The coupe that started it all. The original Huracán features a natty 5.2-liter V-10 capable of 602 horsepower and 416 lb-ft of torque, a nice jump from the Gallardo’s 562 ponies. The single-clutch transmission was replaced by a seven-speed double-clutch, and the 610-4 rips to 60 in a mere 3.1 seconds, on its way to an eye-blearing top speed of 202 mph. It has ample oomph and heaps of poise whether on the road or track. Credit, in part, an all-wheel-drive system that came standard. We’re slotting it last on the list not because it isn’t wonderful and special; it’s just that everything that came after kept raising the bar.

Chopping the top comes with a weight penalty of 120 kg. Accordingly, performance dips and 3.3 seconds are required to scream to 100. But, one, you won’t notice the decrease in quickness, and two, the aural assault gets that much louder without the roof. And hammering the 610-4 Spyder all the way to the 8200 rpm redline as you snap through the gears is ear-splittingly perfect.

This rear-wheel-drive variant hit the market in 2016, and it’s a mite divisive amongst Raging Bull purists. The power drops—572 horsepower and 398 lb-ft of yank—and the loss of four-driven wheels means it requires 3.4 seconds to hit 60 mph. Some posit that these reductions in numbers mean it’s the inferior product over the AWD 610-4 Coupe. Those people have never driven one. The amount of slipping and power sliding afforded before the stability control tidily reins you in makes it superior.

This RWD Spyder features the same detuned V-10—incidentally, the top speed on the 580-2s drops to 200—and the convertible’s mechanisms only decreased speed specs. This is the slowest of all the Huracans; the shuffle to 100 takes 3.6 seconds. But the car’s nose is lighter, since there’s no front diff, and the 40/60 weight distribution makes for more fun oversteering. Add in a dose of sunshine from the missing roof, and that’s a winning combination in our book.

Five years into the Huracán’s run, the front fascia gets an upgrade here, adding more angular intakes and a new ducktail spoiler is affixed in the rear. There’s a reworked rear diffuser, too. The sum of these aero efforts? Five times more downforce than a 2014 Huracan. The engine reverts to 602 hp and 412 lb-ft, and revamping the traction control system affords more deliciously smoky oversteer from this RWD missile than the outgoing 580-2 Coupe. This model also introduced an 8.4-inch touchscreen into the cabin and allowed for Apple CarPlay. It’s a liveable daily driver that can destroy the (modest volume of) groceries it’s capable of getting.

With a zero to 100 time of 3.5 seconds, this is 0.2 slower than its hardtop cousin (and the second slowest Huracán model). But if you’re seeking to shave tenths off lap times, you’d seek other cars. The EVO RWD Spyder is best enjoyed with the roof retracted, and Sport or Corsa mode selected, so the burbles and pops on the overrun can echo in your ears all while spooking your gawking neighbours.

Engineers rejiggered the 640-4’s V-10 to eke out 631 horsepower and 443 lb-ft, and the EVO Coupe positively flies. With a 0-60 time of 2.9, it’s tied for the fastest Huracán on our list. A host of system upgrades aid in blurring the asphalt below you, including rear-wheel steering, better torque vectoring for all-wheel-drive, a revised suspension, and more. These systems all feed into Lamborghini’s Dinamica Veicolo Integrata (or LDVI), a super processor that monitors the car—and driver—and adjusts for optimal performance… every 20 milliseconds. Lamborghini calls it a prediction system; we dubbed it impressive when testing it on the Bahrain International Circuit.

An all-wheel-drive Lambo convertible that can snort to 60 in 3.1 seconds, all while re-arranging your passenger’s face? Hell yes. This kind of blistering performance is even more impressive when you factor in the added 220 lbs. (The EVO Spyder’s only flaw: the roof takes an eternal 17 seconds to operate.) One of our readers who tested a 2020 EVO Spyder summed it up perfectly: “The sound of that V-10 can cure depression.” Amen. Anyone who’s driven this car fawns over it, so it’s no surprise the 640-4 EVO Spyder was our Robb Report Car of the Year for 2020.

The EVO stands for “evolution,” so how does a supercar maker best its best? Meet Tecnica. Two fewer wheels are driven, so some weight is shaved by the front diff deletion, and it’s 2.4 inches longer than its predecessor, but it’s got the same V-10 powerplant. And 35 percent more downforce and 20 percent less drag. The roar to 60 happens in 3.2 seconds; impressive given the lack of AWD. When we tested it at Circuit Ricardo Tormo in Spain, we found it had “outstanding accuracy, exceptional grip and deft management of power and finesse.”

