Luxury and Exotic Car Reviews

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

A blue 2025 Lamborghini Urus SE, the heavy hitter delivering plug-in hybrid punch, is parked on a dirt road with red brake calipers, framed by trees and hills in the background.

By Michael Van Runkle – December 14, 2025

Review: 2025 Lamborghini Urus SE

Heavy Hitter Delivers Plug-In Hybrid Punch At the beginning of the electric vehicle era, Lamborghini long ago promised that the company’s future hybridization strategy aimed to improve not just efficiency but, much more importantly, performance gains as a priority. Now, with the entire lineup currently made up of hybrids that combine batteries and electric motors with stunningly powerful internal combustion engines, the Revuelto and Temerario supercars proved beyond a doubt that Lambo achieved what so many other automakers struggled with: engaging driving dynamics despite inevitable weight gains. Still, selling the Urus as a plug-in hybrid SUV makes the most sense on paper, offering improved fuel economy, silent driving, and better range in full EV mode, plus only modest weight gains that make less of a difference in a 5,000-pound five-seater than for a low-slung supercar. To find out whether Lambo truly built the perfect daily driver super SUV with the Urus SE hybrid, I recently took a loaner in Los Angeles for city streets, highway cruising, plenty of hard canyon charging – and even a few forays off the asphalt entirely. First, it’s critical to understand how much the Urus SE’s hybrid system differs from the Revuelto and Temerario. Think of this setup as a more traditional plug-in that employs a much larger 25.9-kilowatt-hour lithium-ion battery below the trunk. The twin-turbo V8 carries over from ICE-only Urus models, albeit detuned to “just” 612 horsepower and 590 lb-ft of torque. That’s because the electric motor mounted within the eight-speed transmission can contribute 189 horsepower and a beefy 356 lb-ft of torque. All of which results in combined totals of 789 horsepower and 701 lb-ft at full throttle, the latter way down in the rev range at just 1,750 rpm. The Urus SE can also manage far more electric range thanks to the larger battery, at around 37 miles versus single digits for both the Revuelto and Temerario. Fuel economy improves to 20 miles per gallon in gas mode, and an impressive 48 MPGe in full hybrid mode, versus just 16 MPG for the ICE-only Urus S. Throw in a claimed 80% drop in emissions, plus unbelievably quick throttle response as the electric motor and gas engine work together for hard launches and freeway passing. Sounds like the best of both worlds, right? Well, equally as important as improving performance and efficiency at the same time, Lambo also faced the challenge of how to keep the Urus SE thrilling and engaging to drive other than in a straight line. All that hybrid componentry does add about 15% onto the mass of the lightest Urus Performante, for a total curb weight of 5,520 pounds. Even the full carbon-fiber roof (a $7,507 option) can’t combat the sheer physics of how much the electric powertrain components weigh. And in truth, I noticed the additional poundage almost immediately, while just driving normally on city streets. The SE uses the same suspension components with different electric calibrations, which means a supple air ride but also the ability to lower and raise the ride height, plus firm up the dampers to bolster handling dynamics while driving aggressively. Though the suspension tuning works quite impressively, all things considered, it’s not quite as sublime as either the base air suspension Urus and S, nor the steel-sprung Performante. My loaner’s small wheels and taller Pirelli Scorpion Zero all-season tires probably helped a little, too, to smooth out some road imperfections by reducing the rest of the suspension’s responsibility to absorb impacts. Instead, the added weight creates more of a rafting sensation, as the whole body moves around more over road undulations, speed bumps, and rough sections of pavement – though never necessarily uncomfortable, this occasionally borders on disconcerting, especially once I started to drive harder in the hills of Malibu. Pushing any SUV hard through curving canyon roads might seem silly, but the Urus SE is still a Lambo after all. And the previous Urus, S, and Performante all exceeded expectations. The SE, meanwhile, struggled to reach the same level of glory, which I suspect partially comes down to the all-season tires spec-ed on this loaner rather than performance-oriented rubber. Lightweight steering purposefully helps to counteract the impression of overall heaviness, while imparting a sense of playfulness into the handling. But the SE tended to push into corners with some understeer, then drift wide unless I paid extra attention to modulating my brake and throttle inputs impeccably. The adaptive sway bars and rear steering also worked hard, but luckily Lambo’s suite of electronic traction aids allows for plenty of fun – leaning into throttle earlier through corners like a true rally car brought on healthy slip angle and countersteering, though trusting the all-wheel-drive system quite that much admittedly requires a firm hand and plenty of confidence. Throughout, the SE sure sounded spectacular as the twin-turbo V8’s exhaust burbled and banged, echoing off the canyon walls. Especially in Sport and Corsa mode, the soundtrack borders on the depth of a muscle car, effectively masking any semblance of hippy hybrid vibes. Plus, the Terra and Neve modes (for dirt and snow) can lift up the body high enough that I felt comfortable playing around on a secret dirt track in the middle of Malibu. The air suspension there simply gobbled up the bumps, as I slid around with almost too much ease under either power, braking, or turning. Overall weight matters a little less in an SUV like this once the going gets slippery, and SE’s centrally distributed mass creates very predictable behavior. I just wished for even more ground clearance and true knobby tires while kicking up dust. Actually, figuring out how to activate the Urus SE’s various drive modes admittedly took me a while to figure out – an adjustment period equal to, if not longer than, learning how to properly push this super SUV up to the limit and not beyond despite the weight gains. The typical fighter jet-style controls already looked awesome on previous models, effectively conveying that familiar cockpit aesthetic so prevalent in Lambo’s other supercars. But throwing in full EV mode via the toggle on the right of the console, then three additional hybrid settings via push buttons below, plus a much more convoluted gauge cluster that needs to show all the electric and internal-combustion systems working together, occasionally goes overboard in the sense of paralysis by analysis. I needed to test every mode, too! The Urus SE always comes to life in full EV mode to keep the neighbors happy. Sometimes the silence led me to push the start button again, which then turned off the car. Whoops! Then I usually popped the left lever into Strada to wake up the full hybrid system, though the gas engine doesn’t always fire up immediately. Using the hybrid buttons, I typically kept the Urus SE in full hybrid mode to explore how nice the electric motor and gas engine play together. The stop-start and changeovers as the gas engine turned on and off actually worked surprisingly seamlessly, given the sheer heft of the twin-turbo V8. I also tried recharge mode to keep the battery topped up, and in fact, purposefully ran the gas tank to almost dry to truly force full EV operation as a range test. I then ran well over 15 miles in total silence, using around five-eighths of the claimed capacity. Not bad, and full EV mode also puts out more pep than expected, rather than simply enough motivation for light city traffic. However, at super slow speeds, I occasionally noticed some awkward tendencies as the handover between regen and friction brakes caused occasional lurching. As much as the ICE Urus nails a very specific type of super SUV, I struggle to argue against the SE hybrid despite these few minor foibles. Choosing the SE adds only about $30,000 to the base price of the current Urus S, which seems entirely reasonable even if the hybrid only added the extra 130 horsepower or so. This heavily optioned loaner stretched up to more like $352,000 as tested, so I’d pick a bolder exterior paint job, a more restrained interior with matte carbon fiber trim, and skip the all-weather floor mats. Still, with improved styling that also lends a more sophisticated, futuristic look to the angular design, plus the ability to drive in full EV and hybrid modes, the SE takes the cake. And every single time I punched that throttle, killing my fuel economy in the name of fun, the absurd amount of instantaneous acceleration when that twin-turbo V8 unleashed full fury in tandem with modern electric power left an enormous grin on my face. And if Lamborghini can manage to bring up those old childlike joys in a heavy hybrid SUV, the future of electrification looks very bright after all. View All Lamborghini Urus for Sale Images: Michael Van Runkle

A blue V12 Revuelto Lamborghini is driving on a racetrack with a blurred background, indicating motion.

