Price and equipmentIT IS not often that one encounters a brand that offers its cheapest model for more than $400,000, but don't let Lamborghini's most expensive model – the $916,150 Aventador LP750-4 Superveloce Roadster desensitise you to the fact that $428,000 is still a lot of cash.

Whoever ordered our test car demonstrated extraordinary restraint when poring over the options list, specifying only two options an essential reversing camera for an extra $5700 and an ultra cool Nero Nemesis matte black paint job for a whopping $20,300.

The damage could have been a lot worse with a range of different wheels, colour and styling extras on offer, but our relatively standard car retailed for a final tally of $454,000, plus on-road costs.

Going nuts with the options really isn't necessary as our car proves. Sitting on gorgeous 20-inch rims, dressed up in a black leather interior and sporting devilish looks, the Huracan looked a million bucks.

With its DNA so similar to the Audi R8, sadly the iconic Lamborghini scissor doors were not a possibility for the baby of the range, and while we adore the way it looks, you can't help but compare it to the utterly arresting Aventador.

But for that car you have to almost double your budget.

That said, the baby of the bulls still pulls quite a crowd and with its sinister matte paintwork and low-slung stance, the Lambo had heads turning wherever it went. Regardless of which options you go for, those stunning looks are included in the price.

For your money you get toys that you may find in many cars such as electric seats, full digital display complimented by a second information and entertainment screen, but there are a few more exciting bits like the carbon ceramic brakes, the liberal use of carbon-fibre, double wishbone suspension all round and all-wheel drive.

That's before we even get to how the Huracan puts all those things together on the road.

InteriorWith almost half of the Huracan's length dominated by its drivetrain, there isn't a lot of room left for anything else. But the cabin is not claustrophobic. Cosy is probably the most appropriate description.

Up front there is a small boot which would be too small for a couple to fit enough gear for a weekend away which limits what the Huracan can do, while the interior has few places to put accoutrements.

If you like the look of the outside of the Huracan then you'll love the inside because the same striking angles and hexagons that flow over all exterior surfaces are throughout the cabin too.

Lamborghini has struck upon a spectacular balance of restraint and class with a cabin that manages to be both gorgeous and understated. We secretly hoped the leather would have been tanned in one of the lurid colours that only Lamborghini can get away with but we settled with matching black.

Compared with its Aventador stablemate, the interior layout is more modern and logical with a degree more refinement. We liked the minimalist and simple feel exemplified by the gauge pod.

Under normal circumstances, the three virtual gauges display vehicle vital statistics but as soon as one of the centre console controls is altered the gauges are replaced by information corresponding to the chosen command.

Ergonomically speaking, the Huracan is spot on with a driving position that reveals its German roots rather any typical short-leg-long-arm of older Italian supercars. Our only ergonomic criticism is of the steering wheel-mounted indicator switch, which is hard to use when exiting roundabouts or any tight turn.

The slender seats are designed for slimmer occupants and are purposefully firm.

Headroom is not a problem despite the Huracan's 1165mm height but occupants taller than our 188cm driver might have trouble.

A rear-view mirror is provided as standard but we are not sure why, as very little can be seen through the albeit very smart stealth bomber-styled engine cover. Its side mirrors have been carefully engineered to eliminate a blind spot but the rearward view is severely limited.

Without the expensive reversing camera kit and rear parking sensors, backing up in the Huracan would be difficult.

Perhaps highlighting too many practical shortcomings of the Huracan is to miss the point of any car that sets out to deliver a purist driving experience. But remember the Huracan is supposed to be a day-to-day supercar so shouldn't it provide at least a little flexibility?Standing out as the centrepiece of the cabin is a red guarded push button. Flip its red top, press the engine start button and you can forgive the Huracan almost anything.

Engine and transmissionThe sensation of a 5.2-litre V10 engine firing just behind your head fills anyone lucky enough to get behind the wheel of the Huracan with an instant sense of excitement.

Its warm-up idle is almost obnoxiously loud and even when warm, the rev blip on start-up is clearly not necessary. This was just the first feature of many that we discovered are engineered simply for the theatre and performance of a Lamborghini.