The Performante Spyder is a track-oriented stunner that can also eviscerate public roads. Every Performante enhancement aims at making it a shark in the Huracán pond. It succeeds. Compared to the prior model, the 610-4 Spyder, engineers carved away 35 kg, added 30 horsepower (for a total of 631), and employed magnetorheological dampers for a brighter and stiffer suspension. Extra downforce abounded; owing to a revised rear diffuser, functional rear wing, and electronically-controlled flaps on the front splitters. The Performante Spyder is 0.2 seconds faster to 60 than the 610-4 Spyder, doing the deed in 3.1 seconds.

The Performante all-wheel-drive variant broke the production car record at Germany’s Nurburgring Nordschleife back in 2016; setting a blistering time of 6 minutes, 52.1 seconds—five seconds faster than the Porsche 918 Spyder. How? A diet of 40 kg (from its 610-4 predecessor), 30 extra ponies, and all that lovely aero vectoring, directing airflow around and through the car for better downforce and cooling of the engine and brakes. It’s tangible when you chuck it into a corner of a race track (or just nearby esses on your way to the supermarket) and find you can achieve greater corner speeds with less steering angle. The reduction in drag helps it slice through whatever tarmac you please. The rip to 60 is over in 2.9 seconds, tying the 640-4 EVO for the crown of fastest Huracán. Raw, loud, visceral, and ungodly quick, we named the Huracán Performante our 2018 Car of the Year.

The letters in our penultimate Huracán’s name stand for Super Trofeo Omologata. That’s Italian for “race car for the street,” and this beast delivers on that proposition; it’s a road-legal little brother to the Huracán GT3 EVO race car, which has notched several victories at the 24 Hours of Daytona and 12 Hours of Sebring. It’s hard to tell what’s better: the bombastic styling or the performance and handling. There’s a huge snorkel to help the V-10 gulp in a fantastic amount of air, a shark fin for increased directional stability, and adjustable split wings capable of up to 420 kg of downforce—all while being 43 kg less than the Performante. While road-capable, we found the STO is best when reserved for the track.

This is our winner: a rally-spec Huracán. It makes zero sense on paper. It’s got 30 fewer horsepower than its cousins. It’s heavier, tipping scales at 1,500 kg. It’s slower—3.4 to 100. Its top speed is 40 km/h less than the STO, only 260 km/h.

Driving it, there’s no rearward visibility, thanks to the snorkel plucked from the STO, so reversing requires camera reliance and a prayer. Our recent loaner had a roof-mounted full-size tire, which added drag and cabin noise on the highway. At current gas prices, and the Sterrato’s laughable MPG, driving hard costs $1.10 per minute. (Though wise words once shared by a wealthy car collector ring true: “If you think you can’t afford it, you definitely can’t afford it.)

Creature comforts? Pffsh. The sole cupholder is a joke; you can’t fit a large coffee in there.

There’s a radio with fancy speakers that you’ll never switch on. There’s no tactile volume button, anyway. You need two screen taps and one drag to increase your GPS volume. Of course, no storage. The tiny frunk resists large backpacks.

None of that matters. Because look at this thing. It belongs on bedroom posters.

In the Huracán Sterrato, you don’t need coffee, storage, or to know what’s behind you. Che importa?

Blow off work deadlines to rip around town, playing supercar taxi to giddy kids (and giddier parents). Startle your neighbours with crackling downshifts as you whiz by. Use Sport mode, for the louder exhaust, and chortle when a friend a half-mile away texts: “Is that the Lambo I hear from my office?!” Deal with the police, called after that engine roar wakes a sleeping baby. Become a hero to all teenage boys in your area. All of this will make you smile. This is supercar life.

The conceit is simple: what if Lambo made a rally car? Jack it up 1.7 inches, stretch the wheelbase 0.3 inches, give it beefy, purpose-made all-terrain Bridgestone tires, add some plastic body panels so rocks and debris aren’t chipping paint, toss in some rally drivetrain software—derived from the Urus—that lets the back step out under aggressive acceleration, and there you go.

Owners won’t rally this—though they should; we can attest from sampling the Sterrato on a rally course. But this is the ideal daily Huracan; one that glides over pockmarked local streets without a constant sheen of sweat on your brow. There are no worries you’re going to crack a pricy carbon splitter or pop a sidewall on a low-profile tire. Aluminium underbody panels offer extra protection from scrapes and bumps, too.

It can hang when pushed. There’s little difference in the on-road dynamics from the base Huracan, the EVO, or the RWD variants we’ve tried. Point, shoot, and repeat. In Sport mode, the stability control allows for a hint of sliding, and it’s a blast to feel a hint of oversteer on a highway offramp if you’re cooking it. Money can buy happiness; you just need about $380,000 to get this driveable meme.

The Sterrato is the best Huracán because it’s everything an Italian supercar should be: crazy, a little impractical, blindingly quick, and never dull.