By Michael Van Runkle – August 19, 2025

Track Review from Estoril: Lamborghini Temerario Might Ju...

Last year during Monterey Car Week, Lamborghini unveiled the Huracán supercar’s highly anticipated successor, which will serve as the final step in a broader hybrid strategy that began with the flagship Revuelto and Urus SUV. Dubbed the Temerario, the new model earned immediate coverage largely thanks to the borderline unbelievable stats of that hybrid powertrain, highlighted by a twin-turbo V8 that can rev to 10,000 rpm. Alongside three electric motors borrowed from the Revuelto, combined output peaks at an absurd 907 horsepower. Almost a year later, the time finally arrived for media to preview the Temerario in a dynamic launch program held at Estoril Circuit, the former F1 and MotoGP racetrack in Portugal. With a long front straight and several tricky, technical turns, Estoril served as the perfect place to show off the Temerario’s all-out power and engaging performance, plus some of the nifty drifting and launch control features that advanced all-wheel-drive hybrid tech make possible. Setting a New Personal Top Speed Record Even before climbing into a Temerario, as I slipped on a head scarf and helmet, echoes off the grandstand hinted at the fun ahead. EU emissions regulations dictate the use of gasoline particulate filters, so the V8 unfortunately lacks the high-end thrill of a Huracán V10 or a Revuelto V12, but the sheer pace as the previous drive group whipped by still sounded unmistakable. Soon enough, I found out myself, after a first sighting lap that I spent warming up the tires and acclimating to the track layout. By the time I let loose onto the front straight, full EV and internal-combustion power working together in an understated concerto, I glanced down at the speedometer and spied 301 kph – or 187 mph, good enough to set a new personal record as my highest top speed ever and best the Corvette ZR1 that I took to 181 mph earlier this year. And we were just getting started. The rest of that first stint revealed that I’d been babying the Temerario. No need to act timid here, instead Lambo’s latest and quite possibly greatest supercar appreciates a bit of intrepid helmsmanship, quick flicks of the light steering, and heavy doses of full-throttle acceleration. After just a few laps, I easily found and exceeded the limits of the Bridgestone Potenza Sport tires, the magic point where slip-and-slide actually allows for more speed and confidence beyond the edge of full traction. Lamborghini Temerario equipped with the light-weight 'Alleggerita' package and high downforce wing I spent the rest of the day after that first stint in a Temerario equipped with the lightweight “Alleggerita” package, which adds Potenza Race tires as well as a host of carbon fiber to save pounds and a titanium muffler that further enhances the engine’s soundtrack. The Alleggerita package dictated slight modifications to the Temerario’s suspension tuning to handle the additional cornering load, too. But the tires alone unlocked a whole new level of performance, with more feedback and grip that improved the steering feedback, clamped down the braking, and accentuated all-out grip while blasting back out of corners. So much so, that once I found a rhythm, the speedo eventually topped out at 308 kph – not too far off the top speed of 340 kph. And I left a fair amount on the table, too, because my lead-follow instructor, senior attributes and performance developer Mario Fasanetto, had me braking early at the end of the front straight in the name of safety. I figure that holding off and trusting the Temerario more into Turn 1, I might have easily hit 315 kph. Slipping and Sliding Around Estoril’s F1 track Later in the day, Fasanetto hopped into the passenger seat to coach me through a few tries at the Temerario’s drift mode. Turning on drift mode requires simply pushing a button on the steering wheel, then spinning a dial to select one of three levels: Level 1 targets 15 degrees of drift angle, Level 2 allows for 30 degrees, and Level 3 maxes out at 40 degrees. In each mode, the Temerario’s advanced traction control computations prioritize front-wheel torque vectoring by the dual electric motors to help enable and extend slides. I started out in Level 2, and lit up the rear tires easily by initiating a quick hit of steering and throttle simultaneously. But I struggled to finish the drift smoothly after a second or so spent sideways, and even spun out on my next attempt. Surprisingly, stepping up to Level 3 actually made the process easier, with more predictable throttle response and greater stability over the nose. Or maybe practice makes perfect, but by the last couple of runs, Fasenetto started cheering and might have even exclaimed “Like a pro!” Next, we cruised back over to the start of Estoril’s front straight to give launch control a go. Again, I pushed a little button on the steering wheel – this time on the left of the Lambo badge – to activate the new mode. Then, I braked with my left foot and pushed the accelerator pedal to the floor for two seconds to let the V8’s 70-millimeter turbos build boost, until I just stepped off the brake. All four tires only chirped for a millisecond before leaping forward, as the Temerario managed to deliver the kind of neck-snapping acceleration typically limited to only today’s era of highest-performance EVs. Though the day at Estoril proved beyond a reasonable doubt the performance benefits of arguably the world’s greatest V8 engine working alongside the triple e-motor setup, all the Temerario’s modern tech also improves daily driveability, as well. Push the start-stop button, still under the red jet fighter cover, and the powertrain wakes up automatically into all-electric Citta mode. Though the centrally located battery pack only holds 3.8 kWh of electrons, the Temerario can cruise along for approximately six miles in silence. Want softer dampers for a long highway journey? No problem, change the drive mode. And Lambo will even sell more comfortable seats with ventilation too.Most importantly, accessing every mode from Citta quiet to full drifting fun never gets confusing thanks to a simplified user interface and plenty of physical switchgear. Unlike, for example, another incredible Italian hybrid, the Ferrari 296 GTB – that can easily border on frustrating due to incomprehensible haptic buttons and the lack of a center touchscreen. The 296 GTB delivers similar hybrid punch, but lacks the almost limitless revving of the Temerario. And even if the sublime steering slices perfectly through any corner, the Ferrari also lacks some of the hooligan fun of Lambo’s all-wheel-drive drifter. A McLaren 750S similarly sticks with RWD only and definitely benefits from McLaren’s quintessential priority on weight savings. But the Temerario’s powertrain takes the cake, while contributing to a bit more daily-driver confidence, as well. From a design perspective, this latest Lambo continues a trend toward classier styling that allows for more apt comparisons to Ferraris and McLarens, not to mention pricing that will likely take abig step up from the Huracán, too. But I also spent plenty of time at Estoril contrasting the Temerario with the 1,064-hp Corvette ZR1 that I drove earlier this year, which proved that four-figure horsepower stats don’t need to cost seven figures. Lamborghini Temerario Conclusions The Temerario’s Gallardo and Huracán lineage shines through, with plenty of cues taken from Revuelto, but the gut-punch of acceleration and track performance most closely resembles the ZR1 that I tested at COTA this past spring. Don’t even ask about Corvette design versus Lambo, though… And keep in mind, this is just the first Temerario variant. Lambo’s reps on hand stayed mum on potential Evo or STO track specials, much less a Sterrato off-roader. The Temerario starts at $382,654, with the Alleggerita package costing $49,113. Ticking that box improves upon my main two critiques for the car, the lighter steering and underwhelming exhaust note with the base muffler. Regardless, when specced properly, the Temerario arrives as a stone-cold stunner, maybe the most enjoyable supercar ever to drive hard at the limit. Stupendous technological competence allows the Huracán’s successor to make everyone a better driver, myself included, all from behind the scenes. And might, just possibly, even outshine the V12 Revuelto in terms of true driving delight. View All Lamborghinis For Sale

