{"id":8996,"date":"2021-10-26T09:00:05","date_gmt":"2021-10-26T13:00:05","guid":{"rendered":"https:\/\/autosector.com\/auto\/?p=8996"},"modified":"2021-10-26T09:00:05","modified_gmt":"2021-10-26T13:00:05","slug":"lamborghini-huracan-sto-review","status":"publish","type":"post","link":"http:\/\/autosector.com\/?p=8996","title":{"rendered":"Lamborghini Huracan STO First Drive Review | No shortage of show"},"content":{"rendered":"

Malibu<\/a>, Calif \u2014\u00a0There\u2019s no shortage of show in LA. From studio moguls rolling in ultraluxe sedans to wannabe racers using freeways as their own personal circuits, the city of Angels explodes with vehicular energy\u2014\u00a0much of it, inauthentic.<\/p>\n

And then there\u2019s the 2022 Lamborghini Huracan<\/a> STO.<\/p>\n

Slathered in scoops, spoilers, and ducts, the Huracan<\/a> STO looks like every go-fast visual clich\u00e9 brought to life, a caricature of real deal racecars. This one is even finished in blue and orange, a sort of flamboyant take on Gulf livery. But the STO\u2019s story is actually authentic.<\/p>\n

The last Huracan variant approaching this level of hardcore was the Huracan Performante (2017-2019), which many (including this author) credited as the brand\u2019s first credible track weapon. The subsequent Huracan EVO<\/a> was launched at Bahrain\u2019s F1<\/a> circuit and loaded with ambitious tech. However, its chassis setup, which combined four-wheel steering and a variable steering ratio, lacked the consistency and edge needed for serious track driving.\u00a0<\/p>\n

This time around, the STO draws legitimate inspiration from Lambo<\/a>\u2019s Super Trofeo and GT3 race cars, which have helped the brand claim more than 100 GT3 wins and three outright Daytona 24 Hours victories in a row. Not a bad starting ground in a bid for relevancy. The STO\u2019s intricate skin is 75% carbon fiber<\/a>, helping shed some 95 pounds over the Performante. And while it claims 37% more aerodynamic efficiency over its predecessor, the STO\u2019s massive, three-way adjustable rear wing manages a staggering 926 lbs of downforce at 174 mph, which is 53% more than the Performante. Aiding the effort are magnesium wheels and a 20% lighter windshield. Though Lamborghini<\/a> only publishes dry weight figures (and the STO claims a mere 2,950 lbs without fluids), it\u2019s fair to say that featherweighting has been aggressively pursued. The suspension is more aggressive due to stiffened bushings, revised stabilizer bars, and an updated magnetic adaptive damper setup. Oh, and the frunk? In yet another motorsports<\/a> nod, it\u2019s designed to accommodate a full-face helmet.<\/p>\n

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The STO\u2019s 5.2-liter V10 produces the same 640<\/a> metric horsepower as the Huracan EVO<\/a> (that would be 631 in the horsepower you’re more familiar with). For reference, that figure is actually more than Lamborghini\u2019s GT3 and Super Trofeo race cars, which are both rated at 620 metric horsepower \u2014\u00a0though the GT3\u2019s engine is limited to 550 metric hp in order to conform to the FIA<\/a>\u2019s balance of power regulations. The STO\u2019s torque drops from the EVO\u2019s 443 pound-feet to 417 lb-ft, with the upside of greater throttle response and quicker shift times from the seven-speed dual-clutch transmission. The torque reduction is also counteracted by ditching the all-wheel-drive powertrain for a rear-drive configuration, saving valuable weight.<\/p>\n

Special six-piston front and four-piston rear Brembo CCM-R brakes<\/a> borrow F1 tech for quadruple the amount of thermal conductivity over standard carbon ceramic stoppers. Maximum braking power also improves by 25%, and a dashboard display offers a brake temperature monitoring readout. Interestingly, the Pirelli P-Zero\u2019s sidewalls were deemed too soft for the STO\u2019s elevated downforce and cornering loads, which led Lamborghini to develop a special street and track compound with Bridgestone tires.<\/p>\n

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Our tester\u2019s optional trim packages lend it an extravagantly customized feel inside, with contrasting black and white blocks of leather and Alcantara. This particular example flaunts a laundry list of trim options including \u201cFull Livery Exterior Pack\u201d ($37,800), \u201cContrast Pack\u201d ($4,000), \u201cFull Exterior Carbon Pack\u201d ($21,600), and \u201cDark Chrome and Carbon\u201d ($8,600). And that’s just for starters. In fact, the options list is so lengthy on our borrowed sled that already had the hefty starting price of $327,838 balloons to a remarkable $442,033 thanks to the sky-high pile of extras.<\/p>\n

Ameliorating the dizzying expense is the heady blast of the naturally aspirated V10, which alerts neighbors and friends blocks away that there\u2019s a braggadocious bad boy in town. There\u2019s still nothing quite like sitting in a Lamborghini and firing up a big naturally aspirated V10, even if its doors open this way –>, not that ^^ way. The Huracan\u2019s seats still sit surprisingly tall within the cabin, but the lack of floormats and bare carbon fiber door panels drive home the racecar theme. The digital dashboard and centrally positioned touchscreen add a techy touch. That said, the extreme reductionism annoyingly removes the volume knob. You have to dig into the touchscreen to adjust the sound level.<\/p>\n

