Lamborghini Huracán STO on the track test

More power? No, it stays at 640 hp from a naturally aspirated V10 engine. Instead, a lower curb weight and radical aerodynamics, which are completely unadaptive compared to the predecessor, are intended to make the STO the wildest of all Huracáns. So: ignition!

Summer time, grazing time. Tranquil country life, cows munch grass, stoically chew the cud, shoo away flies boredly wagging their tails. But a herd of dairy cattle must have escaped somewhere, for sure. At that very moment it thunders against the front half of the left front wheel at full gallop, at least that's how it feels when the Lamborghini Huracán STO steers something into this well-known right two plus on the L: directly, impetuously, even a little awkwardly , which may be because you're so surprised by the vehicle's response. Because just before you changed the driving mode using a button in the lower spoke of the steering wheel, Trofeo instead of STO.

Pioggia would also exist, it sounds promising, after all it is a privilege of the Italian language to raise banalities to special features. Pioggia means rain. But outside: almost 30 degrees Celsius, the sky an uninterrupted blue, as intense as that of the Huracán. The sun's rays, however: shimmering white instead of warm orange. However; already in the STO start-up mode, the probably last escalation level of the mid-engine athlete is not nearly as bland as unseasoned tofu tastes. As well as? They cleared him out. No front drive shafts, 75 percent of the body parts are made of carbon fiber, the windshield is said to be 20 percent lighter, rims are made of magnesium, roll bars are made of titanium alloy, and brake discs are made of carbon – without ceramics.

In addition, an aerodynamics concept that, in contrast to that of the ideal predecessor, Performante, does not require servomotors. Yes, the rear wing can still be adjusted in three stages, but with tools. The highest wing position brings 13 percent more downforce compared to the lowest (absolutely 420 kg at 280 km/h), but costs only a tenth of a second when sprinting from zero to 200 km/h, says Lamborghini.

Gut feeling

What the whole numbers don't reveal: The experience, its intensity, starting with the naturally aspirated V10 engine gurgling deeply at idle, fitting into the bucket seat (down 25 kg for the couple compared to the standard furniture) and the four-point belts, although the buckle always somehow presses on the navel, even after a long period of tugging - and the roof lining sucks, like in practically every Lamborghini except LM002 and Urus. And then, yes then...Then it rolls off like this, the STO, allows the dual-clutch transmission to shift up to seventh as quickly as possible (although it is translated for driving, not for saving fuel), stops and starts the 5.2-liter unit dutifully at intersections and traffic lights, snaps at fumbling (or safety car phases) even uses half of its cylinders.

The eco consumption is now just 10.9 l/100 km, the 80 liter tank was enough for 761 km. Of course we collect such values, what did you think? In addition, the adaptive shock absorbers respond quite well to bumps, preventing harsh impacts, even though the high rigidity of the entire vehicle, which is inherent in the concept, knows how to prevent long-distance comfort that is easy on the back. Well, at some point they do turn up, those roads for which the STO was designed, despite all borrowings from motorsport, as the manufacturer claims.

There's a short scream from the rear and you're turning around in a border area, as narrow as the stabilizing fin on the engine cover. Already alarmed because static friction diffuses into sliding friction? No. Because the local executive branch is lurking. The 12.7 : 1 engine revs up to 8,750 rpm, so even second gear is enough to drive you out of your head and driving license.

Hear the sirens!

So self-control, don't fall for the sirens of the V10. Already from 5,000 he sounds even more fantastic than fantastic, exhilarated, foolhardy roaring under high-frequency cover, what an opera! Yes, the uniqueness of the 4.55 meter flat cake can already be experienced, its relaxed attitude towards rotary movements around the vertical axis in the upper third of the cornering speed, but without completely losing its strength. Incidentally, the central locking rims are fitted with Bridgestone Potenza Sport delivery tires; alternatively, more grippy Potenza Race can be mounted, in identical 20-inch dimensions, 245/30 at the front, 305/30 at the rear. You've long since become addicted to the choreography: downshift, turn in, prance on the gas pedal, then step down, shift up - far beyond the possibilities of the Lamborghini, but far beyond anything ordinary.