By Gabriel Vega – December 12, 2022

Lamborghini Huracan STO Review: A Proper Race Car for the...

Despite their intended purpose, track-oriented supercars spend only a fraction of their lives at any given circuit. This leads them to a significant dilemma. They need to perform as their driver hammers in lap times while simultaneously delivering an engaging driving experience on normal roads. Italy's latest homologation special, the Lamborghini Huracan STO, is a perfect example of this. Last year, I had the privilege of driving the Huracan STO at Willow Springs Raceway. The STO impressed with sticky tires on hand and an open track, making it easily the best car I drove last year. Flash forward to 2022, and I finally got a chance to drive the STO on some of my favorite canyon roads and around Los Angeles. With a naturally aspirated V10 paired to what is easily one of the loudest stock exhaust systems I've ever heard, along with its clever suspension and outrageous styling, it didn't take long for the STO to remind me that it's a truly impressive machine. Lamborghini Huracan STO Design/Styling Even a glance reveals that the STO is a homologation special. It uses the brand's Super Trofeo EVO and GT3 EVO race cars as its base. While race car-inspired special editions are not rare, none seem to go quite as far as the STO. While it's unmistakably a Huracan, virtually every panel on the STO is new. The front no longer houses a traditional front bumper flanked by fenders and a hood. Instead, we get what Lamborghini calls the "cofango." It's a clamshell design covering the car's whole front and opens up as one large piece. All Huracan STOs For Sale The STO features aggressive side skirts along the sides that lead into a widened rear quarter panel. The quarter panel itself now features a shark fin design that channels air and NACA ducts on either side. All of the air leads to the massive adjustable rear wing. While it doesn't feature any active aero, the STO's adjustable components can deliver up to 935 lb of downforce at 173 mph. That figure marks a 37 percent improvement over its predecessor, the Performante. Lamborghini opted to use its carbon fiber "sandwich" technique for 75 percent of the STO's body panels. The result is a dry weight of under 3,000 while utilizing 25 percent less carbon fiber than usual. While its styling screams function over form, that doesn't mean the STO isn't still striking to look at. With not a single flat surface on it, the STO's bodywork is busy in the best way possible. Lamborghini wanted to deliver a race car for the road, and by mainly sticking to the race car's original styling elements, it has achieved it. Also Read: Lamborghini Huracan EVO RWD Spyder Review: Proper Supercar Theatrics Lamborghini Huracan STO Engine/Performance While I got my first taste of life behind the wheel of the STO on track, it was even more enjoyable on my favorite canyon roads. For starters, its 5.2-liter naturally-aspirated V10 remains a true masterpiece. Developing 640 hp and 417 lb-ft of torque, the STO is the most powerful member of the Huracan family. A seven-speed dual-clutch transmission sends all of that power to the rear wheels. Despite this, the STO sill hits 60 mph in around three seconds before continuing onto a top speed of 192 mph. There's also a rear-wheel steering system, a first for a rear-drive Huracan. The STO delivers power on the road like any other Huracan; there's just more of it sitting at the top end of the rev range. As a result, the STO rewards you as you drive more aggressively. There isn't a massive reserve of low-end torque waiting to rocket you forward. Instead, the STO asks you to work for your speed, keeping the revs high as you connect various corners. The dual-clutch transmission makes this a breeze with tight gear ratios and instantaneous response. Even in automatic mode, its programming always kept me in the right gear. On the suspension front, the STO features steel springs with magnetic dampers. Helped along by all of the aero mentioned earlier, the STO remains perfectly planted, even through tight, quick corners. The STO delivers a level of stability that inspires confidence to push further. Despite the incredible performance, the STO isn't as stiff as I thought it would be around town. While there's no comfort mode, the magnetic dampers do a decent job of soaking up imperfections on the road. The STO's brakes feature proper race car tech. While they're carbon ceramics just like on a standard Huracan, their racing origins mean they can withstand 60 percent more stress than usual. On the road, I was able to stomp on the brakes repeatedly without any drop in performance. Once its brakes are up to temperature, the STO delivers some of the best braking performance in the business, also contributing to a higher sense of confidence behind the wheel. Overall, every part of the STO's driving experience just feels alive. There is not a dull moment behind the wheel of this car. Its steering, powertrain, suspension, and brakes are nicely dialed, mastering on-track performance while delivering an absolute riot on normal roads. Also Read: 2021 Lamborghini Urus Review: A True Super SUV Lamborghini Huracan STO Interior/Tech Given its race car roots, the Lamborghini Huracan STO's interior is about as barebones as barebones get. You won't find a cup holder, storage bin, or frunk. The STO isn't a weekend getaway kind of car. Its purpose is performance above all else. A look around its interior reveals a sea of carbon fiber. From the door panels to the air vents, the floor, and the seats, you'll find an abundance of the lightweight material. My tester featured black suede seats with bright red contrasting accents, which added some much-welcomed vibrancy. The seats themselves aren't as uncomfortable as you might expect from carbon-backed racing chairs. However, I struggled in the shoulder department as the seat's opening is relatively narrow. There's still good headroom despite the Huracan's low sloping roof. As I found out last year, my 5'10 self fits comfortably, even with a large helmet. The Huracan STO features the same central infotainment system as the standard car. Since it controls most of the car's systems, you'll find a lack of buttons in the interior. Despite this, you get wired Apple CarPlay connectivity and an adjustable digital instrument cluster in front of the driver. As a result, the STO does not lack in the connectivity department. Lamborghini Huracan STO Pricing Given that the STO delivers arguably the best driving experience of any modern Lamborghini, it comes at a price. While the starting price is $327,000, my tester came in much closer to $400,000, thanks to optional extras such as the paint and interior colors. According to Lamborghini, the STO is not a limited edition model. Despite this, production is still expected to be lower than other Huracan variants. Thanks to its race car-inspired tech, styling, and driving experience, the Huracan STO delivers a unique drive in today's market. With a naturally aspirated engine and a beautiful sound, the STO hones in on what makes an exciting drive, even at slow city speeds. Having driven it both on and off the track, it's clear that the STO nails that dual personality, meaning that no matter where you drive it, you'll be smiling while you do. View All Huracan STOs For Sale

