Ferrari California T 2017 review: Torquing Heads
Nikki Cousins and Peter Anderson road test and review the 2016 Ferrari California T, with specs, fuel consumption and verdict.
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Lamborghini's Huracan is the howling and fiery follow-up to Sant' Agata's best-selling model ever, the vicious, V10-powered Gallardo.
The first clean-sheet design since Audi's takeover of Lambo in the late 1990s, the new car has picked up where the Gallardo left off, selling like crazy. Since its launch a couple of years back, the new variants have come thick and fast, with the rear-wheel-drive 580-2 joining the LP610-4 as well as Spyder variants of both. Last month Lambo dropped the madcap and much waffled over Performante (or "totally bonkers" version).
Lamborghini's local arm made a canny decision to ensure we could kill two birds with one stone, letting us loose in a Huracan Spyder 580-2. Less power, less roof, fewer driven wheels, more weight. Does it mean less fun, though?
|Lamborghini Huracan 2017: LP 580-2|
|Fuel Type||Premium Unleaded Petrol|
|Price from||No recent listings|
The roof is a fabric job and folds away in a tidy 15 seconds, more than quick enough to save you from a drenching in all but the most sudden of rain showers. It looks pretty good when up, doing a decent impression of the coupe's roofline, but roof down with the cool speedster-style humps, the Huracan looks epic.
It's not a shy and retiring car (no Lambo is), not by a long shot and if you enjoy the attention of the local constabulary, the bright yellow (Giallo Tenerife) is the colour for you. One particularly nice touch is the Huracan Spyder script engraved on the windscreen header rail.
Frustratingly, there's only a small cover to gain access to the oil filler - unlike the coupe you can't see the engine through the cover. The rear section of the Spyder is quite different, with a huge composite clamshell that lifts out of the way to allow the roof to stow itself. It's a necessary compromise but a shame as well.
The cabin is standard Huracan, with switchgear handed down from Audi and that brilliant red starter button cover that looks like it should have 'Bombs Away' written on it. There are a lot of fighter-jet influences, and it's a more convincing space than the more expensive Aventador.
Yes, well, the usual mumbling explanation about how you have to take into account what this car is for and that there isn't the room for everyday luxuries will have to suffice. You do get a cupholder that pops out of the passenger-side dash garnish and the front boot will hold 70 litres. There's not a lot else you can squeeze in, although you can probably slip slim items behind the front seat backs. You'll be golfing on your own.
It's a more comfortable interior than the Aventador, with more head and shoulder room and a better overall position for driver and passenger.
As always, value for money isn't one of your top priorities if you're looking for a high-end sports car dripping with standard features. The stereo has just four speakers but really, who's going to be listening to Kyle when you ears can reap the Huracan?
You also score dual-zone climate control, remote central locking (the flush fitted handles pop out endearingly as you draw closer), LED headlights, running lights and taillights, (very cool) digital dashboard, electric seats, sat nav, leather trim and a hydraulic lifter to help keep the front splitter pristine over kerbs.
Naturally the option list is long. Our car was specced by a restrained hand, with 20-inch black Giamo alloys ($9110), front and rear parking sensors with reversing camera ($5700 - ahem), black painted brake calipers ($1800) and $2400 worth of Lamborghini logos and stitching. Very nice stitching, obviously.
You can go completely mad if you want to, spending up to $20,000 on matte paint colours, $10,000 on bucket seats, carbon fibre bits can mount up and then of course you can commission stuff to suit your personal taste for even more cash. If you're prepared to drop well north of $400,000 on a car, what's a few more thousand, I guess.
As far as value goes, the Spyder is about right for its segment, coming in around the same price as an admittedly less focused Ferrari California and a bit more than the less-powerful R8 Spyder range.
As the name suggests, the 580-2 is 30 metric horsepower down on the 610-4. In our language, that means Automobili Lamborghini's 5.2-litre naturally-aspirated V10 (yes, like many parts, shared with the Audi R8) developing 426kW/540Nm. Those figures are down 23kW and 20Nm on the AWD car.
The official 0-100km/h figure is 3.6 seconds, although it's unlikely it's that slow(!), Lambo's figures are regularly bettered by other publications with little effort.
The amazing thing about this car is that despite being handed a regular thrashing, its fuel consumption is little worse than a large Toyota SUV's. When cruising along it will sip fuel, with cylinder deactivation helping further ease its thirst. The claimed combined cycle figure is a reasonable (and almost achievable) 11.9L/100km. I got a calculated 15.2L/100km and did not spare the rod, Nosirreebob. And nothing like the terrifying, guzzling consumption of the Aventador's V12.
