Like any occupation, running a motoring magazine has its good and bad days. It’s not all fast car road tests and trips to sunny destinations for the purpose of “work”, although this year we have been on a few of those. Anyhow, today is one of the very good days because I’m currently driving a Lamborghini Huracán Evo Spyder on a mountain road in Sardinia. Ahead of me is a Tecnica and behind is an STO with the new Sterrato bringing up the rear. Unsurprisingly, the noise being fed to my ears is extraordinary. This naturally aspirated 5.2 litre V10 engine is sadly at the end of its life, but it isn’t fading away quietly, rather the opposite. It rampantly howls its way to the rev limiter, barks on down changes, and feels like a living, breathing extension of my right foot. And if you thought one Huracán sounded exciting, imagine being surrounded by three others.

I’ve flown to the second largest island in the Mediterranean Sea to drive what is effectively the Huracán’s greatest hits. Production will soon be wrapping up on Lamborghinin’s entry-level supercar and come 2024, the manufacturer’s entire model range will be hybrid. I’ve spent plenty of time testing Huracáns over the last few years and even featured an Evo RWD on a front cover, so being invited to give it a proper send-off was an unmissable opportunity.

My selection of test cars included the aforementioned models, all four of which represent a different flavour of Huracán and embody the best of the multiple variants that have been produced over the years. The Evo is the every day, all-round supercar, the STO is the track-orientated version, the Tecnica sits between the two with an emphasis on fun, and the Sterrato which is made for off road excursions is about as bonkers as a supercar can get – I dare say there’s more personality in this one model line up than some car manufacturers can summon from an entire range.

The day of driving began with the Evo Spyder which conveniently was the best place to start. Ideally, I wanted to get the convertible out the way before the day peaked and it became too hot to drive with the roof down, and it also gave me a chance to reacquaint myself with the base model before hopping in to the crazier variants. For many, this is peak Huracán. You get all the thrills and spills of driving a V10 Lamborghini, but with a considerable slice of usability and the option to drop the roof for full access to that atmospheric engine.

With 631bhp and 443lb ft. distributed to all four wheels via a seven-speed twin-clutch gearbox, the straight line performance is suitably outrageous. Zero to 62mph takes 3.1 seconds and it will top out at 202mph, but as with all Huracáns, it’s the engine which dominates the driving experience. It compels you to extract its potential, not necessarily for the performance, but the fury it offers. This is a motor that crescendos in both noise and ferocity. It’s an engine that relishes the limiter and intensifies its pursuit of it the deeper you explore the rev range. No matter which Huracán you’re driving, the V10 is just as glorious from each model to the next and is likely the main reason why it’s been such a sales success for Lamborghini.

Jumping from the Evo Spyder to the Sterrato is interesting because they represent the opposite ends of the line up. Where the Evo is a road car, the Sterrato is built to be an off roader which is a mad thing to say, let alone put in to practice. Unfortunately, I only got to drive it on the public highway but even on tarmac it offers a very different experience to every other Huracán thanks to longer adaptive dampers, and springs which are 25 per cent softer and 34mm longer. It also rides 44mm higher and wears a thick Bridgestone tyre that was specially developed for the car.

All of this bring astonishing improvements in ride quality and a reduction in road noise – to say it deals with poor surfaces like a Mercedes is by no means an exaggeration. However, the Sterrato is also something of a paradox. Sure, it possesses superb ride quality and quieter road manners, but there’s no view out the rear, the seat is firm, and the interior door panel is a sheet of carbon fibre with pull tabs for the door release. It also looks like a complete maniac with a full complement of rally-inspired bodywork including arch cladding, roof bars, spotlights and a roof snorkel.

Predictably, it feels as mental to drive as it does to look at, mainly because all your reference points scream supercar, yet you command an unusually high driving position. In the corners it rolls about more than other Huracáns, and as mentioned, it feels uncharacteristically soft. It also has a ‘Rally’ mode for if and when owners wish to take their supercar off road, if any do at all. Despite having only an hour or so to become acquainted with the Sterrato, it became clear that it’s a real Frankenstein of a car, but in an immensely charming way. Predictably, all 1,499 examples are sold and it’s likely that most of them will only see light road use, but I hope that at least one owner has the minerals to take it off road and give it a good thrashing, because I have no doubt that if they do, they will have one hell of a time.