As before, drive modes are controlled via a small red toggle at 6 o\u2019clock on the steering wheel, managing the behavior of the engine, transmission, traction control, stability control, rear-wheel steering, torque vectoring, and ABS. In this case, the modes are named STO, Trofeo, and Pioggia\u2014\u00a0street, race, and rain\u2014\u00a0and each delivers a palpably different character. Pull away in Pioggia, and the STO plays docile and soft, responding to inputs like a purring pussycat. Tap into Trofeo, and the Lamborghini turns into an easily angered predator, with a razor throttle response and sharp immediacy to steering inputs. This is the mode that makes the STO feel most consistent with its aggro looks: it begs you to jam the throttle, which in turn can kick the tail out with dramatic tirespin. Trofeo isn\u2019t the mode you want if you\u2019re seeking the quickest lap times, but it\u2019s arguably the most fun, uncorking the fiery personality of the STO\u2019s sonorous V10, and its disarming effects on yaw angle. While it\u2019s not the torquiest at lower rpm, the engine winds itself up to produce a satisfying rush of power as the virtual tach climbs to a satisfying 8,500 rpm redline. STO mode minimizes the drama in the interest of lap times, trading tire spin for forward motion and curtailing slides in order to more effectively clip apexes. It\u2019s a less fun, but more effective way to maximize this Lamborghini\u2019s elevated abilities.<\/p>\n

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Piloting<\/a> the STO through Malibu\u2019s most challenging canyon roads reveals staggering reserves of performance beneath its (mostly) carbon fiber skin. Unlike the EVO, there\u2019s no second guessing the intentions of the chassis, just a direct, linear relationship between driver inputs and vehicle dynamics. The STO meets and exceeds speed limits with staggering ease. And its outrageous appearance would make pleading your cause to an officer of the law all but impossible. This is a supercar<\/a> that looks fast, and goes even faster\u2014\u00a0especially when delving towards its indicated 8,500 rpm redline, where the cabin is blasted with the brain rattling roar of the V10.<\/p>\n

Despite the considerable sound and fury, there isn\u2019t much learning curve needed to manage the STO\u2019s capabilities, primarily because its machinery feels more analog than digital. Credit the linearity of the naturally aspirated engine, which lacks a turbocharger\u2019s ramp-up under boost. However, the bigger differentiator here is the chassis: the steering, with its fixed ratio in the STO, feels intuitive and offers good feel, the connection to the road yields (mostly) predictable results. The exception is when the throttle is mashed and the sticky Bridgestones are overcome, and at higher speeds it feels like the aero\u2019s considerable downforce is helping keep the wedgy two-seater in contact with tarmac. Brakes? We barely tapped into their capacity on the road despite heavy application, lending credibility to Lamborghini\u2019s claims of their trackworthiness.<\/p>\n

If anything, experiencing the Huracan STO on public roads reveals the striking difference between its stratospheric performance envelope, and the stifling limitations of the real world. The STO can have your license yanked quicker than you can say Super Trofeo Omologata, <\/em>its namesake which indicates its homologation from racing. But what a way to go: this latest Lamborghini samples the best of what its winning race cars have to offer, while offering navigation, Bluetooth, and a sound system that\u2019s almost decent enough to overpower the plaintive wail of its V10. In spite of the creature comforts, the roadgoing STO manages to lap the Hockenheim circuit in 1<\/a>:48.86, a mere 2<\/a> seconds behind its racecar counterpart, which wears slicks.<\/p>\n

Its maker calls this Huracan a \u201ccelebration of the combustion engine,\u201d which couldn\u2019t be a truer statement since all Lamborghini model lines will be hybridized<\/a> by 2024. Until then, savor the STO, which achieves its mission of putting a racecar on the road with stunning totality.<\/p>\n","protected":false},"excerpt":{"rendered":"

Malibu, Calif \u2014\u00a0There\u2019s no shortage of show in LA. From studio moguls rolling in ultraluxe sedans to wannabe racers using freeways as their own personal circuits, the city of Angels explodes with vehicular energy\u2014\u00a0much of it, inauthentic. And then there\u2019s the 2022 Lamborghini Huracan STO. Slathered in scoops, spoilers, and ducts, the Huracan STO looks […]<\/p>\n","protected":false},"author":1,"featured_media":8997,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"site-sidebar-layout":"default","site-content-layout":"","ast-site-content-layout":"default","site-content-style":"default","site-sidebar-style":"default","ast-global-header-display":"","ast-banner-title-visibility":"","ast-main-header-display":"","ast-hfb-above-header-display":"","ast-hfb-below-header-display":"","ast-hfb-mobile-header-display":"","site-post-title":"","ast-breadcrumbs-content":"","ast-featured-img":"","footer-sml-layout":"","ast-disable-related-posts":"","theme-transparent-header-meta":"","adv-header-id-meta":"","stick-header-meta":"","header-above-stick-meta":"","header-main-stick-meta":"","header-below-stick-meta":"","astra-migrate-meta-layouts":"default","ast-page-background-enabled":"default","ast-page-background-meta":{"desktop":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"tablet":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"mobile":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""}},"ast-content-background-meta":{"desktop":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"tablet":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"mobile":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""}},"footnotes":""},"categories":[2],"tags":[],"class_list":["post-8996","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-industry"],"_links":{"self":[{"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/posts\/8996","targetHints":{"allow":["GET"]}}],"collection":[{"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/posts"}],"about":[{"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"http:\/\/autosector.com\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=8996"}],"version-history":[{"count":0,"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/posts\/8996\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/media\/8997"}],"wp:attachment":[{"href":"http:\/\/autosector.com\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=8996"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"http:\/\/autosector.com\/index.php?rest_route=%2Fwp%2Fv2%2Fcategories&post=8996"},{"taxonomy":"post_tag","embeddable":true,"href":"http:\/\/autosector.com\/index.php?rest_route=%2Fwp%2Fv2%2Ftags&post=8996"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}