By Gabriel Vega – November 10, 2022

2022 Lamborghini Aventador Ultimae Review: Is This The Ul...

Despite looking more like a spaceship than a standard car, the Lamborghini Aventador is now 11 years old. First introduced back in 2011, the Aventador served as the Murcielago's replacement. According to the road tests of the time, most publications seemed to agree that the Aventador was a huge leap forward in terms of capabilities, replacing a car you feared with one you trusted. Lamborghini Aventador Ultimae For Sale Fast forward, and we've seen too many variations of the Aventador to count. However, this week I've been driving this V12 supercar's last iteration. It's called the Lamborghini Aventador Ultimae, and it's meant to slot in between the Aventador S and the track-ready SVJ, borrowing heavily from both. Being a brand new variant, it even has a few tricks up its sleeve that might make it the best-driving Aventador ever. 2022 Lamborghini Aventador Ultimae Styling Styling-wise, the Ultimae is more Aventador S than anything else. While the front bumper's design seems quite angular, it's entirely intentional. Like in any modern supercar, the goal is to channel as much air as possible to the braking system and the car's various radiators. The same goes for the rear diffuser, which is pure SVJ. It's aggressive, and with these subtle red accents, it doesn't get lost in a sea of dark colors. All Aventador Ultimaes For Sale I'd say the Aventador is aging exceptionally well. If you handed me the keys and told me it was a brand new design, I would have no trouble believing you. While most vehicles with an overly angular design tend to age like milk, the Aventador's styling steps into the realm of poster-car looks, making it relevant today. It works incredibly well in this matte gray finish, highlighting all of the various body lines, intakes, and clever aero bits. It's a $17,500 option so let's be glad it's a good one. Now the wing, yes, there's no big wing, like on its track-ready sibling, but the Ultimae still has active aero. Like the original Aventador, the Ultimae has a rear wing that moves depending on speed and drive mode. It has three positions, closed, maximum performance, and maximum handling. Aside from its claimed driving benefits, the active aero looks incredible in the rearview mirror as you go along and adds to the car's overall drama. Lamborghini Huracan STO Review: A Proper Race Car for the Road 2022 Lamborghini Aventador Ultimae Performance The Lamborghini Aventador Ultimae isn't just another special edition for the sake of being a special edition. It's the most powerful variant of the Aventador ever made. It also went on a bit of a diet, shaving 55 pounds off the Aventador S' curb weight. However, it's simultaneously 55-lb heavier than the SVJ. The Ultimae has the same power-to-weight ratio as the SVJ, thanks to a 10-hp power bump despite the weight difference. The total output from that 6.5-liter V12 engine is 769 hp and 531 foot-pounds. The Ultimae completes its run to 60 in under 2.8 seconds before charging toward its 221-mph top speed. Aside from having more power, the Aventador's power delivery has also changed. While peak horsepower comes in at 8,500 rpm, almost identical to the original Aventador, peak torque jumps up from 5,500 rpm to 6,750 rpm, meaning you have to work harder to get the most out of this car. You'll find yourself grazing the redline, trying to squeeze every bit of performance. One thing that has certainly not changed is the Ultimae's single-clutch automatic transmission. There's absolutely nothing subtle about the way it shifts. Yes, there is an automatic mode you could hypothetically use. However, the car seems confused about which gear it needs and punishes you by lurching back and forth at random intervals. You can solve this by selecting the manual mode, which slightly smooths things at higher revs. However, not even 11 years of development can domesticate this transmission. It's feral, and you should treat it as such. However, you can lift your foot off the gas like in a manual car while shifting, and it's significantly nicer to operate. You can pick between Strada, Sport, or Corsa with a button on the dash in terms of drive modes. For most people, Sport is going to be the sweet spot. The engine isn't quite in full attack mode, and the suspension is somewhat compliant. Click over to Corsa, and things get properly serious, the whole car becomes twitchy, and the shifts are more brutal than ever. It's fun for brief periods of time, but I always dialed things back. Don't get me wrong, the Aventador's pushrod suspension setup is pure magic. It now has magnetic dampers, which help it deliver a more pleasant driving experience at slower speeds. Using an inboard suspension means less unsprung weight, which means a lighter feeling car. However, that isn't to say the Aventador feels small. Despite its claimed 3,400-lb dry weight, the Aventador feels big. Not necessarily heavy, but just big. This car has a massive footprint, and you have to be careful when positioning it on the road, primarily through tighter bends. The Ultimae borrows from the Aventador S in a very big way: the rear-wheel steering system. While reviews of the original Aventador praised its grip, few touted its quick steering and sharp turn-in. That, however, is something the Ultimae masters. It is so incredibly responsive to even the tinies inputs. One subtle move, and the car attacks the corner. While there isn't as much feel as I'd want from the hydraulic power steering system. It has a nice weight and gets the job done just right. Lamborghini Huracan EVO RWD Spyder Review: Proper Supercar Theatrics 2022 Lamborghini Aventador Ultimae Interior Inside, the Aventador Ultimae is also a blend of its two siblings. Lamborghini claims they've added a bit more sound deadening when compared to the SVJ, but you can fully hear that V12 behind you as if it was attached to your spine. You can, however, tone things down by driving in Strada mode. On the highway at under 4,000 rpm, the exhaust dies down completely, leaving you with a surprisingly drivable car over long distances. However, one blip of the throttle wakes it up, and you get the full V12 scream. If you ignore the central infotainment screen, this interior looks befitting of a 2022 model year car. The adjustable digital dash and its multiple modes look crisp and vibrant, while all of the materials used throughout the interior scream high quality. Even the seats are reasonably comfortable, holding you in without squeezing too much. This car, in particular, is all Alcantara and suede, meaning it'll likely be a pain to keep clean, but it looks stunning with its contrasting red and black colors. The elephant in the room is the old Audi screen and infotainment screen. While it does have Apple CarPlay connectivity, it doesn't work very reliably, and the knob you use to toggle through the menus isn't exactly intuitive. It's the only thing that dates the interior, but frankly, I don't care. I'm willing to put up with that for the experience in a car like this. 2022 Lamborghini Aventador Ultimae Pricing Now I know I mentioned this car is the last variant we'll ever see of the Aventador, and that was sort of a lie because while there are just 350 coupes, there are also 250 Ultimae Roadsters as well. Base price? 498,000. However, when you account for the pricey options, such as the paint, wheels, and sound system, this car comes out to nearly $560,000. Is that a lot for a car? Sure, it's not cheap, but where else can you get the experience the Aventador delivers. No other car sounds, drives, or looks like this for better or worse. However, both extremes of the Aventador scale have their fatal flaws. On the one hand, the original car was technically capable but a bit dull to drive. On the other hand, the fire-breathing SVJ was too much all the time. So throughout its journey with the Aventador, Lamborghini left an Ultimae-sized hole in the range. Not quite as extreme as the track monster but certainly more fun than its predecessors, the Ultimae is not only the most powerful Aventador ever, but it's also the best looking and the most fun to drive. So if Lamborghini made any mistake with this car, it was not calling it the Ultimate because it truly is the Ultimate Aventador View All Aventador Ultimaes For Sale

