You're never left in any doubt as to the intent of a Lamborghini.
The design is very low slung with a sleek, arrow-like silhouette and sharp angles. For the Huracan Evo it has angry exhausts piercing the tail that is laced with fins and wings to improve the aerodynamics.
In the latest Lambo newcomer the theme is pure performance.
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Nothing changes once you slide inside, either.
You're not far from the bitumen below and the low roof is guaranteed to ruffle your follicles.
The steering wheel is a mass of buttons, now incorporating everything from the windscreen wipers to indicators.
There are no stalks hanging off the steering column, just long, slender shift paddles.
And the start button is more fighter jet than car, its deep red flip cover a mechanical work of art in a cabin that proudly celebrates the hexagon, from highlights on the seats to icons on the infotainment centre and the pattern on the dash.
As the name suggests, the Huracan Evo is an evolution of the Huracan that replaced the Gallardo in 2014.
The core of the car is unchanged, but there are various styling tweaks. The nose has been tweaked to allow 16 per cent more air in, part of an aerodynamic rethink.
But it's from behind where the changes are most noticeable. Coloured bodywork is minimal, with the rump dominated by fins, vents and grilles and newly positioned exhausts for a race car vibe.
Up in the air
And better air flow, in part due to the redesigned floor that reduces drag underneath the car.
Downforce is seven times greater than the previous Huracan, something that helps with high velocity attacks. One thing noticeable at any speed is the new four-wheel steering, similar to that used in the bigger Aventador.
Tip into tight corners and the tail tucks around nicely.
Steering is quick and attentive to the point where you need to modulate it carefully. Too much and the nose slices across the corner; it's a delicate balance, but one that rewards with brutal efficiency if you nail it.
All paw fun
The all-wheel drive system helps maximise the excitement. Point (carefully) and shoot and the Evo charges forward ballistically.
Yet it doesn't take many corners to confirm most of the drive is sent to the rear.
Lamborghini says the Evo will drift if you're eager, although I'll leave that to the track.
The sheer pace and noise this thing makes attracts enough attention as it is. It's not the sort of car for a quiet blast on a Sunday morning…
The Evo has a new "predictive logic" system that tries to guess what the driver will need or do next.
The Lamborghini Dinamica Veicolo Integrata (LDVI) can send commands to adjust the rear-wheel steering, torque vectoring and all-wheel drive to improve agility. Its responses change depending on which of the three drive modes you have engaged – Strada (street), Sport and Corsa (track).
In reality you can't feel any one thing happening specifically, with the exception of the steering, which goes from light and breezy in Strada to meatier and more meaningful as you step through the modes.
But it all translates to a car that is supremely poised in corners and extremely confident, the athleticism ramped up in Sport and Corsa.
Take it easy
Our Evo experience came purely on the road, where licence-losing speeds flash up on the digital speedo ludicrously fast. The top speed is 325km/h and comes courtesy of one of the truly great engines, a 5.2-litre V10.
The Huracan is one of only a handful of cars to come out of Europe these days without a turbo or supercharger. The advantage is wonderfully crisp responses and superb linearity across the rev range.
Instead it just keeps feeding on more – power and noise – the harder you rev it.
Getting the most out of the Huracan Evo involves big revs.
The V10 is wonderfully free-revving and makes its best above 6000rpm – the point at which most regular cars have given up.
The Evo peaks at 8000rpm soon before scything into the next gear. It's rapid fire stuff and makes for potent acceleration, able to top 100km/h in a claimed 2.9 seconds.
Big on character
Those three driving modes also have a big impact on the character.
In Strada things are surprisingly sedate and the transmission is borderline lazy in its downshifts; it feels like it's been programmed to lower fuel use than have the sort of performance expected of a Lamborghini.
But select Sport and the exhaust drops down an octave, like it's cleared its lungs and is primed for action, with purposeful sniffs and snorts from the intake.
And the beauty is you can experience all of that drama well within the speed limit.
The Huracan's customisable instrument cluster is still the control centre of the car.
But infotainment is now taken care of in a new 8.4-inch touchscreen. A few taps of it controls the ventilation and audio system.
There are idiosyncrasies to the system – the Huracan must be the only car without a fixed volume button or dial.
Instead you have to tap the virtual volume button then tap or swipe again to adjust the volume. It's clunky, but quirkily reinforces the sound system is secondary to the noise from the engine.
At $459,441 the Huracan is currently the most affordable Lamborghini sports car (the Urus SUV is less, at $390,000), although the upcoming rear-drive model (with slightly less power) will undercut it.
You'll also need to tick some of the options boxes; a reversing camera adds $3850 and Apple CarPlay is another $6480. If you want a see-through cover for the engine it's $10,810.
All of which adds to the exclusivity of the Huracan Evo.