Super Trofeo Omologato or STO is the name Lamborghini has given to its latest Huracán variant.
The Huracán STO is a special, limited-production model that pays homage to the Huracán GT3 EVO, a racecar that has seen success in FIA GT3 racing.
A rear-wheel-drive (RWD) layout is required in the GT3 series, so the STO model is like the Huracán EVO RWD. But the STO’s performance potential surpasses both it and the Huracán Performante.
“Outrageous” best describes the Huracán STO’s styling. It is as loud as the naturally aspirated V10 that resides within it, not to mention the retina-searing paintwork.
If you are the bashful sort, click to the next story. This is Lamborghini at its flamboyant best: It’s wild, but it’s entirely suited to the STO’s character.
Mitja Borkert, Head of Lamborghini Design, pointed out: “Racing cars are always a strong inspiration for our design and the Huracán STO reflects the technology transfer from our successful Huracán race cars, displayed in every aesthetic detail.”
The Huracán STO’s double vane, rear wing and front splitter/spoiler generate 53 percent more downforce compared to the Huracán Performante. And the rear wing is manually adjustable, allowing the driver to optimise the front-rear downforce balance to suit different tracks.
The front Cofango (Cofano means hood, Parafango means fender) is a one-piece carbon fibre front fender and bonnet inspired by the one found in the Lamborghini Miura and Sesto Elemento.
But like the louvred engine cover, which is also carbon fibre, it requires a special tool to unlatch. Doing this is probably a two-man effort.
Had the V10 motor been in front, access to it would have been great. But the Huracán STO has a mid-engine layout. Besides, the space beneath the Cofango is only large enough to stow an expensive carbon fibre helmet.
The Cofango is one of the STO’s numerous measures employed to bring the car’s dry weight down to 1339kg. Other components include forged magnesium alloy wheels, a lighter front windscreen and an interior that’s mostly made from carbon fibre.
Indeed, the door cards are single-piece carbon fibre and have the obligatory red nylon pull straps for unlocking. The seats are also made from carbon fibre. A titanium roll bar and four-point harnesses can be optioned if so desired.
FOR A SINGLE PURPOSE
Lamborghini has gone beyond just adopting and adapting racing technology here. The Huracán STO is meant to look and behave like the GT3 EVO race car as far as possible, while (barely) being street-legal.
That explains the huge rear wing, oversized rear diffuser, front splitter/spoiler, roof air scoop, vertical rear fin (shark fin), and all kinds of scoops or ducts to either redirect airflow or extract air.
It’s a real busy exterior for sure, but the corollary is the Huracán STO generates 480kg of downforce at 280km/h. At the same time, there is maximum cooling for the engine and brakes.
That said, the aerodynamic drag from the fixed rear wing means the car cannot match the Performante’s top speed. It’ll probably do better on shorter tracks than on longer ones like the Nordschleife, which has a very long straight.
A BULLISH HEART
We may be on the threshold of the EV era, but the 5204cc, naturally aspirated V10 is still held in the highest esteem. It cranks out a heady 640CV (630hp, 470kW) at 8000rpm, with 565Nm of torque arriving at 6500rpm.
From the moment it starts, the engine makes its presence heard and felt – it sounds glorious and at full-pelt, totally awe-inspiring.
Power delivery is linear. Unlike turbocharged motors, the relationship between throttle application and response is both instantaneous and proportional, helping the driver feel melded to the car.
The V10 sends its outputs to the rear wheels via a 7-speed dual-clutch gearbox. Full auto mode is only available in the default STO setting, not in Trofeo (race) or Pioggia (wet) modes. Interestingly, STO mode is the most liberal and most fun, as it allows some degree of oversteer.
Trofeo mode lets you swap cogs yourself, and the stability system curtails any oversteer to keep the car at its limits of the traction circle for the quickest laps.
Oddly enough, the Pioggia setting is also manual-only. Of course, the stability systems are in full “nanny mode” to curtail any exuberance and loss of grip.
Braking is as crucial as acceleration, and Lamborghini has switched to CCM-R (Carbon Ceramic Metal-Racing), an upgrade from “ordinary’ carbon ceramic brakes.
CCM-R brakes have four times the thermal conductivity, greatly increasing heat resistance and offering 60 percent better performance and consistency.
The front discs measure 390mm and have six-piston callipers, while the rear discs are 360mm and with four-piston callipers.
Together with the Bridgestone Potenza Sport tyres, the Huracán STO has ability to brake from 100km/h to 0 in an impressive 30m. The car feels like it only weighs a tonne.
It’s easy to modulate the brakes at low speeds so they do not feel “grabby”. This is how race-spec brakes should feel and behave – a firm pedal, immediate bite and huge reserves of stopping power.
I think that the Potenza Sport tyres are underrated. Many owners would probably insist on changing these OEM tyres to Michelins or even Pirellis. But they would be wrong as the Potenza Sports are now more than a match for the European tyres.
GRABBING THE CAR BY ITS HORNS
In fact, the tyres are the very reason why the rear-wheel-drive Huracán STO can rip from rest to 100km/h in just 3 seconds. The engineers were able to recalibrate the launch control to take advantage of the extra traction during take-off.
And if you thought the Japanese tyre couldn’t handle well, think again. It is superb in this regard, yet remains relatively pliant. The tyres are key to the surprising modicum of comfort in what is a firmly sprung race-spec car.
Of course, the Magne-Ride dampers help widen the zone of comfort while improving damping control. But the cushioned step over road irregularities can be attributed to the tyres.
Indeed, the best feature of the drive experience is the intimately connected feel at the helm, delivered by the tyres working with the finely tuned chassis.
The chassis moves and responds to the steering as a single component, positive and intuitive. The way it imparts such levels of engagement and tactility into every moment of the drive is just joyous.
Speaking of which, the steering of the Huracán STO is notably better than the Huracán EVO’s, making it stand out among electric power steering systems (EPS). There is hope for EPS, which has for nearly two decades robbed sports cars of precious steering feel.
One might think that with such potential, the Huracán STO only thrives at triple-digit speeds. But you do not have to drive it fast to experience the connection.
It is there at any speed and this is the hallmark of a great car, for it is not just about the big numbers (which it can undoubtedly attain). It should also be about making every trip – including trundling through city streets – a wonderfully entertaining, engaging drive.
The first year’s production is sold out. If you can get past the $1.268 million starting price, you would own what is possibly Lamborghini’s finest achievement to date.
Lamborghini Huracán STO 5.2 (A)
ENGINE 5204cc, 40-valves, V10
MAX POWER 630hp (640CV, 470kW) at 8000rpm
MAX TORQUE 565Nm at 6500rpm
POWER TO WEIGHT 470.5hp per tonne
GEARBOX 7-speed dual-clutch with manual select
0-100KM/H 3 seconds
TOP SPEED 310km/h (governed)
CONSUMPTION 7.2km/L (combined)
PRICE INCL. COE From $1,268,000 (after $25k VES surcharge)
AGENT EuroSports Auto
Click here for our Lamborghini Huracán EVO RWD review