By Gabriel Vega – October 14, 2022

2023 Lamborghini Huracan Tecnica First Drive: STO Theatri...

The Lamborghini Huracan may be nearing the end of its life cycle, but it's determined to go out in a blaze of glory. Almost a year ago, I was out at Willow Springs Raceway, getting behind the wheel of the Huracan STO for the first time, eventually becoming one of the most memorable cars I've driven. It's stiff, low, loud, and with a rear wing big enough to serve Thanksgiving dinner on, it's everything a track-focused supercar should be. However, just because I'm willing to live without front cargo space, minimal sound deadening, and a harsh ride doesn't mean everyone else is. This brings us to the Huracan Tecnica. It's a softened version of the hardcore version of the standard Huracan EVO. It's an STO for people who prefer an early weekend drive over breaking track records. And despite having softer springs, usable storage in the front, and more interior options than its track-ready sibling, it loses none of the drama. Like with the STO, my first drive in the Tecnica was out on a race track. This time it was The Thermal Club in Palm Springs. A glance at my phone revealed that the desert had preheated to a toasty 99 degrees. The surface temps at Thermal's South Palm Circuit must've been agreeable only to the devil himself. One of the on-site racing drivers warned me that in this kind of heat, even the car's optional Bridgestone Potenza Race tires would be squirmy, and oh, how right he was. I made my way to pit lane, found a helmet, and settled into a matte green Tecnica at the back of the pack. From the inside, the Tecnica design looks almost indistinguishable from any other Huracan. You've got your vertically-oriented infotainment screen in the center, a big digital dash in front, and fixed paddles. It takes an "if it ain't broke, don't fix it" approach, and that's fine. In many ways, the Huracan's interior has always been ahead of its time. It dove head first into the digital instrument cluster trend ahead of Ferrari and McLaren. However, unlike stepping into an Aventador, nothing tech-wise reminds you that the Huracan has been around for eight model years. This didn't, however, stop Lamborghini from implementing a few new updates, such as upgraded graphics for its dashboard and over-the-air update capabilities. Like the STO, the Tecnica is available with exposed carbon fiber door panels but builds by adding optional Alcantara ones. One press of the red start button in the center console springs to life the Huracan's familiar 5.2-liter naturally aspirated V10. It develops 631 hp and 417 lb-ft of torque like the STO and sends all of it to the rear wheels via a seven-speed dual-clutch transmission. It also gets the same Bridgestone Potenza Sport tires, rear-wheel steering system, and carbon-ceramic brakes as standard. Flat out, it'll reach 62 mph in 3.2 seconds before continuing onto a top speed of 201 mph. Lamborghini published only its dry weight figure of 3,040 lb, so expect a couple of extra hundred pounds with proper fluids and fuel on board. Despite this, it's still a relatively light machine, thanks partly to its clever use of carbon fiber panels for its hood and rear engine cover. Regarding weight distribution, it has 41 percent in the front and 59 percent in the rear. 2021 Lamborghini Urus Review: A True Super SUV We exited the pit lane onto a long back straight where I opened up the Huracan Tecnica engine for the first time, and immediately it was like revisiting an old friend. Its dual-clutch box rips shifts off quickly and smoothly as the V10 out back builds to its 8,500 rpm redline. Past 6,500 rpm, it's as if the engine gains new life and delivers a whaling scream. Nothing sounds like a Huracan. This note may trace its roots to the early Gallardo, but it never gets old. As I negotiate the last few corners, I get onto the front straight for my first proper run. Lamborghini revised the Huracan Tecnica's drive modes, with Sport allowing for more controlled oversteer while Corsa lasers in to deliver the quickest lap times. For this first stint, I'm in Sport. As I reach the end of the straight, I stomp on those carbon ceramic brakes. Three clicks of the left paddle, and I'm in second gear for the first of multiple tight slow-speed corners. The Huracan Tecnica turns in well, with plenty of front-end agility. Its steering remains far from the most communicative but quick and precise. I roll onto power and immediately feel the rear trying to come around as stability control fights to keep it in check. I add a whiff of countersteer, and I'm pointing in the right direction. The Tecnica is one of the liveliest Huracans I've tested, but easily controllable. Immediately after a short straight, I'm hard on the brakes into dual apex corners two and three. The front wheels grip nicely as the rear starts to dance. I intentionally get back on the power early, and the Tecnica transitions neatly into a short powerslide. I come up on turns four and five, the track's tightest section, and where the Huracan Tecnica's brakes shine. They are easy to modulate, and with plenty of feedback, it's easy to feel when you're reaching their limits. I upshift into third early to settle the car, but as I reach turn six, a large sweeper that leads onto the back straight, it's clear that these track temps are affecting the Huracan Tecnica's r-compound tires. Under these conditions in sport mode, we're in a dance that requires careful inputs to keep the rear in check. Even the slightest bit of throttle before pointing perfectly straight upsets the car. As I see over 150 mph on the back straight, I switch over into Corsa. In many modern supercars, clicking through various drive modes doesn't usually change much. Sure the car may stiffen, and throttle response might quicken, but its overall demeanor remains the same. The Tecnica is a different story, where Corsa properly buttons things down. I went for an all-out lap, and the car was significantly more settled. The Tecnica turns in just as quickly into turn one, while the rear remains far more composed. View More Exotic Car Reviews The Tecnica rewards smooth inputs. Get it right, and it is blazingly quick around a track. Its lively rear proved more exciting than terrifying, even in these high temperatures. Like the rest of the Huracan lineup, the Tecnica isn't scary or daunting. It invites you to push its limits with confidence. First stint over, I finally had time to look a the thing. Lamborghini brought out a surprising amount of cars for this U.S. launch. I must've counted at least eight Tecnica's and four STOs. Seeing the pair side-by-side confirms that the Tecnica is far more than just a softened STO. Its front features a normal hood instead of a carbon-fiber clamshell with ample front storage space, complimented by a Sian-inspired front fascia. The Huracan Tecnica's rear bumper appears quite similar to the STO's, complete with two massive exhaust tips flaking its license plate and tons of sharp lines that play off its tail lights and complement an aggressive diffuser. A fixed wing lives on top and, despite its small size, improves rear downforce by over 35 percent over a Huracan EVO. Out of all the Tecnicas at the event, the dark blue example I drove in my last stint of the day was easily my favorite. The Tecnica is quite color-dependent. Its design is angular, with plenty of small ducts, intakes, and grooves on display. Picking a bright color highlights these and brings them to the forefront, giving the car a sharp and aggressive aesthetic. A darker shade significantly tones things down, resulting in a supercar that leans more on the side of elegance. Pricing-wise, Lamborghini has yet to publish official figures for the U.S. market. However, it'll likely slot in below the STO's $327,838 base price. Given its introduction in 2022, it'll probably be around for a few years as a normal production model rather than a limited run of units. However, Lamborghini did confirm that its first model year is completely sold out. A day at the track, even a scorching one, in the new Tecnica only confirms what the STO proved last year. This engine, in a lightweight body, with power to the rear, is a magical recipe. And I've only seen one side of the Tecnica's claimed dual nature. For my full review, I'll have to spend time puttering around town to see just how well that magnetic suspension feels with its softer springs over Los Angeles' treacherous roads. The Tecnica has everything you want from the STO, such as its engine, sound, and drama, in a softer, more playful, and understated package. Its track-ready sibling remains one of the most memorable cars I've ever driven, but even I can admit it's far from ideal for a crowded city. The STO may be one of the best-driving Lambos of the last decade, but the softer, more usable Tecnica is the one I'd want to own. View All Lamborghini Huracans For Sale

