The reason Lamborghini views the Huracán Spyder as a lifestyle car is its convertible soft top. No matter how good the top is or how quickly the roll bars pop up behind the occupants, if you flip the car over on a track, there is no metal up top to save you.
Lamborghini offers the electrohydraulic soft top in black, brown or red. It is very well integrated into the car. With the top up, the Huracán's sharp, aggressive lines play out over the car much like they do on the coupe. In fact, the profile is pretty much the same. Put the top down, and Lamborghini provides some pieces to block out wind and contribute to a cohesive design. A pair of fins rise up to flow with the shape of the rear deck. They have integrated ducts to reduce turbulence, and a pair of removable lateral wind guards do the same.
On this rainy day, I found the top is well made, too. It consists of three layers that block out noise quite effectively. It fits well; I experienced no leaks during six or seven hours of rain. And it works as advertised, going up or down in 17 seconds at speed up to 31 mph. I expected the top would less well designed and engineered, like something you might get from a small boutique brand instead of a mainstream automaker. I was pleasantly surprised to be wrong.
A dose of refinement
That same dose of refinement is evident in the cabin. Sure, the Huracán Spyder has its supercar quirks, but it's thoughtfully designed and well assembled. The interior materials are Audi quality, which is no coincidence because Audi owns Lamborghini. In fact, the Audi influence can be found in the infotainment system. It's a stripped down version of Audi's MMI control interface, complete with a central knob surrounded by familiar buttons that control the information on the 12.3-inch instrument panel screen. It's not as comprehensive as the Audi system, but it controls the Lambo's phone, optional navigation system (optional on a $265,000 car!), and other functions quite well.
Of course, some of those small company supercar quirks are still there. The climate controls are a jumbled mess, it's hard too see out the back over the tall rear deck, the turn signals and wiper controls are on the steering wheel, the seats are hard and narrow, legroom becomes a problem for anyone over six foot, the front wheelwells intrude into the foot space of the driver and passenger, and getting into the car involves a steep drop down while getting out requires more core strength than many of the greatest-generation CEO-types that can afford this car possess.
Still, many of those issues are more charming than truly problematic, and the Huracán Spyder has a refined feel that is far more finished than that Gallardo Spyder I drove years ago.