What is it?
This is the end of Lamborghini’s entry-level sports car. The Lamborghini Huracan’s epic mid-mounted V10 will be gone forever. The Italians want to be out in style and this is where the STO comes in.
The circuit-sired, stripped out version promises to be the most exciting and exhilarating incarnation yet. This is quite remarkable considering that the Huracan has not been shy or retiring over its nearly eight-year-long production run. The STO (Super Trofeo Ologato) is tuned for the track, and features bespoke carbonfibre panels and a variety of aero upgrades.
Performance has been pursued with great care. The car’s look-at-me bodywork is a clear indication of its hardcore intent. The STO has a carbonfibre-clamshell front and the same lightweight material for the engine cover, and rear wings. Even the windscreen is thinner. The overall weight of the Huracan is 1339kg (dry), which is a 50kg reduction over a standard rear wheel-drive Huracan.
That aero? That aero? Well, it can deliver up to 420kg of downforce at 174 mph with the rear-wing at its most aggressive setting (you will need an allen key for adjustments), and aerodynamic efficiency has improved by 37% over an old Performante, which was the last attempt to track-toasting Huracan. These numbers are huge, but they’re not relevant outside of the circuit.
We’ve already taken the car to track and were impressed. The low-slung Lambo, with all its weight reduced and the aero doing its thing, delivered a dynamic display that rivals such paragons motorsport-infused performance like the McLaren 765LT and Porsche 911 GT3.
Yet while track time was the ultimate target in the development of this outlandishly bewinged and carbonfibre-flavoured son of Sant’Agata, the reality is that it’s likely to spend more time sashaying down the road (or tucked up in a garage gathering value) than it will shaving tenths of a second from lap times. Even Lamborghini acknowledges that only one third of owners will actually end up driving around in circles. What’s it like to leave the circuit and travel on some of the most treacherous roads in the UK?
The Lambo is even more outrageous on the road with its huge rear wing, vestigial snorkel (it does very little as the engine still breathes through the rear wings), and gravel-grazing front splitter making it a true race car refugee among everyday traffic. Although the garish graphics may not be for everyone, even if you delete these aftermarket accessories, you can still expect the Lambo to be the center of attention wherever your go.
The louvred engine cover reduces rear visibility to zero. Inside, the circuit-star vibes are enhanced by the Alcantara wrapped wheel and dashboard, liberal carbonfibre use, and the looped, fabric door pulls. The recumbent driving position is perfect, it gives you a great view forwards, and Apple CarPlay is available. The Huracan can be used as a living room.
You can remove the red starter cover and push the button below to gain access to the STO’s star attraction, the 5.2-litre V10. The last-of the-line celebration naturally aspirated internal combustion remains largely unchanged from the standard Evo. However, the button beneath the starter can be pressed to allow you access to the STO’s star attraction: its mid-mounted 5.2-litre V10.
The Lambo still feels a bit lethargic at low speeds, even though it is compared to the turbocharged McLaren 765LT and Ferrari 488 Pista. We’re talking about relatives here. Engineers tweaked the mapping to increase urgency at lower speeds, but there is no power gain over the standard car. This tells us that the 5.2-litre unit has reached its limit in terms of development.
The STO’s true potential remains uncorked, even though the digital rev-counter needle moves quickly around its dial. The Huracan accelerates with vicious intent from around 4500rpm. By the time it reaches the 8500rpm mark, the V10’s howling, popping, popping, and crackling will send you into sensory overload. It will accelerate quickly once it has mastered the seven-speed dual clutch transmission’s narrow and tightly stacked ratios. It can actually use the performance of the first four ratios unlike taller rivals who are already traveling at illegal speeds by the time they reach the top of the second.
You would expect the Lambo to have a powerful engine, but what’s more is how the chassis handles the UK’s rough roads. The ride is solid, but the adaptive dampers of the STO round out all the negative aspects. The Huracan is able to accelerate and maintain a remarkable body control, despite the fact that it can handle difficult topography with almost perfect poise. Only ragged surfaces are a problem.
The STO is remarkably comfortable on back roads. The STO is initially a bit nervous and darty. However, once you calm your inputs, the car will soon be enjoying its twinkle-toed agility and cutting through corners with uncanny inertia.
You can load the car just the way you want with virtually no understeer when you turn in. Even better, you can adjust the car’s angle at exit thanks to the engine’s beautifully crafted throttle response and its progressive torque delivery. Although it isn’t as expressive as the Pista, it’s close.
This is due to the fixed steering ratio rather than the Evo’s inconsistent variable setup. Trofeo mode has a pleasant meatiness that’s normally absent from the Huracan. This allows you to accurately judge grip levels even though it’s not as chatty or revealing as a Porsche 911 GT3’s. However, the carbon brakes meet Porsche standards. They are less grabby and deliver powerful, easily modulated stopping power.
Do I need one?
The Lamborghini is a great choice if you have the money and are willing to be the center of attention. The 911 GT3 offers a bit more feedback and features controls, while the Pista is faster. However, for the most visceral thrills, Huracan is the best.
It’s so easy to judge on the road, that you’ll soon forget about useless downforce figures or faster lap times. You’ll mention the Lamborghini in the same sentence as the highly talented opposition.
It’s also a genuine series-production vehicle, so you are more likely to be able to purchase one even if the year’s allocation has already been sold. The STO is an appropriate last hurrah of the Huracan.