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2023 Lamborghini Huracan STO review (video)

Lamborghini’s new Huracan STO is the most hardcore version of the Huracan yet. It’s lighter, more powerful, and more focused on track performance than any other Huracan before it. But it is the most expensive iteration yet and it has some stiff competition from Stuttgart and from up the road in Italy.

The STO starts with the same 5.2-litre V10 engine as the regular Huracan. But, it’s been tuned to produce 470kW and 565Nm, like in the latest EVO variant only torque is down from 600Nm. However, the STO is rear-wheel drive, like the GT3 racing cars that inspire it.

2023 Lamborghini Huracan STO: Specifications

Engine: 5.2-litre V10
Output: 470kW@8000rpm / 565Nm@6500
Gearbox: Seven-speed dual-clutch auto
Drive type: Rear-wheel drive, mechanical locking differential
Wheels: F: 20×8.5, 245/30 R: 20×11.5, 305/30
ANCAP: Not tested (thankfully)
Dry weight: 1339kg
Power-to-weight: 2.84:1 (kg:kW)
Official consumption: 13.9L/100km
Our consumption: 15L/100km
Fuel tank/Fuel type: 80L/98 RON
Power efficiency: 33.81kW:L/100km
0-60km/h: 2.03 seconds*
0-100km/h: 3.32 seconds*
0-200km/h: 9.86 seconds*
60-110km/h: 1.64 seconds*
1/4 mile: 10.97 seconds at 213.5km/h*
Max acceleration: 1.102g*
100-0km/h braking: 35.84m in 2.85 seconds*
Max deceleration: -1.359g*
Decibel at idle (/Trofeo mode): 61/69*
Peak decibel at 60-100km/h: 104*
Starting price: $607,920

*Figures as tested by Driving Enthusiast on the day. Manufacturers’ claims may be different

2023 Lamborghini Huracan STO: How much does it cost?

Have a look at it. How much do you think it costs? It’s not a small number, is it? So you won’t be surprised to hear prices in Australia kick off from $607, 920. That excludes on-road costs and any options. And you are going to want to add options.

In fact, we spoke to a dealer and they said most of their customers do option up in some way, with many going through the exclusive Ad Personam department. If you’re shopping at this end of the market then money isn’t likely to be an issue. Being as exclusive and as expensive as possible is probably your goal.

The Huracan STO goes up against track weapons such as the Porsche 911 GT3 RS (from $539,100), the Ferrari SF90 XX Stradale (unknown price), and the Lotus Emira V6 First Edition to a lesser extent (from $199,990).

This segment is quite barren at the moment, with hardly any proper hardcore models in the very high-end department, aside from those above.

2023 Lamborghini Huracan STO: Interior & packaging

The Lamborghini Huracan STO is a breathtaking car to behold, even by Lamborghini standards. It’s got an outrageously aggressive design that looks like it was made by a strike of lightning. Everything on the body – or removed from the body – is there or not there for a reason. This isn’t just a show pony.

It still can be a show pony, though. If that’s what you want to use it for. Everybody looks at it no matter where you go. And, to be honest, how can you possibly blame them. The side profile is dominated by a large, top-hanging rear wing, which helps to generate downforce.

There are a number of other completely bespoke aerodynamic features, such as a big front splitter, deep intakes that lead to huge racing-inspired extraction vents in the bonnet, and various cutaways and fins and other intakes all around the body.

Around 75 per cent of the body is made from carbon fibre, while the platform and bones of the car is made from a combination of lightweight and high-strength aluminium as well as carbon fibre. As a result, the STO is about 43kg lighter than the old Performante model, with a dry weight of 1339kg.

To further help with weight optimisation, the exhaust is made from titanium and produces an absolutely spine-sizzling soundtrack, while the F1-inspired carbon ceramic brakes help to shed weight while optimising performance. They measure 390mm on the front and 360mm on the back.

Inside, you might notice this test vehicle uses fairly conventional sports seats. That’s because Australian regulations don’t allow the proper racing buckets that would otherwise come with the STO. These ‘de-tuned’ seats give the STO a surprisingly comfortable side character though, helping to sooth your organs on the way home after subjected them to a day’s worth of track driving.

Despite its core intensions, the STO comes with a large touch-screen inside that provides sat-nav and media playback, as well as Bluetooth connectivity. Although, we’re not sure many buyers will be cruising to tunes, rather, pounding around circuits with full noise coming courtesy of the V10 behind your neck.

Even so, the screen is easy to use and presents a centralised home button for quick escape from deep menu avenues. Apple CarPlay is a $6620 option (not a typo), and digital radio will set you back $1470; it must be disorienting being super wealthy, so Lamborghini has thoughtfully moved the decimal place one position to the right on options just to make it easier for customers.

The Huracan STO is available in an almost endless array of colours, many of which add up to $30,000 to the original bill. The matt colours seem to be the most expensive, such as Arancio Bruciato matt, which is the same as this test vehicle but with a matt finish. The metallic and pearl versions of this bright orange set you back only $25,470.

