Our first experience with the Huracán STO was more of a teaser than anything else; it consisted of only one hour of driving time on congested suburban roads. It was just a brief look at the most extreme road-going version of the Huracán that has ever been produced. However, Lamborghini was kind enough to lend us another one so that we could truly experience this homologated street special, and that is exactly what we did over the course of 600 kilometers.
The name "STO" stands for "Super Trofeo Omologata," and this vehicle is essentially a street-legal version of Lamborghini's Super Trofeo race car. It comes complete with a working hood scoop, a gigantic rear wing, an abundance of vents and negative spaces, and, of course, a scintillating exhaust note. There is not a single thing about the STO that can be understated (or any Lamborghini for that matter). In point of fact, seventy-five percent of the exterior bodywork of the STO is now made from carbon fiber. This material is used for the front hood, fenders, and bumper, all of which are a single piece, despite the fact that they are concealed by a matte finish in the color Rosso Pyra.
In comparison to the standard Huracán, the STO comes equipped with upgraded Brembo carbon ceramic brakes, magnesium rims that contribute to a lower unsprung weight, a windscreen that is 20 percent lighter, and the option to select either a road-specification or a track-specification Bridgestone Potenza tire. In addition, Lamborghini widened the wheel track, stiffened the suspension, added rear-wheel steering, and equipped the vehicle with an adjustable rear wing that provided three different levels of downforce. Because all that is necessary is a regular screwdriver, you do not have to have specialized mechanics from Italy fly all the way here to assist you. Ours was adjusted to Medio, which translates to medium downforce, and it works in conjunction with the sizable rear diffuser and active front splitter to ensure that the Huracán remains planted to the asphalt.
In addition, as if all of that aerodynamics weren't enough, Lamborghini went to the trouble of installing a roof scoop. It harkens back to the days of the McLaren F1 GTR, and in addition to having an incredible appearance, it serves an essential purpose to improve the engine's cooling. According to Lamborghini, the STO has a total downforce output that is 53 percent higher than that of the Performante while also being 43 kg lighter overall.
In spite of this, the STO is not a particularly complicated automobile, at least not when compared to hybrid sports cars like the Ferrari 296 GTB or the McLaren Artura. It builds upon the equation of the Huracán Performante and magnifies it in every possible mathematical way, using the same fundamental building blocks that were used in that equation. This indicates that the naturally aspirated 5.2-liter V10 engine will continue to produce 640 horsepower despite producing only 417 pound-feet of torque. All of this power will be delivered by a 7-speed dual-clutch automatic transmission. Although it only has rear-wheel drive like the Huracán EVO RWD that we just finished testing, the STO is still able to go from 0 to 100 kilometers per hour in an unbelievable three seconds. Top speed? 310 km/h.
So, tell me, what is it like to live with the STO and drive with him on a daily basis, on regular roads, and for a distance of 600 kilometers? It goes without saying that the performance is also theatrical, in addition to being physically demanding. The STO is a polished yet rugged instrument that has been worn down through years of participation in motorsport. Those who are interested in a method of theatrical transportation that is focused more on the streets will want to wait for the forthcoming Huracán Tecnica, which can be thought of in the same vein as a STO Touring.
This is because the ride in the STO, even in the setting that is considered to be the most comfortable, is overtly firm and immensely rigid. This causes the seats to jostle you around while the suspension negotiates the worn path, ebbing and breathing with the pockmarked road just millimeters below you.
It is, in all honesty, a race car that can be driven on the street, and whenever someone gets into a race car for the first time, the thing that they always notice is the brakes, as well as the incredible stopping force that follows. This is because the ride is so taxing. Similarly, with regard to the STO. Because the carbon ceramics have such a powerful bite, even the slightest press can cause you to violently lunge forward. This is a great way to get your passenger to admire all of the expensive Alcantara that has been liberally lathered over the dashboard. Even more heavily press the brakes so that they can admire your $5,000 carbon fiber floor mats. On the other hand, in contrast to the McLaren brake pedals, which require a Herculean effort to modulate, the STO's is relatively simple and forgiving.
We would be lying if we said that we noticed the additional aero bits and downforce while being a law-abiding citizen, but one thing that we really do feel, even at low speeds, is the extraterrestrial grip that the new Bridgestone Potenza tires provide. They keep the STO glued to the pavement like white on rice, and the only way to really break traction is to intentionally provoke it mid-corner with a generous stab of the throttle, which promotes moments of power oversteer that are worth grinning about. In contrast to earlier Lamborghinis such as the Diablo and the Murcielago, the STO has a more laid-back personality that is lenient toward driver error but still demands to be pushed to its limits. And similarly to every other Huracán, the traction and stability control systems appear to err on the side of caution, even in their sportiest settings, constantly cutting off power the moment you fling its tail around. However, this should actually help the majority of drivers take advantage of the prodigious powertrain without the fear of careening themselves into the nearest tree.
Because the V10 engine is the center of gravity of the Huracán, and because there is a sense of occasion every time you uncork its atmospheric 8,500 rpm redline, which gives you every reason in the book to explore there, the Huracán's redline is 8,500 rpm. The engine is always looking for more revs, and it seems as though it will never be satisfied with what it has eaten; however, the same cannot be said for our wallets. Every decibel is worth every penny as the V10 unleashes a military-grade (and military price) barrage of artillery fire to every eardrum within a five-kilometer radius of its location. The noise that follows is biblical. It is likely that you will hear the STO approaching before you actually see it, but the vehicle's acceleration from zero to one hundred kilometers per hour occurs in only three seconds. The propulsive force is very harsh on the eardrums and the stomach, and it takes great pleasure in rearranging your internal organs when they are at full boil. When we lit the bonfire with our right foot, we frequently found ourselves asking, "How is this even allowed on the street?"
