A more successful compilation is usually a sign that a band has reached the end of their career. The Lamborghini Huracán Tecnica, which we drove in a prototype, looks like a farewell. It’s neither the fastest nor the fastest Huracan, nor is it even the last variant of the Lamborghini small supercar. But it seems to have the best parts in it.
You can read a more detailed story about the changes to Tecnica here. Our late-stage prototype drive took place at the extensive Nardò test track in southern Italy late last year. The Tecnica can be considered a replacement for the motorsport-inspired Huracán STO and is positioned between the STO and the rear-wheel drive Huracán Evo. It uses the 631-horsepower STO version of Lamborghini’s long-serving 5.2-liter V-10 engine and sends power exclusively to the rear wheels. It also features a fixed-ratio steering system instead of the active variable-ratio system fitted to many Huracáns. However, it does add rear axle steering to improve stability, the company says, to adjust the car’s handling attitude on tough turns.
The settings for the adaptive suspension, traction control and rear differential have been recalibrated – all under the management of the Lamborghini Dinamica Veicolo Integrata (LDVI) Dynamic Brain. Tecnica’s stated mission is to combine a high level of racetrack capability with better road behavior than an ultra-powerful STO.
Not that we get to experience the prototype on the actual streets. We were driven on a 3.9-mile handling circuit at Nardò, which is the same place we saw the pre-production version of the STO experience in 2020. Driving the circuit at Tecnica was only a slightly less intense experience.
The Tecnica prototype felt much closer to production than the first STO had, with a near-completed interior and a welcome absence of a funk of sweaty engineers inclined to hack hard-working test mules. Darth Vader’s wrapping did nothing to hide the profile of the new front end or the raised wing – as production photos show, this is a handsome supercar.
The Tecnica engine lacks some of the STO’s acoustic brutality, especially at low revs, but even experienced from inside a helmet, it still has a resonant rasp when revving. And on the racetrack, you can speed it up a lot: The naturally aspirated V-10’s peak power comes in at 8000 rpm, just 500 rpm shy of the limiter. The accelerator response has also been dampened slightly from the STO’s surgical sharpness to improve road manners, but feedback still appears immediate compared to the slight hesitation endemic to even the faster turbochargers.
The prototype rode on track-biased Bridgestone Potenza Race tires which, despite their name, are street legal and would be offered as an option. Here in their natural environment, the sticky rubber generated predictably massive grip, giving the Tecnica a massive frontal bite and impressive traction given the rear-wheel drive design.
Dynamic behavior has changed dramatically in each of the three driving modes of the Technica prototype. The default Strada setting is for road use, and while the Tecnica’s cornering line was easy to adjust by shifting the weight off the throttle in this softer setting, stability control intervenes to prevent outright slip.
Choosing the Sport mode brought a more liberal traction control setting, which was as close to the market for other automakers as the Drift mode. In the Nardò’s slower corners, the Sport allowed for a surprising amount of power at times, though it kept the chassis under tighter control as the speeds increased. The gentler venue, the Corsa, imposes more discipline and allows for less slippage, as its task seems to be to deliver the best possible lap times.
While the fixed-ratio steering certainly feels more natural than the variable-ratio system we tested on the other Huracan, the weight is still lighter than other cars in this segment and lacks the low-intensity feedback. Also, the interference of the rear steering as it works to help the car turn into corners takes a while to get used to. Many drivers’ first reaction will be to change the throttle and steering in response to the sensation of system interference. In the prototype, this sometimes seemed to create a feedback loop as the driver and car tried to adapt to each other. Experience over multiple periods in the Nardò suggests that drivers need to learn to trust the system, which appears to work best when the driver brakes to the top of turns and then uses a fixed-wide accelerator and steering inputs.
The Nardò’s surface lacked bumps and real-world lines, but several of the track’s big markings made clear one problem we suspect taller Tecnica buyers will regularly encounter: the agonizing sensation of head-helmets meeting the front liner due to a lack of space in a tight-fitting cabin. The brakes are commendable, though, with more pedaling weight than previous Huracáns. The resistance to fading of the carbon-ceramic rotors was impressive given that the Tecnica hit 185 mph at the end of its longest 0.6 mile straight.
The Tecnica prototype is a blast on a track, but road manners will be even more important for those who want to buy it. Our first impression is that it’s more like an Evo-plus rear-wheel drive than an STO-minus, if that makes sense, and we think it’ll match up well with the duty cycle of a typical Lamborghini. For the affluent with the full range of Huracán, the Huracán Tecnica might be the one to choose the most.
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