Has Lamborghini saved the best until (almost) last? We've driven the Huracan Tecnica prototype to find out.
. The Tecnica uses the same 631hp version of Lamborghini's long-lived 5.2-litre V10 as the STO, and also sends drive exclusively to the rear axle through a standard seven-speed twin-clutch transmission. Like the STO it also does without the variable ratio steering that we haven't always loved when we experienced it in lesser Huracans, deploying a fixed-ratio rack instead.
While many test tracks have been designed to be used as assessment tools rather than to deliver excitement, Nardo's handling course is a guaranteed adrenaline high. In addition to a full set of slower and medium-speed corners it incorporates two savage crests, one of which gets anything quick off the ground, plus the fearsomely fast turn one that comes at the end of the 1km long main straight - and which leads straight into the braking zone for the far tighter turn two.
The first difference between Tecnica and STO is obvious well before reaching the end of Nardo's dinky little pitlane. Both cars share the same base engine, but the Tecnica is much quieter at lower revs. Reggiani later confirms this is due in large part to the increasing stringency of noise regulations. Pushing harder, as I soon am, improves the soundtrack markedly, but even when pushed into its snarling top end the Tecnica doesn't have the aural savagery of the STO.
Selecting Sport pretty much pops a can of spinach. The prototype immediately felt firmer and keener to turn - although at least some of that was down to increased intervention from the rear-steering system and active diff. But it also slackens off the traction control threshold to an extent it pretty much qualifies as a drift mode: I certainly wasn't expecting the radical yaw angle it allowed me to engender in the first tight corner.
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