There are definitely more noticeable physical vibrations coming from the engine, as well as a slightly more pronounced staccato when cresting the limiter, with the STO using an exhaust that is very similar to the Performante's exhaust, which has titanium intake valves. Despite the fact that the STO does not sound significantly louder or more distinctive, it does use titanium intake valves. If you pay close attention, you may be able to hear the sound of the wind cutting through the roof scoop and into the engine compartment. The exhaust valves won't open until you've reached 3,500 to 4,000 revolutions per minute, which is a good thing if you don't want to fit the stereotype of a supercar driver when you're just driving around town in your vehicle.
When driven aggressively, the STO rewards the driver with precise steering that is abundant in road detail, while at the same time remaining light enough that the driver can steer it with just one hand. The tires will not tramline every single groove on the road to the point where the driver becomes exhausted, and the gearbox will not mind low-speed creeps in traffic either. This adds to the daily usability of the vehicle by providing a driving experience that is incredibly fluid and light-footed.
What are the STO's thoughts regarding the Performante? Not that much of a difference, at least on the road. When we're just hurtling down some excuse for a winding road at 80 kilometers per hour, we can't possibly feel the subtleties and improvements in performance. It grips with authority, regardless of how hard we push it around a hot corner, but there is a limit to how much we can safely (and legally) extract, and it is important to understand the limits of the STO on road reviews such as this one. Although we are confident that the STO will perform exceptionally well on the circuit, we do not require one in order to take full advantage of the experience. This homologated special is absolutely brilliant in that regard. It condenses everything that is important into an easily absorbable and pleasurable experience for the senses. Even on typical roads, it is not difficult to get a feel for the breadth of the STO's capabilities, regardless of your level of experience behind the wheel.
Moving on to the STO's lack of applicability in the real world, which is a common misconception. If you are thinking about buying a STO instead of a regular Huracán, there are a few important differences between the two that you should be aware of. There is not a place to put your drink. Your Timmies will have to be crammed in between your thighs while you cross your fingers and hope that the potholes don't interfere with your ability to have children. You should also try to bring as little as possible with you because there are no door pockets, only a small glovebox on the passenger side, a small tray at your elbows to prevent your phone from flying around, and a storage compartment behind the touchscreen unit. In addition, there is a small storage compartment hidden beneath the front hood; however, in order to access it, you will need a key to unlock both sides of the vehicle and carefully raise the compartment. Not the best situation to be in when your hands are full of groceries.
Front visibility is decent thanks to its low hood and somewhat thin A-pillars, but it is not as good as the McLaren 720S, and the blind spots here are atrocious. The rear visibility is also decent thanks to its low hood and somewhat thin C-pillars. Because the only thing that can be seen in the rearview mirror is the engine cover with the slots, it's not really necessary to have it. Therefore, you are able to discern that there is a vehicle behind you, but you are unable to identify the vehicle or determine how close it is. In the end, we were forced to make do with the side mirrors as a replacement, swerving to the side in order to get a better view of what was happening behind us. Your neighbors will look down on your choice of transportation every time you start the V10 because they will become accustomed to the constant struggle of finding the button to raise the front of the vehicle's nose. Although the sport seats provide adequate support in all the right places for aggressive driving, they do not provide sufficient back and lumbar cushioning for longer trips. When the STO is only the second, third, or even fourth car in the stable, these are merely insignificant issues that are simple to overlook and forgive.
The Huracán STO provides layer upon layer of driving engagement and enjoyment, and just when you thought you had enough driving for the day, this raging bull goads you on to keep turning expensive gasoline into naughty fumes. The Huracán STO is available in two different trim levels: the base model and the STO model. If Lamborghini had not imposed a cap on the number of miles we could drive in a year, the direction of our moral compass with regard to carbon emissions would have been severely off-kilter.
We are aware that the naturally aspirated V10 and the V12 engines that are found in Aventadors have a finite amount of time left in their respective production cycles. which makes us appreciate each and every one of these fleeting moments that much more. The STO is not only a demonstration of the pinnacle of automotive engineering, but also of how far we can take road-legal homologation specials. It is a swan song for large displacement engines, but it is also a demonstration of the pinnacle of automotive engineering. There is no way to know for certain that you are living in the golden age until after it has come and gone, but we are certain that this is the case right now.
Specifications:
- Model: 2021 Lamborghini Huracán STO
- Paint Type: Rosso Pyra
- Base Price: $394,217
- Price as Tested: $477,647
- Wheelbase(mm): 2,620
- Length/Width/Height (mm): 4,547 / 1,945 / 1,220
- Dry weight (kg): 1,339
- Engine: 5.2-litre V10
- Horsepower: 640 hp @ 8,000 rpm
- Torque: 417 lb-ft @ 6,500 rpm
- Transmission: 7-speed dual-clutch
- Engine & Drive Configuration: Mid engine, RWD
- Tires: Bridgestone Potenza; 245/40R20 front 305/30R20 rear
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