2023 Lamborghini Huracan STO: Powertrain & handling

This V10 engine is very special and extremely exotic. For one, it’ll be the last naturally aspirated engine Lamborghini will do for its ‘entry’ level model – the next-gen, successor to the Huracan is expected to adopt a twin-turbo V8, potentially with hybrid technology.

Secondly, it is exotic in that it is made with intense attention to detail and features things such as titanium intake valves, both port and direct injection, twin throttle bodies, and a high compression ratio of 12.7:1. The rev-popping redline is 8500rpm. Not quite 9000rpm like in the Porsche 911 GT3 and Cayman GT4 RS track cars, but with 10 cylinders, the sound is life-changing.

Matched up to the engine is a seven-speed dual-clutch transmission, which is perfect for this style of car. It changes gears instantly, pre-loading the next gear up or down. It can also downshift multiple gears if you’re hard on the brakes coming into a corner, for example. And the paddle shifters are mounted to the column rather than the wheel, so you always know where they are, like on a racing car.

The STO is rear-wheel drive. At first, you think it’s going to be a nerve-racking driving experience with 470kW going to two wheels. But the STO wears a set of 20-inch centre-lock rims that measure 11 inches wide on the back, supporting 305/30 rear tyres (245/30 on the front).

Full throttle off the mark, even with the traction control off, results in catapulting acceleration. If you shift up to second a little bit early it will wheelspin excitedly and fully light up the rears (see video below), but it tends to know what you’re up to and will only perform such shenanigans if provoked.

Around corners the body remains extremely flat, as you’d expect, and the electro-mechanical power steering feels as engaging as an old-school setup, but with an even and linear weight. You always know where the wheels are on the ground. And if there is any tyre adhesion concern, you’ll feel it through the steering, leaving no surprises.

The STO comes with rear-axle steering so it is properly agile around tight corners, but it also possesses that unique gliding characteristic that rear-steering setups tend to provide. Basically, if you think you want to turn, it’ll already be doing it. It’s telepathic.

The suspension is obviously stiffer and has been retuned for the STO over any other Huracan. In the Trofeo driving mode, one of three modes available (STO and wet weather), the ride is super-stiff and, frankly, too stiff for public roads. It’s designed for track driving, which is fair enough; this is a track car.

However, in the default STO mode the ride is definitely taut and responsive but I wouldn’t categorise it as the firmest setup you can experience in a road car. There seems to be a decent amount of wheel travel to absorb bumps (for a sports car, let alone a supercar), even with the thinly-wrapped, 30-section tyres. You could drive this on an interstate trip without becoming too uncomfortable, so long as the highways are not in poor condition.

Across the standard sprints, we clocked some expectedly crazy numbers using a private road and a Racelogic Vbox Sport. Our best 0-100km/h was 3.32 seconds, shy of Lamborghini’s claim of 3.0 seconds, with 0-200km/h coming up in 9.86 seconds, and the quarter mile completed in just 10.97 seconds at 213.5km/h. For a RWD road-legal vehicle, you can’t expect much better than this.

2023 Lamborghini Huracan STO: Key attractions/reasons to buy

The Lamborghini Huracan STO is a track-focused supercar that’s designed to put a smile on your face every time you drive it. And it does. It is incredibly fast, agile, and loud. It’s not the most comfortable car to drive on the street, but it is an adoring and astonishing toy for track days.

So if you’re looking for a pure track car that will make you feel like a race car driver, giving you the noise and sensations of an actual racing car, then the Lamborghini Huracan STO is the ideal car for you.

2023 Lamborghini Huracan STO: Key considerations before you buy

If you’re at the stage where you’re tossing up between this and something like a 911 GT3 RS, the 911, in my opinion, is a more serious tool that’s focused on the job of laps times. It does offer entertainment in that it is so pure and engaging.

Whereas with the STO, it feels like the focus is perhaps shifted more towards entertainment and theatre, although remaining outrageously fast and capable.

If you can get your hands on one, I predict it will go up in value as it is set to be one of the last V10s of its kind.

2023 Lamborghini Huracan STO: Video

How does it rate against its rivals?
  • Price
  • Quality look & feel
  • Interior tech
  • Powertrain performance
  • Handling
  • X factor (does it stand out in its class?)

Final word

This is a once-in-a-lifetime type of vehicle. It is one of Lamborghini’s greatest hits, both visually and mechanically. Being one of the last V10s, probably ever for a road car, it is the perfect way to send off one the greatest engines of our lifetimes, in my opinion. If you can buy one, buy it while you still can.

Brett Davis

Brett started out as a motor mechanic but eventually became frustrated working on cars that weren't his. He then earned a degree in journalism and scored a job at Top Gear Australia back in 2008, and then worked at Zoom/Extreme Performance magazines, CarAdvice, and started PerformanceDrive/PDriveTV in 2011 with Josh Bennis, and ran it for 12 years. He's now the owner and managing editor here at Driving Enthusiast.

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