Lamborghini Huracan STO, Time is a blessing when it’s spent in good company. It makes journeys seem shorter. Days go quicker nights and too soon. But, after the joy and memories, sometimes there is no going back when that journey is over. The Horicon with us since 2014 is very nearly at the end of its road. Lamborghini’s smallest challenger can no longer survive in this world we’ve created, but before we say goodbye, we have a chance to say hello to the sto, the last of its kind. A hurricane that holds a lot a big middle finger salute to the world. It leaves behind there we go.
This is the super Trofeo, Lamborghini
A more legato takes inspiration from Lamborghinis one make excellent Trofeo racing series delivering track performance in a car that’s been homologated for the road. It’s a race car with number plates. And that means it’s raw. For normal hearkens, the rear-wheel-drive the prep or maintain the EVO. Exactly. So but compared to this, I mean, this is an entirely different animal. Suspension is hot. The seats are sizzling sound. There’s no other word for it’s hot. And so Roy, even when you know pushing is loud.
Anyone within 100-mile range is waking up
But as sweet as it sounds, all that extra racket doesn’t come with any other performance. The engine hasn’t changed. Its 192 miles an hour top speed is lower than the performance aes 201. And it’s not the 62 times is three seconds versus the prep amount is 2.9. And those numbers are a wake-up call. They’re a reminder that the hurricane is at the peak of its powers. There’s not much more for that v 10. To give. But while Lamborghini can’t work the beach and any more complicated, they can work smarter.
One of the things they’ve done is to be very clever about weight saving. The stone weighs 1339 kilograms, 40 kilograms less than the Perth romantic. They’ve achieved this by using rear-wheel-drive only magnesium wheels, thinner glass, and plenty of carbon fiber. One of the problems with the standard hurricane was that it was quite a detailed, complicated design, particularly at the front.
Lamborghini Huracan STO had fenders, bonnets, more fenders, and a front bumper
But Lamborghini had replaced all of that, and all the bolts and the nuts that hold them together with a single carbon-fiber clamshell, which you open using a unique 3d printed key. You pop it in here, press this button, run around here, push the other button, and then up it goes all in one unit. This isn’t called a clamshell, by the way. It’s called a co Fango, a portmanteau of two Italian words, co fondo meaning Barney and para Fango meaning fender under there.
You’ve got a little bit of room for a tire repair kit or a helmet but not even enough room for a helmet because whoever designed this, well, they didn’t plan it big enough to accommodate your helmet unless you remove the polystyrene. Then your helmet will just about fit in, and then you can use this as a Sick box for your passenger. Speaking of feeling sick, you might feel a bit queasy when you realize there’s even more polystyrene hidden away in the nooks and crannies of this car, where you might expect some slightly better material.
The rest of it is just mad and brilliant, though
This color is not called Gray. It’s called Grigio Titans. And it cost 11,250 pounds plus VAT, the stickers all over the sto Guess how much they cost 4000 pounds plus VAT, it’s even got a roof scoop. Although that’s not there to channel extra air into the engine, the engine makes the same power as the romantic that is just there to look cool. It’s even got a shark’s fin, a fin, for goodness sake. And according to Lamborghini, that’s there to help this cause dynamic ability.
But Lamborghini Huracan STO that’s true, then why isn’t the shark spin on the event at all? Why isn’t every single supercar using a similar design? I don’t buy it. What I do believe is this massive rear wing. It’s fixed, but you can adjust it to three different settings using an Allen key. Not only is it enormous, but it provides enormous amounts of downforce up to 450 kilograms, which
If you don’t understand, a metric is about one Highland cow
Right, so how does it drive, it might have a lot of gimmicky, gorgeous, but gimmicky stuff on the outside, but honestly, there is no 14 The way this hurricane hustles itself down the road. The steering is a Presto highlight of mine, it’s so responsive, so excellent and turn, and you’re in another lane, half a turn, and you’re in a tree. It’s also the rear-wheel steering, which makes it sharper still. Honestly, it cannot miss an apex. It’s like a laser-guided missile. It’s not perfect. The steering is a little bit light, a little bit over-assisted.
And there’s not an awful lot of feel to it. I do prefer the steering on a mid-level GT three. The first time you pile into a corner in the store, you start to wonder where and when that front outside corner will grip. But then it settles in nicely, the chassis loads up. Understand completement they will oversteer on you, but it’s progressive and communicates with you, and you feel very much.
A part of the sassy
The gearbox is a seven-speed DCT with super short ratios. He reached that eight and a half 1000 RPM redline astonishingly quick, which means that you’re constantly changing up and down on the books. And it makes you feel so involved with the experience. There are so many supercars out there that have such low gearing, which means that you could be doing 120 miles an hour by the time you’re in the top of second gear, but in this, you constantly shift. And it’s so rewarding as a result—the brakes.
Let’s see what happens. Yeah, astonishing carbon ceramics, apparently they’ll go from 100 kph to zero in three seconds. So they’re exactly as good as this cost acceleration. As for the driving modes, you get a choice of three, and there’s so which is the softest setting. It’s not soft at all. Then there’s Trofeo, which is the race setting super hard, basically unusable on the public road. And it also slackens off the ESP and makes everything so far. Driving in that mode is a bit of a challenge because, if anything.
The throttle response is too responsive
It’s difficult to modulate the throttle precisely as you need it. But I’ll tell you what, it’s a good challenge. The third mode, pioggia, is used in the wet only. However, there’s so much traction with a standard Bridgestone presenter Sport tires that you’ll probably only ever need that mode when using the optional racing semi-slicks. Whichever model you’re in, the story feels serious. So serious. There’s even a fire extinguisher behind the driver, and a telemetry system with cameras for recording your lap times is a genuine track-day weapon with a side hustle in Broads.
Is Lamborghini worth spending 300,000 pounds on a Sto?
Why not just buy my favorite American the rear-wheel-drive and save a shedload of cash? Also, how much is this car giving, and how much has it left to provide the owner with? The first question indeed depends on whether you have the cash. As for the second, the story is undeniably brilliant. But it’s also becoming apparent that more significant changes are needed to keep up with supercars with yet more power. This engine, this chassis, this package has reached its peak.
And as sad as we are to admit this, it’s now approaching the end of its epic journey. We all knew this day would comeThe question is, do we mourn? Do we rebel against a future where cars like the hurricane have no place? Or do we celebrate the fact that we were around, we were alive and in the presence of machinery as impressive as this. For me, the glass is half full. This chapter might be ending, but with Lamborghini. I’m sure the legacy will never die.
Thank for watching
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