By Gabriel Vega – October 05, 2022

2021 Lamborghini Urus Review: A True Super SUV

To say that the Lamborghini Urus' arrival back in 2018 was controversial would be a massive understatement. With its SUV form factor and controversial styling, the Urus splits opinions quicker than a political hot take over Thanksgiving dinner. However, as with most things, time goes by, views mature, and minds change. All Lamborghini Urus For Sale I, for one, didn't love the Urus at first glance. A big bulky SUV from one of the most recognizable supercar manufacturers didn't make sense from a casual observer's perspective. However, as Lamborghini has found out over the last few years, debuting the Urus was one of the best financial decisions the carmaker has ever made. After spending some time with the latest 2021 Lamborghini Urus in Los Angeles, I finally understand why. Does the 2021 Lamborghini Urus look like a super SUV? The super SUV market has exploded in recent years. For the first time, you have dozens of 500+ horsepower SUVs on sale. As a result, standing out in this emerging market takes more than just impressive stats on paper. In this department, the Urus is in a lane of its own. Despite it sharing its architecture with the Audi RS Q8, the Urus looks like nothing else on the road. Whether you're a fan of its design or not, the Urus is intentionally controversial, garnering attention in ways that even some supercars can't. However, how good its design looks is mainly dependent on how a customer orders it. Pick a dark color, and you'll hide most of the Urus' wild design lines across its fenders, doors, and front hood. Pick a bright color, and you'll accentuate these details, directly adding to this SUV's wild factor. There are hints of other Lamborghinis throughout the Urus' design language. For example, we have bits of Aventador in the front hood and rear taillights that take inspiration from those on the Huracan. We also can't forget the abundance of hexagon shapes throughout the exterior and interior. Throughout my time with the 2021 Lamborghini Urus, I found myself warming up to its design not because I found it beautiful, necessarily, but instead because it's a genuinely unique take on a big SUV. Big Speed With A Big Body All of that power is routed to all four wheels via a ZF eight-speed automatic transmission. While the Lamborghini Urus lacks a full-on dual-clutch box, the tuning on the ZF unit is fantastic, delivering quick upshifts and snappy downshifts while moving at speed. Additionally, the Urus counts on an adaptive air suspension system with all-wheel-steering, making this big machine manageable around crowded cities. The driver can control the Urus' demeanor by toggling any of its six available driving modes. These significantly affect the SUV's on-road comfort and driving performance. Switch it into Corsa, the most aggressive mode, and the whole thing hunkers down to eliminate body roll and provide additional stability. One of my first drives in the Urus was a canyon run, where I first encountered its savage acceleration. However, with the largest carbon-ceramic brakes ever fitted to a production car, the Urus immediately proved that it had the right ingredients for immense performance. Despite its massive capabilities, the Urus doesn't feel very exciting to drive once you start to push it around some bends. Thanks to its significant curb weight, the front tends to understeer, and the steering doesn't provide accurate feedback of what's going on at the front. This is likely a drawback of the Urus prioritizing on-road comfort over outright performance, a justifiable tradeoff. Tech And Leather Overload If you like digital screens, you'll love the 2021 Lamborghini Urus. That's because there are three main screens in the dashboard. A 10.1-inch unit houses the primary infotainment system, while a smaller 8.6-in screen hoasts all of your HVAC controls. In front of the driver, you'll find a massive digital instrument cluster that is highly configurable and changes dramatically depending on your driving mode. While it's clear to see the Audi roots in this Lambo's infotainment system, it works well. Its layout is easy to navigate, and making changes on the fly is a breeze. Additionally, you get smartphone compatibilities such as Apple CarPlay and Android Auto. As standard, you get a Bang & Olufsen 1,700-watt sound system with 21 speakers that are surprisingly powerful and impressive. As you might expect from a six-figure SUV, the finishing in the 2021 Lamborghini Urus is done exceptionally well. Pretty much every surface is covered in leather with contrast stitching, elevating the feel and aesthetic of the cabin. Despite its Audi roots, the Urus is hand-stitched and assembled in its own factory. As a result, it feels drastically different than the lower-value SUVs whom with it shares many components. Is The Lamborghini Urus Worth Over $220,000? If you want a 2021 Lamborghini Urus in your driveway, you'll face two main hurdles. The first is its price because the Urus commands a base sum of just under $220,000. However, throw in some optional extras, and that number can quickly climb well past $250,000. Whether this SUV is worth that sum or not is entirely up to what its potential buyer is after. The Lamborghini Urus price and specs on paper don't sell the Urus. Instead, having something truly unique does. The second hurdle is the wait times. The Urus has been such a massive hit for Lamborghini that they literally cannot build them fast enough. As a result, adding an Urus to any collection will require a healthy dose of patience. Admittedly, this also works to the benefit of Urus buyers as this enormous SUV has seen tremendous value retention over the years, even selling over MSRP well after it has left the dealer floor. Regardless of what draws you to the Urus, this super SUV makes a case for itself in many ways. For me, I'm glad to see that the Urus still has that classic Lamborghini charm, except now you can take your family along for the ride. Sell My Lamborghini Urus: Get a Cash Offer All Lamborghini Urus For Sale

By Gabriel Vega – April 06, 2022

Lamborghini Huracan EVO RWD Spyder Review: Proper Superca...

