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.
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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.
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.
