointed interior. For starters, McLaren purposely lowers the height of the door sill, making it easier to get in and out of the driver’s seat.

Once inside, my tester’s leather and suede interior continue the performance theme with a comfortable edge. The seats are spacious enough if you’re carrying a couple of extra pounds while keeping you perfectly in place through tight corners. Additionally, they’re far from rock hard, meaning even longer road trips should be a breeze.

In front of the driver, there’s a swiveling digital instrument cluster that changes as you move through different driving modes. In track mode, the screen pitches down, revealing a smaller screen on top with just your revs and speed. The whole act of the screen moving is exciting to see, almost marking a special occasion when going for a drive.

While the vertically oriented screen in the middle houses McLaren’s sleek infotainment system, it lacks Apple CarPlay or Android Auto connectivity, a real bummer since this car’s closest competitors at least offer smartphone connectivity as an option.

On the move, the 720S Spider’s interior is surprisingly quiet. Thanks to using a hardtop instead of a soft one, there’s good sound isolation, although you’ll always be a quick throttle push away from sweet turbo noises. All around, the 720S builds the daily drivability side of its character without detracting from its central role as a supercar in any way.

Big Performance Comes With A Big Price Tag

As great as the 2022 McLaren 720S Spider is to drive and live with, that performance comes at a significant sum. In the US, this car has a starting price of around $318,000. However, with optional extras such as the carbon fiber trim, my tester’s price hovers closer to $375,000.

After spending a few days behind the wheel, it’s clear to me that the 720S Spider delivers on just about every front. Whether it’s outright performance or livability, this McLaren shines as completely worth its price tag. Additionally, there’s no penalty for choosing the Spider variant. Instead, you gain the sweet sounds of a turbocharged V8 right behind your ears. Above all else, my biggest takeaway is that despite not having driven one for years and driving just about everything else since then, the 720S is still easily one of the most impressive vehicles I’ve ever driven.

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