Just how close the braking and steering points are allowed to come because of the spring water-clear pressure point of the brake pedal, followed by crazy deceleration - whoa! And then they kick again, the cows, yes, already now, in STO mode. And in Trophy? The Huracán seems even more jittery, wild, its driving characteristics clearly pointed out without changing its character. For friends of cultivated guitar music: first punk, then New York hardcore, so always fast, always rushed, in stage two just with even more monstrous pressure. The entire sports car lives, whirls, obviously doesn't want to be tied to the ideal line forever, despite all the exalted aerodynamic gimmicks.

Come on, let's live

Even on the race track, every corner means a little grip poker, despite race tires, if you want to aim for the ultimate fastest time. The Lamborghini lacks the ultimate determination to submit to the track. Instead, he is committed to entertaining the driver. Always ready, especially in Trofeo, to let him feel the liveliness of the mid-engine concept, to allow clear slip angles before the traction control intervenes. Active discourse with physics, if desired secured by an extremely fast and pleasantly discreet working electronic control system. Even in the start-up mode with all the helpers, the impression of the highly agile sports car remains, which the electronics pushes in the right direction without slowing it down. The LDVI driving dynamics system introduced with the EVO level of the entry-level series is also effective in the STO, working out the driving dynamics perfectly through speed and precision.

It is all the more noticeable that the electromechanical steering does not transfer the granulation of the asphalt to the palms of the hands 100%, and in this radical environment it also surprises with rather low holding forces. The Italians do without the superimposed steering with a variable translation, leaving it at a fixed ratio of 13.4:1 (performant: 16.2:1).

Really awesome

On the other hand, the slight lack of feedback does not prevent the STO from sweeping through the 18-meter slalom at almost 72 km/h and the double lane change at over 158 km/h. Since the pylons but smooth the color from the stripes. During the braking measurements, the concern then turns to the asphalt, after all the Huracán anchored completely unimpressed with values ​​just on this side of 13 m/s2. Even after umpteen ambitious laps on the Grand Prix circuit in Hockenheim, the brake system shows no weaknesses, which is not necessarily a matter of course for Lamborghini. All thanks to the carbon brake discs (without ceramic)? No, not alone at least. The manufacturer informs that the cooling of the brake system has been optimized. New cooling ducts help at the front, which improve the flow together with the air outlets on the Cofango. Yes, now you are rightly asking what cofango means. Please: The Italian word for hood is "cofano", for fender "parafango". Since both components form a unit in the STO for the first time since the Miura, fanfare, fanfares: Cofango. Okay, so did the 20-piece limited Sesto Elemento. And to everyone who now has Queen's "Bohemian Rhapsody" stuck in their ears: you're welcome. Even if it says "Fandango" there.

Back to the brakes: their rear discs get more cooling air through additional inlets. In general, the discs are up to 60 percent more resilient and also two kilograms lighter than a complete set made of carbon ceramic.While the Huracán is now storming along the Parabolica at over 260 km/h, accelerating further, there is time for a quick look at the on-board monitor. As tricky as its operation may be, you are welcome to take a look at the menu item Brake disc temperature (select when stationary, of course).

Based on the values ​​determined by prototypes equipped with extensive sensors, software calculates the heat development using the current driving data and displays the load in colors (green, yellow, red) - for each pane. You book it as a minor triumph if at least the front windows report code yellow. Then the STO approaches its limit, you yourself may be significantly closer to yours, but you will notice very well that the STO with the steep wing position ("alto") drives more compactly, interlocks more closely with the ideal line than with a flat wing ("basso "), especially in fast corners like the long right after the Mercedes grandstand or in the north curve. In between, again and again: ten-cylinder alarm. Continuous fire, ablaze, over the entire speed range, no breathing, no fraying.

Hard, but more

The engine thunders into the limiter with undiminished intensity, screaming for more, but it's not allowed. Why actually? Then: gear change eruption, everything from the beginning again. Yes, it doesn't do any more than the basic unit in the EVO, nor does it rev any higher, but it works even more intensively, tirelessly and combatively. Heavenly times, whoever wants to retire such a fantastic engine should have to eat pasta carbonara with cream sauce and boiled ham forever.

And as nice as it is at the time hunt in Baden: The drive grabs you on the country road (note, the 100 km/h permitted there can be reached from a standing start in the trifle of three seconds!), the impetuous nature in general of the STO. Of course, cows that have gone wild do not play a role in this. Especially since the favorite route leads through forest and vineyard areas anyway.

Conclusion

Five stars because: perfectly staged play. Accelerates and brakes as if it were the last performance, lusts intoxicatingly around the vertical axis, irritates with incredible revving and sound.

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