Despite carrying a 640 horsepower naturally-aspirated V10 on its back, the "regular" Lamborghini Huracan EVO remains a relatively tame thing to drive. Thanks to its all-wheel-drive system supplemented by clever traction and stability control software, the Huracan EVO trades in the scary stab-you-in-the-back Lambo persona of old for blistering performance that's accessible to a wide variety of drivers. The result is a supercar that, while tremendously fast, doesn't require its driver to be on their best behavior. All Huracan EVOs For Sale On the flip side, we have the car I've been driving this week, the Lamborghini Huracan EVO RWD Spyder. On paper, this rear-driven drop-top isn't all that different from its all-wheel-drive sibling. Sure, its V10 has been de-tuned, churning out a measly 610 hp while its front wheels have been delegated to just steering duties. However, with all that power going to the rear wheels and no roof to isolate you from that glorious naturally-aspirated masterpiece behind you, the RWD Spyder wakes up a side of the Huracan that has laid dormant. Instead of an easy point and squirt supercar, you get a proper thrill machine that keeps you on your toes, demanding your full attention. " width="680"> Long Live The Wedge It's hard to believe that the Lamborghini Huracan debuted nearly eight years ago. The classic wedge shape and its many hexagonal accents still feel pretty relevant from a design aspect. Thanks to a thorough refresh in 2019, this latest variant of the Huracan is one of the best looking yet. Take the front bumper, for example, and its styling exclusive to the rear-driven models. While it's been re-shaped to channel even more air into the car's many cooling components, it also gives the Huracan an angrier face than ever before. If anything, this latest look showcases how tame the original Huracan's styling was. The rear of the RWD Spyder sees the most extensive changes over its predecessors. While you won't be looking at that NA V10 through a glass engine cover, Lamborghini has done a great job of adding angular slats finished in gloss black to not only help with cooling but to retain the car's angular styling. Also gone are the quad exhaust tips of old, in favor of two massive exits that visually cut through the vehicle's rear. As if the exhaust tips weren't pronounced enough, a relatively open hexagonal rear grille gives you a clear view of the entire system, among other components. A tiny spoiler and updated diffuser tie up the rear nicely, solidifying the car's sporty yet purposeful aesthetic. ALSO READ: 2021 Lamborghini Urus Review: A True Super SUV While I'm a big proponent of supercars wearing loud attention-grabbing colors, I can't help but love my tester's subtle yet classy spec. The deep Blu Astraeus exterior finish looks almost black at night while exhibiting plenty of sparkles once the sunlight hits it. The dark shade contrasts nicely against the silver 20-inch forged wheel's intricate multi-spoke design. The interior is perhaps the classiest element of this spec, forgoing bright colors with attention-grabbing contrast stitching in favor of an elegant Terra Asia Vintage tone with contrasting black elements throughout the cabin. This is about as visually under the radar as a Lamborghini can get, that is, until you fire it up. Ready, Fire, Aim There is nothing subtle about starting up the Lamborghini Huracan EVO RWD Spyder. A press of the fighter-jet style ignition switch sent car alarms blaring in my apartment's underground parking garage. There is no quiet mode; there is only loud or louder. The philosophy seems to be that if you paid for the V10, you're going to hear it, and so will anyone else within a 5-mile radius. This approach to theater is exactly what you'd expect from a Lamborghini, and if I had just forked over nearly $290,000 for one of these, I certainly wouldn't be disappointed. The star of the show is the 5.2-liter engine in the middle of the car, developing 610 hp and 413 lb-ft of torque. All of that power reaches the rear wheels via a seven-speed dual-clutch transmission, allowing the RWD Spyder to hit 60 mph in 3.5 seconds before continuing to a top speed of 201 mph. While these are proper supercar stats, the RWD Spyder is the slowest current Huracan variant to 60 mph, losing out to its AWD EVO sibling and its sub-three-second run. However, these marginal differences are meaningless in the real world as the RWD Spyder feels scare-yourself-fast. I will miss this V10 once it's gone. With peak power coming in at 8,000 rpm and peak torque at 6,500 rpm, the Huracan demands you ring it out to redline. Drive it conservatively, and you could easily be fooled into thinking the car isn't as fast as its stats suggest, thanks to the lack of crazy low-end torque. This car rewards you the more aggressive you are with the throttle. As all of its main competitors are turbocharged, the Huracan's power delivery has become unique, with virtually no other supercar offering the same driving experience. ALSO READ: Rolls-Royce Ghost Black Badge Road Trip: 1000 Miles In A Billionaire’s $500,000 Daily Driver Show the EVO RWD Spyder some bends, and the magic behind its rear-driven configuration becomes clear. The car's handling characteristics change pretty drastically with no differential or other drivetrain components upfront. Gone is the tendency to understeer, instead replaced by a very agile nose that makes the Huracan feel lighter on its feet and more eager to change direction. There's even excellent steering feel to accompany the car's agility, proving a bit on the lighter side but still delivering excellent feedback. With three main driving modes dubbed Strada, Sport, and Corsa, you can significantly change the Huracan's behavior. Given its rear-drive configuration, the Italian carmaker developed a new traction and stability control system to keep things in check. Stay in either Strada or Sport, and the Huracan will never step out on you, putting all of its power down while remaining incredibly stable and composed. Step over to Corsa, and you're genuinely on your own. With all of the systems dialed back, the RWD Spyder becomes properly unruly, ready to stab you in the back if you misbehave with the throttle. This is where the RWD Spyder wins in the fun department, requiring you to pay attention and be truly involved in the drive. Premium, But Tight Inside, the Lamborghini Huracan EVO RWD Spyder is characterized by its abundance of tech. You get a vertically oriented 8.4-inch touchscreen that houses the car's infotainment, for starters. While the system itself is far from the easiest to use, it thankfully offers up Apple CarPlay and Android Auto connectivity, simplifying the user experience. The second screen is the 12.3-inch display in front of the driver, which changes its graphics significantly depending on the driving mode. The gear selector in the center console remains one of my favorite in the industry. While the fighter-jet style switches and levers may come across a bit silly, they're perfect for a fun-over-everything supercar. SEE ALL EXOTIC CAR REVIEWS If the RWD Spyder makes any compromises, it's the car's overall lack of visibility and interior space. Adjusted to my (5'10) preferred driving position, the carbon-backed optional seats sat low in the cabin, giving me decent headroom. However, I can't imagine I'd feel the same if I had a helmet on or were taller than six feet. With the roof up, the Huracan feels a bit claustrophobic, tight even, despite technically having ample room for two people. The Huracan is decently quiet on the highway with the top-up, although you'll always hear a bit of that V10 singing in the background. While there's no complex hardtop system present, the Huracan's soft roof folds in 17 seconds while driving up to 31 mph. In my experience, it's more than fast enough to fold at a set of lights, giving you excellent flexibility. Is The Lamborghini Huracan EVO RWD Spyder Worth $290,000? The Lamborghini Huracan has morphed nicely into a proper driver's supercar throughout its nearly eight-year run. In fact, the track-ready STO version of the Huracan remains the best car I drove last year. Moving from the track to the street didn't see me disappointed in the slightest. The RWD Spyder delivers a driving experience befitting of its nearly $290,000 as-tested price with plenty of theatrics, driving dynamics, and thrills to go around. As its main competitors embrace turbocharging, the Huracan has become a unique player in its segment. With its loud, naturally aspirated engine, cramped cabin, and firm suspension, the Huracan doesn't make significant sacrifices in search of becoming a supercar you can daily drive. Instead, it focuses on its primary role, prioritizing the driving experience over everything. See All Huracan EVOs For Sale

