The Lamborghini Huracán STO is the most successful car in the brand’s 59-year history, period. Yes, I have a thing for the mega-awesome Aventador SV, but the STO, which got the second-most votes in our Performance Vehicle of the Year shootout in the April issue, is the king of bulls. What’s so great about the way he drives? No compromise. Editor Scott Evans has repeatedly called the STO “a race car for the road”. He acknowledged the phrase was cliché but swore it applied in this case.
Remember that the O in STO means approved, Italian for “homologation” – there’s that racing thing again. An example: the nose of the car is almost entirely dedicated to aero, so much so that you may be able to install a solitary helmet in the frunk. Perhaps. It depends on the size of the helmet. In another Huracan? One rollaboard would do, maybe two. The interior is also extreme, even in the form of driving modes, where you have the choice between street (Strada) or race (STO). That’s it; all other modern Lambos have a Sport mode. The STO ignores this. The most successful Lamborghini ever, yes, but a tough car to live with.
Not to paraphrase Yoda, but what if there was another?
Audi Within recall
Discover the Huracán Tecnica. Should you consider it a more civilized version of the STO? Yes, because that’s basically what it’s all about. Like the STO, the Tecnica is powered by Lambo’s brilliant 630 horsepower, 417 lb-ft 5.2-liter humdinger of a naturally aspirated V-10 and uses the same throttle map. Lamborghini claims the Tecnica can hit 62 mph in 3.2 seconds, which might be a tick or two slower than we can probably extract. Both cars are rear-wheel-drive, although due to the weird, gooey capabilities of the Bridgestone Potenza Sport tires, both grip better and inspire more confidence than the 2020 Best Driver’s Car award-winning AWD Huracán Evo. fun on tyres: Maurizio Reggiani, Lamborghini’s ever-smiling vice president of motorsport and a longtime former technical director, said: “Speaking as an Italian, do you know how awesome a tire has to be for that I don’t use Pirelli??”)
Both the STO and the Tecnica have rear-wheel steering, but before we get to the difference between the two, it’s worth noting a somewhat common phenomenon. People – and by people, I’m talking about wealthy people who, to use a phrase from Lamborghini CEO Stephan Winkelmann, buy “super sports cars” – tend to think they’re a lot tougher than they are not.
It’s an anecdotal observation, but I’ve lost count of how many people I’ve interacted with who bought a Porsche 911 GT3 only to ditch it in favor of something like a 911 GTS or Turbo. Although the STO is exactly as fantastic as we say as an institution, it would be a tough car to live with. Not only does it lack storage space, but it’s also stiffer and more fussy than many owners probably assumed upon entering. So a vehicle like the Huracán Tecnica makes a lot of sense. You get about 90% of what the STO offers and you can make an out of town appointment for the weekend. Again, I drove the Tecnica on the Nardo handling circuit in Italy, then visited Lambo’s headquarters and factory in Sant’Agata Bolognese. Inside, it looked like 80% of the vehicles rolling off the Huracán production line were STOs. Maybe those buyers don’t care.
There is a clear market for the Tecnica though, and it drives fantastically. As has been the case since 2016, initially with the mega-bucks (and mega-awesome) Centenario, Reggiani invited a select group of journalists to southern Italy to try out his team’s latest creation. I was the only American there, driving the car in mid-November 2021, Italy’s rainy season. At the time, Reggiani mentioned that he was starting to think about retirement. In January 2022, Lambo announced his new role as vice president of motorsport, with Rouven Mohr (formerly of Audi) taking over as CTO.
In a sense, then, we can consider the Huracán Tecnica as Reggiani’s last hurray. (It’s not strictly speaking: cars take a while to go from the drawing board to the hands of journalists, so stay tuned.) With that in mind, here’s what he had to say about the Huracáns precedents: “Too many Audis.” He excluded the STO from this statement because much of what makes Tecnica the Tecnica is taken directly from it.
Judge me by the size of my wing, do you?
Part of this deaudification process was to abandon variable steering. The Tecnica, like the STO, now has a single direct management report; the car is much better to drive as a result. The LDVI (Lamborghini Dinamica Veicolo Integrata) – essentially the traction and stability control systems, as well as the torque vectoring – are programmed more aggressively for the Tecnica service. The suspension settings are unique (softer than STO but sportier than Evo), as are the aerodynamics. Rear downforce has increased by 35% over the Evo and drag from the rear wing has decreased by 20%. Much of the technical presentation was devoted to Tecnica’s dedicated brake cooling channels: Lamborghini claims a 9% reduction in fluid temperature and a 7% reduction in disc temperature, which would translate to a reduction 5% of pedal travel and 13% of brake pad consumption. . Additionally, the improved aerodynamics are said to “increase stability during braking”.
