Lamborghini Huracán vs Aventador: Specs, V10 vs V12, and Which One to Drive

What differs	Huracán / Aventador	What kind of number that is
Engine	5.2-litre V10 / 6.5-litre V12	Both naturally aspirated, both mid-mounted. Neither has a turbo.
Power	610–640 CV / 700–780 CV	Huracán Evo RWD to Evo; Aventador LP 700-4 of 2011 to the Ultimae of 2021.
0–100 km/h	3.2–3.3 s / 2.8–2.9 s	Lamborghini’s figures for the road trims compared below. A few tenths apart.
Size	4.5 m / 4.8–4.9 m long	The Aventador is the longer, wider and heavier car in every version.
Gearbox	Dual-clutch / single-clutch ISR	The larger difference on a real road: one shifts invisibly, the other announces itself.
Doors	Conventional / scissor	The Aventador’s open upwards. In a photograph that is the whole picture.
Built	2014–2024 / 2011–2022	Replaced by the Temerario and the Revuelto, both hybrids.
In Los Angeles	$1,299 a day / —	The Huracán Evo coupé and Spyders are on their pages; the Aventador is not in the fleet.

Huracán vs Aventador specs: Lamborghini’s figures side by side

Both cars changed through their lives, so a fair comparison takes one early and one late version of each. The figures below are Lamborghini’s own, from its heritage pages for the original Huracán LP 610-4, the Huracán Evo RWD, the Aventador S and the Aventador LP 780-4 Ultimae. Power is in CV, Lamborghini’s metric horsepower; 610 CV is about 602 hp.

	Huracán LP 610-4 (2014)	Huracán Evo RWD (2020)	Aventador S (2017)	Aventador Ultimae (2021)
Engine	5.2 V10	5.2 V10	6.5 V12	6.5 V12
Power	610 CV at 8,250 rpm	610 CV at 8,000 rpm	740 CV at 8,400 rpm	780 CV at 8,500 rpm
Torque	560 Nm	560 Nm	690 Nm	720 Nm
0–100 km/h	3.2 s	3.3 s	2.9 s	2.8 s
Top speed	over 325 km/h (201 mph)	325 km/h	350 km/h (217 mph)	355 km/h
Driven wheels	All four	Rear	All four	All four
Gearbox	7-speed dual-clutch	7-speed dual-clutch	7-speed ISR	7-speed ISR
Dry weight	1,422 kg	1,389 kg	1,575 kg	1,550 kg
Length	4,459 mm	4,520 mm	4,797 mm	4,868 mm
Width, without mirrors	1,924 mm	1,933 mm	2,030 mm	2,098 mm
Height	1,165 mm	1,165 mm	1,136 mm	1,136 mm
Wheelbase	2,620 mm	2,620 mm	2,700 mm	2,700 mm

Read across a row and the pattern is the same each time. The Aventador has between 130 and 170 CV more, gets to 100 km/h three to five tenths sooner and runs on to 350 km/h and past it. It also carries 130 to 190 kg more, is 28 to 41 cm longer, and sits a little lower and a good deal wider. The Huracán gives up those tenths and 25 to 30 km/h of top speed, and gets back a car a size smaller in every direction.

Aventador vs Huracán: the V12 against the V10

Both engines are the old kind: no turbocharger, no electric motor, and a redline most road cars never approach. The Huracán’s V10 makes its power in the last two thousand revolutions, and the noise changes character on the way up, from a hard mechanical thrum to a shriek that arrives before the car does. The Aventador’s V12 does the same thing an octave lower and with a bigger chest: 770 CV at 8,500 rpm in the SVJ, against the 640 CV the Huracán Evo took from the Performante.

The number that matters on a Los Angeles road is not the peak. It is how much of the engine you can use before the speed becomes a problem, and here the V10 wins by being smaller. Third gear on Mulholland uses the whole Huracán; third gear in an Aventador uses the driver’s nerve. The V12 is the better sound from the pavement. The V10 is the better sound from the driver’s seat, because you get to hear all of it.

The gearbox: dual-clutch against single-clutch ISR

Ask anyone who has driven both and the first answer is not the cylinder count. The Aventador kept a single-clutch automated gearbox for its whole life, the one Lamborghini calls ISR, and it shifts the way a racing car’s does: a pause, a jolt, and the next gear arriving like a door slamming. In Corsa mode at full throttle it is one of the great sensations in a road car. In traffic on the 405 at five in the afternoon it is a series of small head-nods that never quite stops.