While on our travels, we ventured through some typical, small Sardinian towns where the sight of a Lamborghini convoy stirred up excitement. You can’t help but feel that back home in the UK, people would quietly hate you for looking flash and causing a racket, when all you’re actually trying to do is innocently enjoy your supercar and go about your day. Pleasingly, Italians take a different view on this, something which I noticed throughout the day. People of all ages and backgrounds enjoyed the sight of us rolling through town, they goaded us in to revving our engines, they took pictures and videos, and cheerfully beeped their horns as they drove past us. Even the local Polizia stopped to have a poke around the cars. When we think of Italian automotive pride, we often think of Ferrari and founder Enzo’s rags to riches story that inspired a nation, but it’s clear that Lamborghini, and Ferruccio’s achievements, are similarly coveted by the people. If there was one real highlight in a day of extraordinary experiences, it was bringing a little excitement to all who encountered us on our tour.

After we stopped for a traditional Sardinian lunch, it was time to strap myself in to the Tecnica before finishing the drive in the STO later that day. The Tecnica was clearly conceived at a time when Lamborghini was in the process of shifting its design language. It’s still obviously a Huracán, but the Y-shaped design of the bumper has now been brought to the Revuelto’s and SC63’s headlights, and overall, it looks more aggressive. This sets the tone nicely because the Tecnica which is rear driven is livelier than the standard Evo, but not as hardcore as the track-inspired STO.

Outputs from the V10 engine are unchanged, but this is a lighter, more feral car with rear-wheel steering, recalibrated driving modes specific to the model, and a redesign which brings a 35 per cent increase in rear downforce as well as 20 per cent less drag. This is a Huracán for keener drivers, but despite the wilder dynamics it’s still perfectly usable and shrugged off some of the worst tarmac that the mountain roads we toured that afternoon could muster up.

Engine aside, one of the Huracán’s highlights is the steering. While it’s not a system that brims with feel, there is a fluidity to it that feels more akin to that of a light weight sports car than a supercar. Turning in to a corner simply requires one clean sweep of the wheel without the need to make adjustments. The twin-clutch gearbox is also a triumph, not just because of its snappy gear changes, but the way the revs peak and the exhaust crackles when pulling for a lower ratio. These points are true of the Tecnica and every other Huracán I’ve driven over the years, but even though each model retains common traits, every car has its own feel and personality.

The Tecnica filled me with a sense that it’s capable of far more than what any public road could throw at it, that there was plenty of untapped potential waiting to be unlocked. This feeling peaked when I made my final car swap of the day and stepped in to the STO. If you like hardcore Lambos then this is the Huracán for you. Consider it the prized fighting bull of the model range; everything about it screams track refugee, from the big wing and weight reduction, to the pure assault on the senses it serves up. If the Sterrato begs to be driven across a loose surface, then the STO demands you take it to a race track, but then that’s not surprising given it’s inspired by the one-make Super Trofeo racing series.

On poorly surfaced roads it feels unforgiving in terms of ride quality and road noise, but there’s a purity to it that’s a step beyond the Tecnica or any modern Lamborghini I’ve had the pleasure of driving. And just when you thought the engine couldn’t excite any more, you hop in the STO and realise there’s a world of fire and brimstone that you didn’t know existed. It isn’t just the purest Huracán, but the naturally aspirated V10 in its most extreme and animalistic state. For the drivers, this makes the STO the pinnacle of the model range.

Picking a personal favourite from such an awe inspiring bunch is hard, however, the trip was never about deciding which model is the best; it was about celebrating the life of a supercar that has been universally loved by car enthusiasts and the wider public. Driving along Sardinia’s stunning coastal routes and mountain roads gave me the opportunity not just to road test different versions of the Huracán against a beautiful backdrop, but to really reflect on how special a supercar it is. In the ten years it’s been on sale, Ferrari and McLaren have replaced their offerings numerous times over, but the Lambo has been a constant among a rapidly changing supercar landscape. And despite its advancing years, it has outlived and – in many respects – outshone its V8 counterparts because it’s been the bridge between the modern day and a bygone era when supercars were loud, look-at-me pieces of exotica that cared not for lap times or efficiency, but instead prioritised pure, unwavering, adrenaline-fuelled excitement. That is the Huracán’s legacy, and whatever replaces it will have extraordinarily large boots to fill.