The Huracan's V10 is a glorious thing. It revs to the redline like a demon and does it all day every day. It feels utterly unburstable and delivers its power with such joy and abandon it gets under your skin.
With the roof off and Sport mode engaged on the Anime switch, the mix of induction and exhaust noise is utterly addictive. It's a theatrical machine, popping and banging and the metallic scream under power all combine to blow away the cobwebs in double quick time. Its sound is symphonic and pulling the gearshift instantly changes the note. It's breathtaking.
A big part of this particular car's charm is the switch to rear-wheel drive. The engineers didn't just forget to bolt in the propshafts and front-wheel-drive gear, but the steering had a going-over to compensate for the changes and to improve feel and responsiveness. It worked.
Where the all-wheel drive is prone to mild understeer, the front end of the dash-two is a little more planted. The Spyder might be heavier than the Coupe, but the rear-wheel-drive car feels that tiny bit more agile, with a lightning change of direction and a livelier rear-end. It's more delicate than -4 and doesn't feel appreciably slower.
One side note about the -4's understeer: it simply isn't a big deal. The internet will tell you it "understeers like a pig". The internet is completely wrong, but you already knew that; the internet loves cat videos. Nobody accuses the Ferrari California of the same vice, and yet it, too, understeers mildly in standard spec (as opposed to HS) - it's deliberate, safer and user-friendly. It is not, however, a pig.
Anyway. On with the show.
In an effort to lower the cost of the 580-2, it also comes with steel brakes - the expensive carbon ceramics are an option. On the road, you're not really going to notice too much difference apart from slightly different pedal feel. It probably renders the Huracan a less effective track car, but the reality is, not that many owners are going to care, particularly Spyder buyers.
I spent most of my time in Sport mode - it's where the most fun is to be found, with the electronics taking a more relaxed approach to the car's attitude. The drive-by-wire throttle is lovely and sharp, the steering a bit weightier and the seven-speed twin-clutch (or, as I prefer to say at every opportunity, doppio frizione). Corsa is certainly fast but it's far more interested in getting the car straight and slinging it out of the exit of a corner. Don't bother with Strada mode - it's far too soft, and deeply unappealing.
3 years / unlimited km warranty
The Huracan has four airbags, ABS, stability and traction controls and brake force distribution. A super strong carbon fibre and aluminium spaceframe does the heavy lifting in a crash.
The Huracan is supplied with a three-year, unlimited-kilometre warranty. Given the usual mileage of a car like this, that's ample. There's three-year roadside assist into the bargain and the option to extend the warranty - $6900 for one year and $13,400 for two, which seems okay given what can go wrong in such a sophisticated car.
Servicing intervals are an absurdly reasonable 15,000km although you're expected to visit the dealer once a year (mainly so you can order your next Lambo).
The rear-wheel-drive Spyder couldn't be more fun if it put on a silly wig or sprouted a jet engine and wings.
Yes, it's heavier and slower than the Coupe but the Huracan loses almost none of its feel with the roof whipped off, plus you get all the fun and fresh air of a Spyder. The extra weight doesn't mean much on the road and the added bonus of the rear-wheel drive's more responsive steering and even sharper turn-in evens things out.
The V10 is the last of its type, with Ferrari and McLaren both employing forced induction V8s for their smaller sports cars - in McLaren's case, all of them. The Huracan Spyder is everything that's good about Lamborghini - nutty looks, crackpot engine, head-turning theatrics - with all of the bad stuff booted out by parent company Audi. The 580-2 loses none of the fun of the circus and with the roof off it's even louder music to your ears.
|LP 580-2 Spyder (rwd)||5.2L, PULP, 7 SP AUTO||No recent listings||2017 Lamborghini Huracan 2017 LP 580-2 Spyder (rwd) Pricing and Specs|
|LP 610-4 Spyder (awd)||5.2L, PULP, 7 SP AUTO||No recent listings||2017 Lamborghini Huracan 2017 LP 610-4 Spyder (awd) Pricing and Specs|
|Performante Spyder||5.2L, PULP, 7 SP AUTO||No recent listings||2017 Lamborghini Huracan 2017 Performante Spyder Pricing and Specs|
|LP 580-2||5.2L, PULP, 7 SP AUTO||No recent listings||2017 Lamborghini Huracan 2017 LP 580-2 Pricing and Specs|
|Price and features||7|
|Engine & trans||9|
Lowest price, n/a