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Lamborghini Huracán Tecnica balances the track and the street


Blue!

Drive in Corsa (Track) mode on the 1.8-mile south track at Hot water club outside of Palm Springs, California, a blue gearshift light tells me the naturally aspirated 5.2-liter V-10 is approaching the 8,500 rpm red line.

The 2023 Lamborghini Huracán Technica’s V-10 is howling like a swarm of angry wasps. I hit the right magnesium steering wheel shifter and the digital tachometer sweeps back down to 6,500 rpm. The engine quickly builds towards the next blue warning.

Tecnica fills the gap between the base Huracán Evo RWD and the race-focused model, increase pulse Lamborghini Huracán STO, although it has many modifications of the STO. Engine tuning is among them, and while the Tecnica is certainly a race machine, it is a more accessible supercar than the STO, making everyday driving more comfortable. Like any Lamborghini, though, it takes some time to figure out the Tecnica’s odd markings and handling, and I had to sort them out during my first few races.

2023 Lamborghini Huracán Tecnica

2023 Lamborghini Huracán Tecnica

2023 Lamborghini Huracán Tecnica

2023 Lamborghini Huracán Tecnica

2023 Lamborghini Huracán Tecnica

2023 Lamborghini Huracán Tecnica

In my first experience with Corsa mode, I noticed the red bars in the cluster build towards the center, but the lights turned blue caught me off guard and I hit the rev limiter one several times.

But now I’m making the right changes so that the V-10 can reach its full potential. Compared to the 601hp Huracán Evo RWD, the Tecnica has a more free-flowing exhaust and other tweaks to the ECU with more direct throttle response. These changes push the V-10 to 631 hp and 417 lb-ft of torque from 5,800 to 6,500 rpm.

That is not the problem here. The V-10 is a horsepower engine anyway, and if it has to crank higher to get the best power, I’m all for it. The V-10 kicks this 3,040 lb (dry weight) vehicle from 0-62 mph in just 3.2 seconds and propels it all the way to 202 mph. You know, like you want a car on the street.

Part of my learning involved a 7-speed dual-clutch transmission. It requires manual gearshift in Corsa mode, but on my first run in Sport mode, I couldn’t figure out how to get it to shift automatically. The transmission requires a simple pull of the right lever, but the transmission doesn’t go into automatic mode, indicated by the letter A in the instrument cluster, unless I press the M button on the center console. heart. That is counter-intuitive. I want M to switch to manual, but it switches between the two instead.

2023 Lamborghini Huracán Tecnica

2023 Lamborghini Huracán Tecnica

In Sport, the gearshift paddles are automatic even in manual mode, but the downshift is not. That got me bogged down in fifth gear and watching Lamborghini Super Trofeo racer Brandon Gdovic far ahead in the first lead exercise. It was an oddity, but I caught up with my second 12-minute session.

On my second run, I switched to automatic and found the transmission didn’t get me stuck in high gear, but it also took a while to get down to the lowest gear possible quickly and sometimes not at all. . However, it still shifts gears without upsetting the balance of the vehicle. However, manual shifts in Corsa are more responsive and enjoyable.

2023 Lamborghini Huracán Tecnica

2023 Lamborghini Huracán Tecnica

Angle balance

The South Palm detour has a few corners that reveal the Huracán Tecnica’s handling personality, which varies depending on the mode and is heavily influenced by the standard rear-wheel drive and rear-wheel drive layout.

The Tecnica is always balanced, but it’s more playful in Sport mode. Some long corners, descending radii require patience to wait for late peaks. They can be managed by adding or subtracting light maintenance throttle and occasionally slamming brakes if needed. At these angles, I could feel the car straddling the line between underdriver and overdriver based on whether I hit the gas or let go. Feathers to keep speed, release to help it spin.

The balance favors the rear in Sport mode, which makes it harder to control stability so the rear tire doesn’t come loose. Accelerating too soon, which is easy at these long corners, can cause the rear to skid, although it’s much harder with the 245/30R20 front and 305/30R20 Bridgestone Race tires on the cars. This race track over it. will be with the standard Potenza Sports.

