But no more. On the optional, stickier Pirelli Zero Corsa tyres, the Evo has more grip and a more resilient front end, which now tucks into low-speed corners so immediately - thanks to the rear-wheel steering - that you’d swear those tyres were racing slicks. In longer, high-speed corners, the front axle will begin to wash out a little - true of any road-biased car - but depending on the corner, you’re just as likely to feel the rear end start to come around. The Evo’s newfound poise and more neutral chassis balance are central to it being more engaging to drive.
The Lamborghini Dynamic Steering - now the only steering option available, the passive system having been dropped - is much improved, offering a more consistent and readable helm than the highly dubious dynamic system that preceded it (on track, at least). Unlike before, you now have a clear sense of how much grip there is in reserve across the front axle and you can position the car intuitively and with precision. No more second guessing. There still isn’t the hardwired feel and sense of connection that you get in a McLaren with a hydraulic steering rack, but that’s to be expected.
From really high speeds under very heavy braking, the car will squirm and fidget quite markedly. For a three- or four-lap stint, the carbon-ceramic brakes hold up well, but the impression is that beyond that they’ll begin to wilt. The pedal itself, meanwhile, could be firmer and more talkative, although that would be compromise too far for road use, says Lamborghini.
In the two modes that are worth using on a circuit - Sport and Corsa - the Evo is either playful, oversteery under power (much more so than the previous model) and keen to be thrown around with abandon, or locked into the track surface for the highest cornering speeds. It is in that Corsa mode, with the stability control system left in its intermediate position, that the Evo is at its fastest around a lap, even with a professional driver at the wheel.
The impression you should go away with after reading this is of a car that’s now more rewarding to drive, less frustrating right at the limit, lively and entertaining when you want it to be and scalpel-sharp and super-fast when you’re setting qualifying laps. It seems as though Lamborghini has at long last let the Huracán off the leash (Performante notwithstanding) and allowed it to be a direct and worthy rival to the best cars in this sector. The V10 remains one of the most spectacular performance car power units on sale with a soaring, baleful soundtrack. Its thrilling power delivery makes you never want to drive a turbocharged car again. Over the final 3000rpm to the redline at around 8500rpm, the car feels relentlessly accelerative, so what it lacks in outright punch through the mid-range compared with a Ferrari 488 GTB or McLaren 720S, it more than makes up for in its sense of drama at the top end. For track driving, meanwhile, the twin-clutch gearbox is just about without fault.
If there is an overriding achievement here, it is surely that the Evo’s suite of new technologies and chassis hardware, plus the predictive LDVI brain, never give the impression of knowing better than the driver. It is still the fleshy lump that grips the wheel that is in charge and in control, and if he or she makes a mistake, the car will not undo it.