Lamborghini Huracan VS BMW 4 series
- Soaring V10
- Seven-speed gearbox
- Even more fun than all-wheel-drive Huracan
- Lack of second screen makes dash a bit crowded
- Not much storage
- Can't see the engine
BMW 4 series
- 'Old' multimedia system is still great
- Superb engine-transmission combo
- Sublime ride and handling balance
- Limited in-cabin storage options
- Substandard warranty
- New-generation model due soon
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?
|Fuel Type||Premium Unleaded Petrol|
BMW 4 series
Life comes at you fast, especially in the automotive industry, where model lifecycles are becoming shorter as each new generation comes and goes.
Take the BMW 4 Series for instance. It’s been a segment stalwart since 2013, but the current model’s time in the sun is finally coming to an end a little later this year.
And that got us thinking whether or not the old saying rings true in this context. So, we put the flagship 440i coupe to test to find out if the older you get, the wiser you are.
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
Are you roofless in intent or do your sports cars need a lid?
BMW 4 series7.5/10
Is now the right time to buy a 4 Series coupe? With the next-generation model a matter of months away, probably not.
That said, those buyers who decide to park a new ‘old’ 4 Series coupe in their driveway will be very pleased with their purchase.
At the end of the day, the current-generation model is still a cracking sports-luxury coupe, and more so when in 440i form. It’s just that good.
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.
BMW 4 series7/10
The first-generation 4 Series coupe has aged relatively well, despite sharing most of its design cues with the superseded sixth-generation 3 Series sedan.
Compared to current BMW models, the 4 Series coupe’s signature kidney grille is small, flanked by angry-looking adaptive headlights with hexagonal daytime running lights, all of which are of the LED variety.
The 440i’s standard M Sport body kit adds to the aggressive styling with chunky front bumper with three large air intakes, the outer two of which also contain the LED fog lights.
Around the side, a strong shoulder line stretches from the front wheel arches to beyond their rear counterparts, while BMW’s Air Curtains split the difference between it and the sporty skirts.
The rear end is the 440i’s simplest angle, although its bumper is spruced up with a dark-grey insert and dual exhaust tailpipes. Predictably, L-shaped LED tail-lights punctuate the styling at the rear.
Inside, the 4 Series coupe is holding up well, but it's still clearly a generation behind most other new BMW models.
That said, it’s a throwback we quite like, particularly iDrive6, which is still arguably BMW’s best multimedia system to date. Powering a floating 8.8-inch touchscreen in this instance, it’s just so intuitive, partly thanks to its rotary controller.
An 8.8-inch digital instrument cluster is a late-life addition for the 440i, and while it looks great with its drive mode-specific views, it lacks the breadth of functionality of Audi’s set-up.
The 4 Series coupe’s cabin is otherwise pretty basic despite its apparent emphasis on sportiness, although the selection of luxurious materials used throughout is top-notch.
The entire dashboard, chunky M Sport steering wheel and old-school handbrake lever are trimmed in high-quality leather, while lower-quality Dakota leather covers the sports seats, armrests and door inserts.
Soft-touch plastic is used for the door shoulders and bins, even in the second row, while hard plastic is limited to the centre console, and gloss-black trim is used on the centre stack’s audio and dual-zone climate control surrounds.
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.
BMW 4 series7/10
Measuring 4640mm long, 1825mm wide and 1377mm tall, the 440i coupe is a true mid-sizer, and that means it’s surprisingly practical – for the most part.
Cargo capacity is more than solid, at 445L, but stow the 60/40 split-fold rear bench via a pair of manual latches located in the boot and more storage space is quickly liberated.
To make matters even better, the boot has two bag hooks and four tie-down points, making securing a load a cinch. That said, the high load lip means bulkier items can require a little more effort to accommodate.
Up front, the door bins are large enough for a regular bottle each, while a pair of cupholders separate the gear selector from a seriously shallow storage tray.
The central storage bin is on the shallow side, too, albeit not to the same degree as the dedicated storage tray. That said, much of its space can be taken up by the optional wireless smartphone charger ($200), which was fitted to our test car.
The glovebox tries its best to make up for the lack of genuine in-cabin storage options by being quite large, while storage nets are attached to the backs of the front seats.
Rear occupants can also make use of a large storage tray that resides where a middle seat would otherwise go. They also have access to a fold-down central armrest that incorporates two more cupholders.
Speaking of armrests, the rear side ones are incredibly narrow, leaving tired elbows in a bit of a pickle.
It’s not all bad news in the second row, though, as legroom and toe-room behind our 184cm driving position are very generous, with the former offering several inches of wriggle room.
We’d go as far as to say the rear quarters are comfortable, but that would require ignoring the fact that headroom is seriously compromised with the optional power-operated sunroof ($3000) fitted, with our head pressed firmly against the 440i coupe’s Anthracite roofliner.
Either way, child seats can be fitted in the second row, with ISOFIX anchorage points available for the outer seats. Speaking of which, it’s worth noting ingress and egress to the rear bench isn’t too bad, with the front seats folding forward via manual latches.