Throttle response doesn't get much better and with so much power on tap the full accelerator range is needed. Exiting a corner with part power and winding on the noise progressively is a true joy as the cacophony builds behind you and the Huracan takes off.

With no turbo lag to spoil the fun from Lamborghini's sensational naturally aspirated engine, an entire universe of power was available instantly.

We are huge fans of 10-cylinder engines and the Lamborghini's interpretation is one of the finest. Its prodigious 449kW is almost as impressive as its byproduct. Winding the V10 up to nearly 8500rpm sounds utterly joyous.

To describe the Huracan's acceleration as breathtaking doesn't really do it justice. Before you know it, the virtual tachometer needle has smashed into its stop and we were snatching at the upshift paddle.

Thanks to its seven-speed LDF dual-clutch transmission, cog-swaps are instantaneous and imperceptible, and pace gathers viciously fast. Zero to 100km/h in 3.2 seconds? It felt faster.

The gearbox responded to instructions with almost clairvoyant like intuitiveness and, when left in automatic mode, was right on the money.

Ride and handlingWith any low riding mid-engined sportscar, sharp handling is expected, but the Huracan surpassed our expectations by a significant margin.

Find your favourite stretch of winding road in a Huracan and all of its elements come together in a delightful moment of realisation that it has been created with just one job in mind. Getting places fast is what the Huracan does.

Throw it at a corner and the classic mid-engined weight distribution is immediately obvious and with a seating position an equal distance from each axle, the sharpness with which the Huracan turns is easy to appreciate.

Its instantly responsive steering points the nose into a corner with Kelpie-like obedience and the all-paw traction allows the power to be slowly fed in through the corner with confidence.

Steering communication is very good but we would have liked a little more weight.

The Huracan's three-mode driving allows more comfortable cruising in the Strada setting, a noisier and harder ride in Sport, but Corsa was our pick for the most aggressive characteristics and the most playful ESC (electronic stability control) behaviour.

In a straight line the power is initially sent to the back wheels until they start to loose traction – and they will. We loved how the Huracan's tail squirmed under hard acceleration before settling down in the higher gears.

Shedding speed is as efficient as the way the Huracan gained it in the first place, and the six-piston front callipers bite on the carbon-ceramic discs with reassuring might.

Safety and servicingAlong with all the usual ESC, ABS and electronic driver assistance, the Huracan has full-size dual-stage front airbags and full size lateral airbags for protecting the two occupants if its massive brakes and grippy chassis isn't enough to keep out of harms way.

For servicing prices, best to check with your nearest Lamborghini dealership.

VerdictThe Lamborghini Huracan is an effortlessly fast car wrapped up in a body that looks like nothing else.

Living with it is both a pleasure when on the open road and, for those who like to be noticed, when nearer the crowds too. It is a genuine supercar that offers the most livable day-to-day package yet seen from the Italian brand.

It doesn't have quite the outrageous presence of its larger Aventador sibling, or some models past, but neither does it have the niggles and problems of the latter.

Its rivals offer either German engineering or Italian passion, but the Lamborghini Huracan is the only one that can genuinely offer both.

RivalsAudi R8 V10+ from $408,200 plus on-road costs
Until the new version arrives, the current R8 cant keep up with the Huracan's technology but it is still a very impressive package. The two cars are still similar in their abilities though and a decision would likely come down to aesthetics.

Ferrari 488 GTB from $469,888 plus on-road costs
GoAuto is yet to get its hands on the prancing horse's latest mid-engined model, but performance is said to be comparable. The only direct Italian competitor to the Lambo has a pair of turbos and a smaller engine and power gets to the road through just two wheels.

McLaren 650S from $459,250 plus on-road costs
With carbon-fibre construction and a mid-mounted 478kW motor, the McLaren is a toe-to-toe competitor for the Lamborghini. The exclusivity and relatively rare English nameplate may sway a few buyers away from the Italian and a large part of the 650S' appeal comes down to looks.