The Huracán has a seven-speed dual-clutch, which pre-selects the next gear and swaps in a few hundredths of a second without interrupting the drive. Nothing happens between gears, in either direction. That is why the smaller car is the one you can drive to dinner in the same mood you left in, and why a first Lamborghini is nearly always a Huracán: it asks nothing of you in a queue and everything of you on a canyon road, which is the right way round.

Size, weight and scissor doors

The Aventador’s doors open upwards, the way every Lamborghini V12 flagship’s have since the Countach, and they are the reason the car draws a crowd before the engine starts. They are also practical in exactly one place, a tight parking structure, and impractical in most others: low garages, a valet who has never done it, a kerb you cannot see. At 2,030 to 2,098 mm across the body, a Beverly Hills lane feels like a decision, and the view out of the back is a slot between two engine covers.

The Huracán’s doors open like a car’s. It is narrower, the nose is lower and shorter, and the rear three-quarter view exists. On the open Spyder you can see everything with the roof down, which is the practical case for the Spyder that nobody makes. The Huracán still stops a pavement; it just lets you leave it.

Which is faster, the Aventador or the Huracán?

In a straight line, the Aventador, by tenths: 2.8 seconds to 100 km/h for the SVJ and the Ultimae against 2.9 for the all-wheel-drive Huracán Evo and 3.3 for the rear-drive Evo. On a road with corners the order reverses, because the Huracán is narrower, lighter and easier to place, and its gearbox never interrupts the drive.

Mulholland at seven in the morning is the rear-drive Evo’s road: the lightest steering of the family, a tail that moves a little under power and comes straight back, and a size that lets you use the road rather than survive it. The Pacific Coast Highway at the end of the afternoon belongs to the Evo Spyder, roof stowed; the V12 roadster does this too, with more noise and more attention, and loses at the turn-around, where the Huracán U-turns and the Aventador reverses three times. Angeles Crest is the all-wheel-drive Evo Spyder, which sends the Performante’s 640 CV through four wheels and is the closest thing in the fleet to the V12’s shove. The hotel forecourt is the Aventador’s argument, the doors going up while somebody films. The Huracán arrives well; the Aventador arrives.

Aventador S, SVJ and Ultimae: which Aventador people mean

The name covered eleven years and four main cars, and the figures move with the year. The LP 700-4 of 2011 launched the carbon-fibre monocoque, the ISR gearbox and 700 CV. The Aventador S of 2017 went to 740 CV, 0–100 km/h in 2.9 seconds and four-wheel steering. The SVJ of 2018 is the one the record books mean: 770 CV, 2.8 seconds, more than 350 km/h, and 6:44.97 around the Nürburgring, a production-car record when it was set. The LP 780-4 Ultimae of 2021 closed the line at 780 CV, 355 km/h, 350 coupés and 250 roadsters, which Lamborghini itself describes as the last pure naturally aspirated V12 before hybridisation.

The Huracán ran from the LP 610-4 of 2014 through the Performante, the Evo, the STO, the Tecnica and the Sterrato, all on the same V10; every trim is taken apart in Evo, Performante, STO and Tecnica. The Aventador’s successor is the Revuelto: the V12 kept, three electric motors added, 1,015 CV and 2.5 seconds to 100 km/h, with a dual-clutch at last. The Huracán’s successor is the Temerario, a twin-turbo V8 hybrid with 920 CV.

The Huracán you can drive in Los Angeles

The coupé here is an Evo RWD: 610 CV through the rear wheels and the purest steering of the family. The same trim comes with the roof taken out, as the Evo RWD Spyder, and the Evo Spyder driving all four wheels, the 640-4, is the quickest Huracán here off the line. They take the same rate, $1,299 a day, and the same deposit, so the money is out of the decision and the roof and the colour are the whole of it. Every Huracán for rent here is on the Huracán page, side by side.

What it costs, and how it reaches you

The Huracáns take the same rate and the same $2,000 refundable deposit, held on the primary driver’s card rather than charged and back 5–7 business days after the car returns. The Protection plan is priced per day off the deposit band, and every Huracán sits in the top one; your own qualifying policy works instead. The live calendars and rates are on the Lamborghini page, and what a Lamborghini costs to rent in LA has its own page.

Collection from our lot on Robertson Boulevard is free and delivery to the partner hotels in Beverly Hills is complimentary. Airport delivery is $150 both ways standard, where the car waits in the airport parking structure and you take the shuttle out to it, or $300 both ways VIP, where it is at the terminal when you walk out — half that for one direction. Under twenty-five there is a young-driver fee per day, the higher of the two we charge. Mileage, fuel and the rest are in the terms.