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2015 Lamborghini Huracan LP 610-4 Review

For seven years, Lamborghini sold the Gallardo alongside the Audi R8. And despite sharing more with the Audi than most Italians would like to admit, the Gallardo was a true Lamborghini. Meanwhile the Audi R8 was every bit the stoic German. How did the Gallardo do it? Emotional distance. As cliche as it sounds, the Lamborghini felt more temperamental, although not always in a good way. That fiery disposition made it salacious at mere idle and a baying brute at the limit. The Gallardo's successor, the Huracan, incredibly is even closer to the R8 under the skin, but is galaxies apart from the Audi in terms of impression and intent. The R8 already has a reputation as an everyday supercar, faster than a speeding bullet, able to carry small groceries in a single trunk. With the Huracan, we wanted to find out if it offers the same benefits without dampening that scalding Italian attitude. That difference from old to new starts with subtlety: the Huracan's "dynamic wedge" shape doesn't boast; there isn't a single clingy component demanding your attention. The package fits together so well that you can't just look at one thing, you have to look at everything. There are details atop details, from the Y-shaped LED daytime lamps to the side glass that tucks into the body like an alien canopy. The designers worked to build in enough downforce that the Huracan wouldn't need active or moving aerodynamic devices. So whereas the Gallardo Superleggera looked good with a wing, putting such spoilage on a non-competition Huracan should incur one of those NHTSA-sized, $14,000-a-day fines. There are some hitches to just getting in and driving. There's no reflexive ease to the start and transmission procedures. We always need to remind ourselves of the steps to the dance and "Oh, that's right, pull this for Reverse." Lamborghini changed the shape of the Audi buttons lining the waterfall console, but it looks too close to the A4. The Italians also carried over that funky two-step process of pushing a button and turning a knob to control fan speed. The Huracan ditches Audi's stalks on the steering column by placing buttons on the wheel. The result is fiddly, but okay. It's a fine office, though. The cabin trim feels like eight different shades of Black Hole, and you sit so close to the ground that Lamborghini should offer a bucket-and-pulley system on the options list. The seats are firm and supportive where they need to be, and comfortable everywhere.

Lamborghini restores ultra-rare one-off Miura SVR

This is the one-of-one Lamborghini Miura SVR. It's a racing development of the already rare Miura SVJ, and its 19-month factory restoration has just been completed. It could very well be the most desirable Miura ever built. The SVR is one of 763 Lamborghini Miuras built by the factory between 1966 and 1972. In addition to "regular" Miuras, there was a limited-number run of "Jota" specification cars, or SVJs, developed by factory test driver Bob Wallace. The specific car here was originally a green Miura S with the chassis number #3781, built in 1968 and displayed at the Turin Motor Show. In 1974, it was acquired by a German customer, who brought it back to the factory to be reborn for the first time. During that 18-month rebuild, it was converted into special, created-for-the-occasion SVR spec, a notch above the vaunted 440-horsepower SVJ cars. In 1978, #3781 was sold to Japan, where it became an actual hero car, making it into manga comics and serving as a basis for toymaker Kyosho's SVR model car line. It certainly takes something for a single car to be so breathtaking that it creates its own niche and following. After 40 years, the SVR was deemed to need restoration, and it arrived to the factory already in pieces. It wasn't a rotten shell, as it was sold as a complete car in Japan in 2015; however, the gold leather interior seen in this Petrolicious post didn't make it to 2018. The head of Lamborghini's factory restoration division Polo Storico, Paolo Gabrielli, says that the factory wasn't really able to use the same approach as Polo Storico restorations usually require. "The original production sheet wasn't of much help, as we relied mostly on the specifications from the 1974 modifications," said Gabrielli. The only ways where the restored SVR differs from the original 1974 build is that it now has 4-point safety belts, better racing seats and a removable roll bar, as the car sees race track use and these modifications were requested by the car's current owner for safety's sake. Now that it's finally finished, #3781 was shown at the Nakayama Circuit in Japan. Related Video:

Lamborghini's Lock out as American COO

It looks like Lamborghini is going to need a new executive to run its North American operations, as the man who's held the job until now has parted ways with the exotic automaker.
That man is Michael Lock, who has held the position of Chief Operating Officer at Automobile Lamborghini America LLC for nearly two years now. We don't know what the reasons are for his departure, or for that matter whether the departure was instigated by Lamborghini or Lock. However, Lamborghini's official notice released yesterday does state rather flatly: "as of today the collaboration with Michael Lock, COO of Automobili Lamborghini America, is terminated" even as it thanks the executive for his efforts and wishes him the best moving forward.
For the moment, Lock's post will be assumed by Thomas Felbermair, Commercial Director at Automobili Lamborghini, while site operations will be handled by Rene? Sueltzner, who is also in charge of after sales at Automobili Lamborghini America.