The Most Precise Huracan Ever
Driving from Los Angeles to Monterey for the annual “Car Week” festivities is a confluence of powerful automotive forces. First, you’re going to arguably the best collection of car events, packed into a single week, on the planet. Second, you’re driving along what are arguably the best stretches of road on the planet. Finally, if you’re fortunate, you’re doing this in a vehicle that pays proper homage to both the special occasion and picturesque location. In this case, a Lamborghini Huracan STO, the Italian supercar brand’s most capable version of the Huracan.
To their credit the Lamborghini reps double checked I was okay driving this version of the mid-engine supercar over 400 miles. “Are you sure you want an STO? We can give you a Huracan EVO instead.” The EVO isn’t quite as aggressively-tuned in the areas of ride quality, steering ratio, brake response, and exhaust note, making it, theoretically, a kinder, gentler way to spend 10-plus hours driving to and from Car Week. But I’ve already driven and reported on the Huracan EVO. Plus I really wanted to experience the track-focused, STO version of this model, even if a track wasn’t part of the driving route.
On some level it seems almost criminal not to experience the STO at a track, given this model pays homage to the Huracan’s three wins, in a row, at the 24 Hours of Daytona. The STO’s race-inspired philosophy manifests in a lighter curb weight (by about 95 pounds compared to the former Huracan Performante), exterior modifications for improved downforce and engine cooling, carbon ceramic material (CCM-R) brakes, and Bridgestone Potenza Sport tires engineered specifically for the STO (”race” versions of these tires are also available). It’s all powered by the Huracan’s trademark V10 engine, which in STO form sends 631 horsepower to the rear wheels via a 7-speed dual-clutch transmission.
Like so many high-end supercars, the technical briefing underlying the Huracan STO’s performance is a rabbit hole you can dive into and potentially never get back out. But unlike too many of these supercars, the STO’s technical pedigree manifests quite clearly in its driving dynamics. Steering input, for instance, it among the most immediate and precise I’ve ever experienced. Things simply happen RIGHT NOW when you turn the wheel, yet what happens is exactly what you ask for, meaning it manages to be super responsive without feeling skittish. Everything I just said about the steering? Ditto the brakes and dual-clutch transmission.
And while a track is needed to take full advantage of these traits, the STO’s precision is mighty fun on public roads. Especially the right public roads. After heading north from Los Angeles with a gaggle of supercars we veered off the 5 freeway and into the vast network of creative curves strewn about California’s Central Valley. This is where the STO’s day-glow “Blu Laufey” exterior paint, contrasted with bright orange accents, blazed extra bright under the California sun as the Huracan catapulted between apexes. With a zero-to-60 time around 2.5 seconds and 1 g of potential lateral grip the STO attacks curves with poise, even as the V10 emits a visceral symphony of Italian passion.
This degree of pubic-road capability doesn’t come without a cost, though from our perspective the return on investment is easily worth it. Ride quality is undeniably stiff, but not abusive in our estimation. Reduced sound deadening lets plenty of engine and road noise into the cabin, so avoid phone calls unless you’re parked or traveling below 40 mph. And then there’s the Huracan STO’s rear visibility. Or is there? Well, sort of…but only from the exterior mirrors. The interior mirror is purely ornamental, displaying the underside of the STO’s vented engine cover and nothing more. We’d rate these as inconveniences, not deal breakers, when its comes to daily driving the STO, but we’re pretty tolerant of performance car quirks.
There are also monetary costs to driving a Lamborghini Huracan STO, which start at $333,000 and can easily crest $450,000 with options, like this model’s full exterior livery pack costing around $38,000 and a full exterior carbon fiber pack costing over $20,000. Other options, like a $4,000 front lift system to protect that carbon fiber front splitter, or the 20-inch forged wheels for $2,000 and the “STO” Alcantara interior trim for $3,300, contributed to our test car’s $442,033 final price. While not an insignificant amount of money, the Huracan STO has that rare combination of genuine race pedigree, compelling exterior design, and uncompromised driving dynamics.
It’s also a member of that increasingly rare, rapidly-vanishing club of normally-aspirated, non-electrified performance cars that, apparently, won’t be around much longer. If you’ve been waiting for the ultimate evolution of the Huracan before it goes away, an STO is worth getting while you still can.