Connectivity-wise, two USB-A ports are found in the first row, split between the centre stack and the central storage bin, while three 12V power outlets are spread across the front and rear of the centre console, and the boot.
Price and features
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.
BMW 4 series7/10
The 440i coupe is priced from $103,200 plus on-road costs, positioning it as a more affordable alternative to its main rivals, the Audi S5 coupe ($105,400) and Mercedes-AMG C43 coupe ($116,500), although it’s not as fully featured.
Standard equipment not already mentioned in the 440i coupe includes dusk-sensing lights, rain-sensing wipers, 19-inch alloy wheels, a mixed set of run-flat tyres (front: 225/40, rear: 255/35) and power-folding side mirrors with heating.
Inside, satellite navigation with live traffic, digital radio, a 600W Harman/Kardon sound system with 16 speakers, a windshield-projected head-up display, keyless entry and start, power-adjustable front seats with heating, an auto-dimming rearview mirror and ambient lighting feature.
Engine & trans
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.
BMW 4 series9/10
The 440i coupe is motivated by a silky smooth 3.0-litre turbo-petrol in-line six-cylinder engine that punches out 240kW of power at 5500rpm and 450Nm of torque from 1380-5000rpm.
An equally silky smooth eight-speed torque-converter automatic transmission exclusively sends drive to the rear wheels – a characteristic that has become a rarity in this segment.
This combination helps the 440i coupe sprint from a standstill to 100km/h in a scant five seconds flat with launch control engaged, according to BMW. Its top speed is electronically limited to 250km/h.
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.
BMW 4 series8/10
The 440i coupe will drink a claimed 6.8 litres per 100 kilometres on the combined cycle, while its carbon dioxide emissions are 159 grams per kilometre.
Our week of testing skewed towards city driving over highway stints, and we averaged 8.6L/100km, which is impressive given the six-cylinder performance on offer. And yes, we did put it to use...
The 440i coupe's 60L fuel tank takes 95RON petrol at minimum.
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.
BMW 4 series8/10
The 440i coupe toe the line between sports car and luxury vehicle very, very well.
The straight-line performance is definitely there thanks to its in-line six-cylinder unit, which is one of our favourite engines in any vehicle – period.
From top to bottom, the 3.0-litre unit is absolutely delicious. Maximum torque kicks in just above idle and remains on tap deep into the top end, at which point a fleeting moment of peak power is just 500rpm away. Needless to say, acceleration is strong.
Remarkably, the engine’s twin-scroll turbo exhibits next to no lag, making for a unit that you truly want to wring out. That said, don’t expect aural pleasure when you do so, as the sound it generates is lacklustre. Yep, no enticing crackles or pops are heard here.
The automatic transmission ties everything together beautifully, providing timely, quick and smooth gear changes on the regular, even without its Sport mode engaged. And, of course, there are paddle-shifters on hand if you want to take matters into your own hands – literally.
Given the 440i coupe’s apparent performance bent, you’d be forgiven for thinking it rides like an unforgiving sports car. Well, the good news is it doesn’t.
While potholes and coarse-chip roads would usually be met with hesitation, the 440i coupe silences the doubters with its composed ride. Can you feel them? Yes, but they’re relatively muted, especially in a car with sporty aspirations, like this one.
Simply put, the 440i coupe loves a twisty stretch of road, where its M Sport brakes (front: four-piston fixed callipers, rear: two-pot floating stoppers) and traditional rear-wheel-drive dynamics come out to play.
This experience is enhanced by its superb electric power steering, which is speed-sensitive, meaning it’s quick at low speed, for improved manoeuvrability, and ‘slow’ at high speed, for improved stability.
We absolutely adore this particular system, mainly because of its perfect weighting and surprising amount of feel. And in a surprise to no-one, it also turns in really well, too.
Of course, if you want to take the 440i coupe’s handling to the next level, you can engage its Sport drive mode, which stiffens up the adaptive dampers for even flatter cornering and adds more heft to the electric power steering. But we’d say both are unnecessary.
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.
BMW 4 series7/10
Advanced driver-assist systems in the 440i coupe extend to low-speed autonomous emergency braking (AEB) with pedestrian detection, lane departure warning, blind-spot monitoring, adaptive cruise control with stop and go functionality, a manual speed limiter, speed-sign recognition, high-beam assist, park assist, surround-view cameras, front and rear parking sensors, hill-start assist and tyre pressure monitoring.
Other standard safety equipment includes six airbags (dual front, side and curtain), electronic stability and traction control systems, anti-lock brakes (ABS) and brake assist, among others.
That said, high-speed AEB, lane-keep assist and rear cross-traffic alert are among the notable exclusions.
Neither ANCAP nor its European sibling, Euro NCAP, have awarded the 4 Series a safety rating yet.
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).
BMW 4 series7/10
As with all BMW models, the 4 Series comes with a three-year/unlimited-kilometre warranty with three years of roadside assistance, both of which are two years short of the premium standard now set by Mercedes-Benz.
The 440i coupe’s service intervals are every 12 months or 15,000km, whichever comes first. Owners can opt for a $1650 five-year/80,000km capped-price servicing plan, which is well-priced.