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Lamborghini Huracan Technica 2022 Review – The Ferrari 296 GTB’s Analog Contender

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While Ferrari And the McLaren embracing mini V6 hybrid powertrains for its entry-level supercars, Lamborghini He continues to carve out his own unique fun path as he unleashes the latest production series HuracánTecnica, £212,000.

Aside from the promised “sudden” farewell—our money on the limited-production Safari-style Sterrato—the Tecnica is the last moment before Lamborghini’s best-selling model is replaced by an all-new hybrid supercar.

A combination of the great Huracán Evo RWD and hardcore STO, the Tecnica can be described as a Lamborghini. GT3 Touring. Taking the STO’s 631-hp 5.2-liter naturally aspirated V10 engine and mating the harmonious design, along with bespoke chassis setup, aerodynamics and recalibrated dynamic modes, it’s a nose-to-tail project where every department seized the opportunity to master their own region of the car. .

The front end features Y-shaped slots inspired by the Terzo Millennio EV supercar concept. It helps generate “curtains” along the wings to reduce drag – a first in Huracán. The new front splitter balances front downforce and directs cooling air to the brakes. The side windows and upper intakes have been modified to resemble the Essenza concept, a new vertical rear window improves visibility, and a new carbon-fiber deck lid allows hot air to escape and give a glimpse of the V10 engine beneath.

The rear bumper features grooves to show off the wider rear tires, with large-bore exhaust pipes flowing out of the hex tires. The low-profile fixed wing completes a sharp, uncluttered makeover.

With 35 percent more rear downforce, 20 percent less drag and better overall aerodynamic balance than the Evo RWD, the Tecnica blows the air much cleaner (202 mph top speed), but feels more stable at higher speeds.

Chassis-wise, the Tecnica occupies the space between the STO and the Evo RWD, with custom-calibrated settings that take full advantage of Huracán’s adaptive damping (Tune is closer to STO than RWD), rear-wheel steering, torque vectoring and traction control systems.

There was a time, not so long ago (well, a very long time ago) when Lamborghini cars were relentless physics machines. The Tecnica may be old school compared to its contemporaries, but it’s still hard to jump into and drive, and makes hard work easier to drive. What’s more, it brings some spice, every mile infused with a little charm.

Tecnica comes alone on dangerous roads. You shouldn’t be able to easily exploit the mid-engine rear-engine supercar with over 630 horsepower, yet the Tecnica is so subtle and progressive that it’s really fun.

The Sport mode is well suited to the mountain roads of the test road, allowing enough room to allow the rear end to slide and slide under the force, so it doesn’t take long to dial into how the Huracan reacts. The V10 engine has tremendous range combined with a large torque spread and instant throttle response so you can perfectly balance the car. Modern turbocharging is a marvel, but you can’t beat the natural aspiration for immediacy or accuracy.

The soundtrack is really a thing, too. The Strada’s mode, light at low revs and modest throttle openings, has the potential to progress with more than a whiff, but the Sport and Corsa bring the full Nessun Dorma when you keep it anchored to the 8500-rpm limiter. It really is a noise from the gods.

The steering – the most important point of contact – has great clarity with impressive consistency of weight and response. Not that you feel tingly in the comments, but what you feel builds an accurate picture of how much grip you have to deal with.

Gentle curves are taken with a slight pressure on the lock, while the most important turns are taken with a smooth and precise wrist wrap. Hairpins reveal a rare appetite for tight turns. One is reinforced by the Tecnica rear wheel steering, which has the default effect of shortening the car’s wheelbase in low-speed corners.

In short, the Tecnica is one of those cars that makes you come alive. Engine noise and occasional feel, straight pace, grip and stopping power levels, and off-limits agility are among the best you’ll encounter. Likewise, the 7-speed DCT gearbox. This is one of those rare supercars that will fuel beginners with the same speed that will satisfy seasoned hands.

The same is true on the right track. We run courses in Corsa mode, which works fine. There is just enough slip allowed to over-spin the rear tires, but not enough to require more than a quarter-gauge of corrective locking. Disable the electronics and your Tecnica will drift away for days.

The criticisms are few and far between. The main factor focuses on brake feel (these are regular carbon ceramic discs, not STO’s CCM-Rs) and snappy response at the top of the pedal. Strength and stamina are top notch, but there’s a fraction of the dead travel that makes your initial input a bit of a guesswork. It’s not a bargain, but it should be better.

Another note is a significant shift in ride stiffness when switching from Strada to Sport. On some admittedly rugged Spanish hilly roads, we have to see how it adapts in the UK. Unfortunately, it’s a reminder of Huracán’s biggest frustration; The inability to mix and match your favorite settings from Strada, Sport and Corsa. It’s one sign of aging that Huracán cannot hide.

It does not matter, for Tecnica it is an amazing car. In fact it is the rarest of things; A contemporary supercar that doesn’t just rely on speed to feel special. Like a lot of stars, some supercars shine bright before they die. The Huracán has never burned brighter before.

Prices and competitors

The Technica’s base price of £212,000 lands neatly between the EVO RWD and the STO, sitting around £30,000 between the two. For the money, Technica not only receives the more powerful STO V10 engine, but there are also a host of other upgrades on the EVO RWD like carbon-ceramic brakes, adaptive dampers and a higher specification for the interior.

Rival Technica is a diverse group of contemporary mid-engine supercars that range from the closely related (and much cheaper) Audi R8 RWD Performance to stunningly good cars. Maserati MC20And the Ferrari F8 Tributo (yes, Ferrari still makes those) and McLaren 720S. For the latest and brightest toys in the box, you’ll want to look in the direction of Ferrari and McLaren, which both pair a twin-turbo V6 with a hybrid unit. The Artura It falls slightly lower in the food chain, if not in terms of performance, with a base price of £181,000, while the Ferrari 296 GTB More risky, but also costing more, around £250,000.

Specifications

engine 5204cc, V10
Energy 631 HP @ 8000 rpm
torque 417 lb-ft @ 6500 rpm
Weight 1379 kg (dry)
0-62 mph 3.2 seconds
maximum speed 202 mph
Base price £212,000

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