By Gabriel Vega – October 01, 2021

2021 Lamborghini Huracán STO First Drive: A True Track Da...

Usually, when an automaker boasts that their latest six-figure supercar borrows tech from a racecar, they're referring to the use of exotic materials or some slightly tweaked aero. However, Lamborghini's latest creation takes that statement and runs with it, creating one of the best vehicles I've ever driven in the process. It's called the 2021 Lamborghini Huracán STO, meaning Super Trofeo Omologata. As its name suggests, the STO is a homologation special based on the brand's Super Trofeo EVO and GT3 EVO racecars, the latter of which won the 24 Hours of Daytona three times and the 12 Hours of Sebring twice. To put this latest track day special through its paces, I traveled to Willow Springs International Raceway in California, one of the fastest racetracks in the western United States. A Body Shaped By Motorsport A quick glance is all you need to know that the STO is no ordinary Huracán. From its widened bodywork to its manually adjustable rear wing sitting behind a massive roof scoop, the STO elevates your heart rate before you even get behind the wheel. However, you'll need to look closely to appreciate the magic behind this unique machine. Take the front end, for example. In a "normal" Huracán, you have your front bumper, hood, and fenders as separate pieces. In the STO, these are all one solid piece of carbon fiber, just like those racecars mentioned above. Aside from taking inspiration from the brand's most iconic model, the Miura, this clamshell design helps reduce weight thanks to its construction and lack of additional mounting hardware found in the standard model. The clamshell design the Italian carmaker calls "cofango" also houses a brand-new splitter that directly channels air into a central radiator to improve cooling. Additionally, the clamshell generates downforce by directing air to a new set of louvers found on the front fender area, where it meets with air exiting the front wheel arches. The result is a decrease in air pressure in the front arches and an increase in overall downforce. As we move to the rear, the 2021 Lamborghini Huracán STO has even more party tricks on offer. While it's almost impossible to appreciate from photos alone, the rear quarter panels have also taken inspiration from the Super Trofeo EVO, including a brand new set of NACA air intakes. Not only do these ducts feed air into the STO's V10 engine, but they also help decrease static pressure losses by up to 30%. Bringing up the rear is the STO's most striking design element, its massive air scoop. Aside from channeling air directly under the STO's hood, the scoop serves as a mounting point for the integrated "shark fin." According to Lamborghini, this aerodynamic element has a yaw angle, separating the different air pressures on either side of the car while cornering, aiding overall stability. Just behind the shark fin, you'll find a brand-new adjustable rear wing with three different configurations. In its most aggressive setting, the STO can generate up to 935 lb of downforce at 173 mph. To put that into context, that's a 37% improvement over its closest predecessor, the Huracán Performante. Speaking of the Performante, the STO also takes a massive leap forward by losing 94 lb thanks to its carbon-fiber construction coming in with a dry weight of just under 3,000 lb. 75% of the STO's body panels are made of carbon fiber, utilizing a method Lamborghini calls the "sandwich technique." In short, this method uses 25% less carbon fiber while retaining the same structural rigidity. 155 MPH Down The Front Straight And Into Turn 1 Now that we've gotten all of the numbers out of the way, we can hit the track. My day with the 2021 Lamborghini Huracán STO consisted of three separate stints on the iconic Willow Springs International Raceway in California. As I joined the track from the pits, hammering the throttle just before Turn 1, it became immediately apparent that the STO would be different from any Lamborghini I had driven previously. While the STO houses the same 5.2-liter naturally-aspirated V10 we've all come to know, and love, a brand-new titanium exhaust system developed by Akrapovič allows it to scream like never before. Add in the wooshing sounds from the roof scoop right above you get the closest thing to a race car that can still wear a license plate. The STO develops 640 hp and 417 lb-ft of torque, marginally more than a Huracán EVO. However, unlike its more affordable sibling, the STO is rear-wheel drive and even features a clever rear-wheel steering system, a first for a RWD Lamborghini. Sending all of that power to the rear wheels is a seven-speed dual-clutch automatic transmission. At full speed, the Huracán STO can hit 60 mph in around 3 seconds and continue to a top speed of 192 mph. I'll admit, I'm not exactly Lewis Hamilton behind the wheel. However, the STO is not a car that punishes the inexperienced. Instead, its excellent aerodynamics invite you to push until you reach your driving limits, long before the car even breaks a sweat. The result is tremendous speed down the front straights and organ-crushing G forces during high-speed cornering. In short, the STO gives you access to tremendous speed and performance without putting yourself at risk. Even when I came into a corner too hot, the STO's bespoke Bridgestone Potenza racing-oriented tires never gave up, gripping well even on Willow Spring's bumpy track surface. If you aren't hitting the track regularly, you can option a more street-friendly set of tires also developed exclusively for the STO. As you might expect from what is essentially a road-going racecar, the STO grips harder the faster you go. A sensation you can feel as the whole car hunkers down above 100 mph. The more I pushed the STO, the more rewarding the driving experience became. While all of its aerodynamic elements result in faster lap times, they also build confidence in you as a driver, allowing you to drive even faster. To keep you from the barriers, of which Willow Springs Raceway has none, Lamborghini has fitted the STO with an enormous set of carbon-ceramic brakes. The system is called CCM-R, and its racing origins mean that these brakes can withstand up to 60% more stress than a standard set of carbon ceramics. This system gives the STO 25% more braking power than the already-impressive Performante. As mentioned earlier, the STO's limits are likely far beyond your own. After a day at the track and around 20 laps in various cars, I can confidently say that the STO is best at the limit. If you are fortunate enough to have enough for the STO's $327,000 asking price, do yourself a favor and sign up for a track day or ten. A Racecar You Can Drive Every Day? While the 2021 Lamborghini Huracán STO is undoubtedly best at speed, I'm well aware that most of these cars will spend 99% of their time on public roads. While I've only driven the STO on the track, Lamborghini has added a couple of notable features that should make your drive bearable. For starters, the STO features a MagneRide system, allowing for a more comfortable ride on the street. However, we'll have to wait until later this year to test that out for ourselves. On the steering wheel, you'll also find three brand-new driving modes that should drastically alter the driving experience. The first is STO, which is tuned for ordinary street driving. In this mode, the car is in its most docile setting, shifting all of its gears for you. From there, you can choose Trofeo, which is essentially the new track mode. This alters the car's suspension, traction control system, and you'll need to shift your gears via the mounted paddles. Lastly, there's Pioggia, the STO's rain mode, which should keep you from losing control of your 640-hp Italian supercar. There Is An STO For Everyone Who Wants One While most track-oriented supercars are part of a limited run of just a few units, the 2021 Lamborghini Huracán STO is not. This means that anyone who wants one and has the cash can go into a Lamborghini dealership and order one. However, it seems the wait times for delivery will be at least a year. As mentioned earlier, the Huracán STO carries a base price of just over $327,000. However, expect that number to climb quickly once you add in your optional extras. While my time was pretty brief with the STO on the track, it's made a lasting impression on me. There's no denying that there are plenty of cars faster than it in a straight line. However, what the STO accomplishes is more than just outright speed. With turbocharged engines, no amount of power seems to be too much nowadays. Instead, the STO's most tremendous success is how it manages to provide you with mind-boggling performance without forgetting about the fun factor. The STO may be the send-off for the Huracán model line, but it's also the greatest version to date. See All Huracan STOs For Sale

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