New body parts include front splitter, hood, bumpers and engine cover. The hood and engine cover are now CFRP (carbon fiber reinforced plastic) as opposed to aluminum, and the interior door panels are also CFRP. The face of the Tecnica is different from other Huracáns, with design chief Mitja Borkert deciding to incorporate the large epsilon (Y) shapes of the Terzo Millennio electric concept and the Sián FKP 37 outside the headlights. The daylight aperture has been redone to look like the crazy Essenza SCV12 trail-only.
The wing is of course new (hence the change in downforce and drag), and the exhaust outlets and wheels feature hexagonal shapes. The interior is more luxurious than that of the STO, although anything is. The big news for many customers is that the Tecnica can be fitted with much softer sports seats. Except for the luggage space, the seats are probably the Tecnica’s biggest selling point.
Situation went from Bummer to Badass
Do you remember the rainy season in Italy? My first driving session didn’t go well. As fantastic as the Bridgestones are in the dry, imagine the reverse of that on a wet track. I left the Tecnica at Strada and the nannies fully on, which I never do on the trail. Or the street, even. None of these decisions helped much, as the Huracán was everywhere; the sticky, racy summer tires just couldn’t find a buy. I left after three laps of one of my favorite tracks (it’s a shame that only people in the automotive industry can drive the Nardo Center handling circuit), jet-lagged and frustrated. We only had a few hours, and going all this way without having any idea how the new Lamborghini handled seemed like a big waste. However, the sun was out, and the second session was much better. I started to see real high speeds on the straight, around 160 mph. Braking seemed fine, but cornering was still a bit sketchy. The trail was drying but not dry.
Power was excellent and the car felt light for a Huracán. Lamborghini claims the Tecnica weighs 3,012 pounds dry; this is a good time to point out that the factory claimed the STO weighed 2,946 pounds dry, but on our scale with a full tank of gas, it came in at 3,390 pounds. Assuming the Tecnica weighs 30 kilos (66 pounds) more than the STO, as Lamborghini says, it would weigh 3,456 pounds. These days it’s not too shabby, especially with that kind of power. Still, because of the rain, I just didn’t have a clear picture of the Tecnica’s ride. I returned to the pits, frustrated as before. The third time is a charm, especially in Italy; by 11 a.m. the sun and winds had done their job and the trail was dry. It’s time to make hay.
First, Sport mode. Although designed specifically for Tecnica service, in typical Lamborghini fashion, Sport – the middle setting – is the most playful. Throttle response increases and shifts from the seven-speed dual-clutch transmission are quicker. The tire slip threshold is higher, so electronic intervention kicks in later. The sport also features “Enhanced Oversteer”, which, while fun for part of a lap, was still not what I’ve come all this way to experience. A few weeks before, I had driven the STO for the first time and it blew my mind. Now I wanted to see if the Tecnica was actually a civilized STO, a chip off the old carbon fiber block, or was it something else entirely? Switching to Corsa mode has clarified things. In Corsa, the throttle response becomes direct and the transmission shifts as quickly as possible. Grip, both lateral and longitudinal, is maximized.
All of this was exceptional. Enough good things can never be written about that screaming V-10 engine and dual-clutch gearbox that first appeared in the excellent Huracán Performante. Once you get past the screams, you realize what an exceptional machine the Tecnica is: sharp, focused, quick to change direction and lose speed, with world-class grip for good measure. Compared to all other non-STO Huracáns, the combination of rear-wheel drive and Bridgestones makes the Tecnica more fun, more dynamic and more satisfying. At some point towards the end of my first dry lap in the Corsa, I stopped comparing the Tecnica to the STO and just started enjoying the machine I was riding.
This is another brilliant Huracán from a long line of fantastic and exotic mid-engined Italian supercars. Compared to the Performante and Evo AWD, the Tecnica has better steering and body control, and it’s much less choppy under braking. It’s more fun too.
The STO remains the most capable car, but if you can’t live with it, the Tecnica is the Huracán you’ve been waiting for.
This seems good! More details?
|Technical specifications of the 2022 Lamborghini Hurricane|
|STARTING PRICE||$275,000 (est)|
|VEHICLE UPFIT||Mid Engine, RWD, 2 Pass, 2 Door Coupe|
|ENGINE||5.2L/630 hp/417 lb-ft DOHC 40-valve V10|
|TRANSMISSIONS||7-speed dual clutch|
|UNLOADED WEIGHT||3,500 lbs (east)|
|LENGTH X WIDTH X HEIGHT||179.1 x 76.6 x 48.0|
|0-60MPH||3.0 sec (MT is)|
|EPA CITY/HWY/COMB FUEL ECONOMY||13/18/15 mpg (east)|
|FOR SALE IN THE USA||Summer 2022|