Lamborghini Huracán STO is a quick farewell to ICE

  • The Huracán STO is Lamborghini’s latest and greatest internal combustion model.
  • The STO is a collaboration between the R&D departments of Lamborghini, Squadra Corse and Centro Stile, and features a normally aspirated V10 of 640 hp and 417 lb-ft of torque.
  • Lambo models will see hybrids start to replace the ICE by 2024, sTo enjoy it while you can, it’s only $ 327,838.

    The automotive world is moving towards electrification, which isn’t necessarily a bad thing – ask anyone who has driven a Rimac Nevera, a Pininfarina Battista, or even a Porsche Taycan Turbo. But while electrification is underway, it is not yet fully there. There are still some very exciting final cheers from pure internal combustion.

    One of the best is surely the new Lamborghini Huracán STO. The STO is a fully recordable road version of Raging Bull’s racing supercar, the V10-powered Huracán GT3. The Huracán GT3, built on the same production line as the road-going Huracán, competes in at least 12 different series around the world, including the IMSA WeatherTech SportsCar Championship. The car has won races and championships all over the world for many years now. Last week he claimed his eighth GT World Challenge America victory and his first DTM podium. The week before, it had taken victories in British GT and GT Open to get closer to the title. And the week before this he dominated the 3 Hours of the Nürburgring GT World Challenge Europe. Add three wins at Daytona, two at Sebring, and many more wins at many other tracks around the world, and you start to see that the Huracán is a pretty, solid platform on which to build a race car.

    The Huracán STO is made for the track. And for the street. But especially for the track.


    But would it make a good road car in a semi-racing version? The short answer is yes. “Witness the Huracán Super Trofeo Omologata, or STO to friends. Lamborghini calls it” The purest concentration of Squadra Corse’s motorsport prowess, taken from Lamborghini Huracán Super Trofeo EVO race cars and GT3 EVO, in a super sports car approved for the street. “

    The Huracán STO is a collaboration between the R&D departments of Lamborghini, Squadra Corse and Centro Stile (styling), “…

    The power of the atmospheric V10 goes from 602 hp at 8,250 rpm in the regular Huracán to 640 in the STO. Torque increases by 3 lb-ft to 417.

    “The engine has been tuned for a very sporty and responsive racing feel, with a direct feel from the pedal to the accelerator and improved crisp engine sound at high revs,” said Lamborghini.

    The rear spoiler has three settings.


    Likewise, the car’s setup has been fine-tuned, with a wider track, stiffer suspension bushings, new anti-roll bars and a new version of the MagneRide 2.0 electromagnetic ride control. The Huracán’s rear wheel steering has been recalibrated for racing application. ESC and ABS can be adjusted to suit different tracks and different skill levels. ESC can be completely deactivated. All new exterior design includes new air ducts, front splitter and louvers at the front (the whole front body is one unit), the hood gets new ducts, there is a large intake air on the roof followed by a new rear longitudinal spoiler, and a new rear mudguard similar to that of the Super Trofeo EVO reducing drag. The rear spoiler can be adjusted to three positions depending on the track you are running on. And brake cooling ducts keep the new CCM-R brakes four times cooler than the stock ones. The ANIMA (Adaptive Network Intelligent Management) driving adjuster has three new modes: STO, Trofeo and Pioggia; STO is for the street, Trofeo is for the track and Pioggia is for the rain.

    “The STO offers all the thrill of a racing car while providing a comfortable driving experience,” Lamborghini promised.

    Thus informed, they sent me on the trail, not without adult supervision. The guy I would follow, also driving a Huracán STO, was IndyCar driver, Indy Lights season runner-up and Italian Formula 3 season third Richard Antinucci, who was none other than the nephew of Eddie Cheever.

    So how hard could it be to follow him?

    The first problem with this supercar and others is just fitting in, especially with a helmet. You really can’t. I’m just over six feet tall and although I have an incredibly long, fish-like torso, there was no way I was keeping my head upright. Antinucci said to slide the lower seat cushion forward, which would allow the backrest to recline a bit, but my helmet was still banging against the carbon fiber roof. What the hell, how many times would I have this opportunity again? I set the ANIMA to Trofeo, tightened the seat belt as tight as possible to retain as many internal organs as I would need later in life and roared behind my Italian guide.

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    I know Big Willow more than any song, but I still sometimes forget that they expanded everything about 15 years ago. So my brain takes a turn or two to fully believe it and update itself. Here are my notes:

    “I haven’t been so terrified since driving the Senna in Estoril. Crammed inside a carbon fiber box (in fact it’s an aluminum and carbon fiber box), the carcass tilted at a maximum angle to fit into a space made for short Italians and dashing, my helmeted head banging against the carbon fiber roof, trying to hold onto the expensive suede-wrapped steering wheel and not scream because screams appear on the telemetry I drove.

    Antinucci was going pretty fast, although I could politely tell where he was slowing down for me. He took different lines in Turn 4 and in Turns 8 and 9. “I’m a diamond driver,” he said later, meaning he got out to a point, a took a sharp turn then moved on to the next point. He added an inside vertex between 8 and 9, for example, which may have been faster than the all the way stay outside method that I had learned all my life.

    The car held up well and never really broke. Almost never, but when it does, ESC and all the other acronyms have taken over.

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    One thing you notice at ridiculous speeds is how bumpy any surface is except maybe a pool table. I was entering turn 8 at 125 mph and was over 150 km when I lifted at the end of the front straight. The best I had was a 1:33. At these speeds, like I said, little imperfections get big, Trophy Truck desert whoop-dee-doos.

    But the brakes were great, the steering never faltered, and the Trofeo ride mode meant I only slipped a little here and there, mostly coming out of the uphill section above Turn 3 and can -being of 4. Was it an excellent track car? Yes, prego. Would I like one? If I had a race track, or if I had a full lap in some sort of Squadra Corsica racing series, too if. Otherwise I would also look at the 720S or the F8 Tributo.

    Back in the pits, I suggested to Lamborghini chief engineer Maurizio Reggiani, who I’ve known for many years, that the car would be faster with softer springs. All the room full of Italians, that I have not known for years, panted, like this scene in Olivier when the child asks for more porridge. Reggiani burst out laughing. The sources have remained as they are. What do I know about racing engineering?

    I enjoyed it because you should be enjoying the end of the days of internal combustion. Lamborghini has announced that it will cut emissions by 50% from 2025. Last month, the Quail A Motorsports Gathering saw the introduction of a new Countach, a super revamped Aventador that used supercapacitors as a hybrid drive. The next Aventador will have a V12 gasoline engine mated to an electric motor and a nice battery. The next Urus could share a hybrid propulsion system with the Porsche Cayenne Turbo S E-Hybrid. The next Huracán could get a twin-turbo V8 with one or two electric motors driving the front axles and hybrid assist boosting the rear. And Lamborghini said a pure EV will come after all of that. A bettor would notice the cooperation agreement with Rimac and Porsche and guess it could be anything from there, but who knows?

    The point is, the days of the outrageous V12 and V10 supercars are numbered, so start counting and driving, now.

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