Thankfully, any slide is short, engaging, and easily readable. This is a mid-engined, 631-horsepower supercar with high limits, but they’re approachable. While I don’t want to try to slide the Tecnica on this track, Sport is the mode that can make it possible.

2023 Lamborghini Huracán Tecnica

2023 Lamborghini Huracán Tecnica

Corsa mode aims for even better balance and faster lap times, and it delivers. I find it easier to cross the line between passer and underdog in Corsa, and lap times better reflect balance. Another Trofeo driver told me my lap time was three seconds faster when finishing my lap in Corsa mode. Maybe I just drive better once I get used to the corners, but it’s a significant improvement on a short 1.8-mile stretch and the mode has to do with it. The stability control settings for both modes are adjusted to deliver more enjoyable performance and feel in the Tecnica than in the Evo.

Another characteristic that Tecnica shares with the Huracán STO is its super-responsive steering, which becomes immediately apparent on the track. The Tecnica turns on purpose, and the steering wheel has a bit of weight and feels stable.

The rear-wheel steering can reverse up to 3.0 degrees from the front at up to 37 mph and turn slightly with them above that speed. It helps the car turn around in tight turns and helps the car stay stable at higher speed bends. The standard rear torque vectoring also shortens corners by sending more force to the outside wheels through turns.

The aerodynamics also aid in stability, although not nearly as much as in the STO. 60% of the Tecnica body panels are new compared to the Evo RWD and they have also been developed to save weight. The rear engine cover and front hood are made of carbon fiber. The front apron gets a new design with a windscreen (a first for the Huracán), a reworked rear diffuser, a new rear apron to make room for new hexagonal exhaust outlets and a unique rear spoiler. Uniquely located much lower than the massive park of STO Benches. In total, the changes give the Tecnica 35% more downforce than the Evo RWD with 20% less drag and they save 22 lb. However, it doesn’t come close to the STO’s insane 926 lb downforce.

Tecnica also fitted a dedicated brake cooler and caliper duct for the 15.0-inch front and 14.0-inch rear carbon-ceramic brakes as standard. Lamborghini says the cooling system lowers brake fluid temperature by 9% and disc temperature by 7%, resulting in 13% less brake pad consumption and 5% reduction in pedal stroke. Those are all interesting numbers, but the result is 6-piston front and 4-piston rear brakes that feel powerful with fairly solid pedals, and they get the job done time and time again on the bike. This race track in conditions of temperature fluctuating about 98 degrees.

2023 Lamborghini Huracán Tecnica

2023 Lamborghini Huracán Tecnica

2023 Lamborghini Huracán Tecnica

2023 Lamborghini Huracán Tecnica

2023 Lamborghini Huracán Tecnica

2023 Lamborghini Huracán Tecnica

The experience from the cockpit is a combination of race car and connected everyday driver. The standard sport seats are supportive but not too tight, although full racing straps are optional. Buyers can get carbon fiber door panels and nylon door pulls to save weight, and an infotainment system that includes a telemetry and connected time tracking. However, Lamborghini also offers many conveniences such as Apple CarPlay connectivity, Android Auto, Amazon Alexa and a variety of interior colors for owners to personalize their car. Tecnica also has more sound-cancelling devices for a quieter cockpit.

Huracán Tecnica also splits the cost difference between the Evo and the STO, with prices starting at $239,000. That’s $26,000 more than the Evo but nearly $100,000 less than the STO, which reduces the force only the most experienced racetrack drivers can use.

For their money, buyers will get one of the last supercars powered by a V-10, a supercar that sounds great and is accessible both on the street and on the track. It’s quirky in its own way and it won’t increase the track time of the full downforce Huracán STO, but will feel more comfortable in regular driving.

Just remember, blue means change.

Lamborghini paid for airfare, accommodation and tracking time for Advocacy agency to bring you this live report.

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