A greatest hits compilation is usually a sign that a band is nearing the end of its career. The Lamborghini Huracán Tecnica, which we drove in prototype form, looks set to be such a greeting. It’s not the quickest or fastest Huracán, or even the latest variant of Lamborghini’s junior supercar. But it’s the one that seems to have all the best bits.
You can read a more detailed story about the changes to the Tecnica here. Our late-stage prototype ride took place at the sprawling Nardò test track in southern Italy late last year. The Tecnica can be seen as a motorsport-inspired understudy of the Huracán STO and sits between the STO and the rear-drive Huracán Evo. It uses the STO’s 631-hp version of Lamborghini’s long-running 5.2-liter naturally-aspirated V-10 engine and sends power exclusively to the rear wheels. It also features fixed-ratio steering instead of the active variable-ratio system fitted to many Huracáns. However, it adds rear axle steering both to improve stability and, according to the company, to adjust the attitude of the car in tight corners.
The adaptive suspension, traction control and rear differential settings, all managed by the Lamborghini Dinamica Veicolo Integrata (LDVI) dynamic brain, have been recalibrated. The Tecnica’s stated mission is to combine a high level of track ability with better road manners than the ultra-hardcore STO.
Not that we got to experience the prototype on the actual streets. Our driving took place on the 3.9-mile Nardò handling circuit, the same place where we were able to experience a pre-production version of the STO in 2020. Driving the circuit in the Tecnica was just one slightly less intense experience.
The Tecnica prototype felt much closer to production than the first STO, with a near-finished interior and a welcome absence of the sweaty engineer funk that tends to permeate hard-working test mules. The Darth Vader wrap did nothing to disguise the beveled profile of the new front end or the raised wing – as the production images show, this is one handsome supercar.
The Tecnica’s engine lacks some of the aural wildness of the STO, especially at low revs, but even experienced from inside a helmet it still has a sonic rasp when revved up. And on a racetrack, you’re revving a lot: peak power from the naturally aspirated V-10 comes in at 8,000 rpm, just 500 rpm below the limiter. Throttle response has also been softened slightly by surgically sharp STO to improve handling, but reactions still feel instant compared to the slight hesitation endemic to even the snappiest turbocharged engines.
The prototype rolled on track-focused Bridgestone Potenza Race tires which, despite their name, are road legal and will be offered as an option. Here, in their natural environment, the tacky rubber generated predictably huge grip, giving the Tecnica tremendous front-end grip and impressive traction given its rear-wheel-drive layout.
The dynamic behavior has changed significantly in each of the three driving modes of the Tecnica prototype. The default Strada setting is for road use, and while it was easy to adjust the Tecnica’s cornering line thanks to the throttle-induced weight transfer in this softest setting, the control of stability has intervened to prevent outright slips.
Selecting Sport mode brought a much more liberal traction control setting, close to the permissiveness that other automakers market in Drift mode. In the slower Nardò corners, Sport allowed sometimes surprising power oversteer, although it kept the chassis under tighter control as speed increased. The more punchy setting, Corsa, imposes more discipline and allows far less slippage, because apparently its mission is to deliver the best possible lap times.
While the fixed-ratio steering definitely feels more natural than the variable-ratio system we’ve experienced in other Huracáns, the weighting is still lighter than other cars in this segment and lacks low-intensity feedback. Also, the intervention of the rear steering system while it helps the car turn around corners takes some getting used to. The first reaction of many drivers will be to modify throttle and steering in response to the feel of the system intervention. In the prototype, this sometimes seemed to create a feedback loop as the car and driver tried to adapt to each other. Experience from several passes at Nardò suggests that drivers need to learn to trust the system, which apparently works best when the driver brakes at the apex of a bend and then uses largely constant throttle and steering inputs.
Nardò’s surface lacked real-world bumps and contours, but the track’s several substantial ridges illustrated a problem we suspect larger Tecnica buyers will encounter regularly: the painful sensation of a helmeted head meeting the head of a helmet. displayed due to lack of space in the cramped- editing booth. The brakes deserve praise, though, with heavier pedal weight than previous Huracáns. The fade resistance of the carbon-ceramic rotors was impressive given that the Tecnica hit 185 mph at the end of the track’s longest 0.6-mile straight.
The Tecnica prototype is a blast on the track, but its handling will be more important for those who want to buy it. Our first impression is that it looks more like a rear-drive Evo-plus than an STO-less, if that makes sense, and we think it’ll cope well with the duty cycle of a typical Lamborghini. For affluent finalists with a full set of Huracáns, the Huracán Tecnica might just be the one they choose to play the most.
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