The 640-hp Huracan roars louder than ever before it is replaced. Free-breathing, hybrid-free V10, rear-wheel drive, optimized aero, more stable brakes, sports tires. To ask? Get behind the wheel!
This is how sustainability works: instead of pounding a completely new model out of the northern Italian crumb every seven years, at Lamborghini they prefer to improve the well-established one. Something like the Huracan, which blows away any hint of old age with an energetic V10 trombone. Good thing, every moment with this unhybridized, free-breathing ten-cylinder is finally one for eternity, which ends in the Huracan in 2024 at the latest.
No STO, but the latest LDVI
Enough philosophy, behind the Alcantara steering wheel of the Prototipo, which is currently wrapped in matt black. The Tecnica is the third evolutionary stage (aka facelift) of the Huracan and, according to Lambo, should rank above the Evo in terms of driving fun and just below the STO in terms of performance - although this lends it plenty of technology, the Tecnica is based on it with its tuning. The rear-wheel-drive athlete thus represents the current, dynamically optimized state of the LDVI driving dynamics networking system, torque vectoring, performance traction control, direct-ratio steering including rear-wheel steering, complex brake cooling and STO-identical tires.,
640 hp, 656 Nm, beyond 8,000/min
In general, the driving behavior should be reminiscent of the top Huracan, without coming out 100% in terms of its performance. The V10 presented in a showcase at the Technica under the new trunk lid with Plexiglas delivers 640 hp and 565 Newton meters, so everything as usual. However, the Lambo girls and boys promise not only STO-oriented, direct response, but also a sharper sound at higher speeds - and the Tecnica keeps it. How it should be, not only when driving past at full load on the long straight of the handling course in Nardo when the 5.2 liter is allowed to rev beyond 8,000 to draw a big 300 in the digital cockpit at the end of the straight. But also when decelerating, partial loads, or accelerating from low revs. The V10 sucker is always present, milling directly behind the crew.,
Is it full? Let's see...
But be careful, at the beginning you should try the left turn lurking at the end of the straight at 250 km/h and then gradually increase it. Even if the Lambo guys say a little towing gas is enough, the thing is almost full. Yes, are you still okay? As is so often the case, it's a head thing. With a warm Bridgestone Potenza Sport, the Lambo, which has a top speed of 325 km/h, can take a lot more than the driver thinks he can without making a final departure.Finally, they have once again heavily optimized its aerodynamics, reducing lift and increasing downforce, recognizable by the new front part with modified air intakes, new shape of the side parts towards the rear and the rear part itself with diffuser plus new wing. Added to this is the modified underbody with new aero deflectors. Lamborghini promises 35 percent more downforce at the rear while at the same time reducing drag by 20 percent.,
Vertical rear window, carbon bodywork
The vertical rear window also improves all-round visibility, which is not an issue in Nardo today, but rather the fact that many new Parts of the Tecnica bodywork (bonnet and tailgate made of carbon) are takeovers from the racing department Squadra Corsa or from the V12 Essenza. The V10 doesn't roar quite as violently as its V12, but it conveys a racing feeling. From lifestyle to trackday is not a flowery saying for him. On the contrary, the Huracan challenges its driver to work out the driving dynamics.,
Optimized brakes: cooler, more stable
In Strada as GT-like as possible, it tightens itself and its control system significantly even in Sport. Two-finger cruising is not, basic knowledge of Kamm's circle helps to get the best out of the potential of braking, lateral and longitudinal acceleration. And that's a lot, the brakes (the temperatures of which they reduced by five to ten percent during use, strengthened the pressure point and reduced pad wear) convince with a transparent, actually stable pressure point, which, in contrast to some other top athletes at the limit, is a small one Pedal travel ready for dosing, instead of appearing lumpy and hard. Don't overdo it when turning in and drive over the front axle and progressively step on the gas and the slight tail swing if desired.,
Body control, traction
The steering is not too easy, but not artificially difficult either, works just as sporty and transparent as the new bucket seats with plenty of lateral support. It helps when it comes to the medium-fast alternating curves. Here, between curbs and bumpy asphalt, at first you think: Hm, isn't the chassis a bit too hard, could the 20-inch wheels lose contact with the ground? But after one or two laps it's clear: no, the set-up is right in the middle to prevent unwanted body movements and to connect the Bridgestones to the asphalt intensively applied electronics: as promising as this reads, it also drives. Not as a cold lap timer pulveriser but as a whoops awesome sportsman. The Technica is fast, but always requires a bit of discussion, attention, concentration and: respect. Which you should always meet with 640 hp mid-engine athletes.,
Conclusion
The last major update ensures the Huracan as Tecnica powerful, linear thrust including energetic response and willingness to turn, a lightning-fast dual-clutch transmission and high agility even without a hybrid appendix. Not to mention the crass optics and the unique cockpit design. Whereby the Tecnica is closer to the driver than the previous Huracan, less display color, less klimbim, more Lamborghini. As said above, this is how sustainability works. And it can go on like this for a few more years.
