First drive: 2022 Lamborghini Huracan Tecnica in Spain

Lamborghini has rolled out yet another Huracan variant and this time it’s the Tecnica, which straddles the middle ground between the entry-level Huracan Evo RWD and hardcore STO.

Leveraging the same 640 hp/565 Nm V10 and rear-wheel-drive format as the STO, the Tecnica is nevertheless a more real-world-friendly car, as it eschews the latter’s uncompromising suspension setup and over-the-top aero addenda. Even so it’s claimed to deliver 35 per cent more rear downforce than the Evo RWD, as well as 20 per cent less drag.

The current-gen Huracan is now a bit dated (it launched in 2014) but, as we discovered at its international launch in Valencia, the Tecnica still stacks up as a highly accomplished and versatile supercar that excels on both road and track

The Tecnica brings the biggest stylistic revision to date to the Huracan, with a frontal treatment that draws from the stunning Sian concept, revealed at the 2019 Frankfurt motor show.

Black Y-shaped elements are incorporated into the fascia under each headlight, and these merge into new cooling intakes that are claimed to keep brake temperatures in a more optimal range. Meanwhile, a carbon-fibre bonnet and engine cover help to save 10kg, keeping the Tecnica’s dry weight down to a lithe 1,379 kg.

The flanks have also been massaged, with the haunches gaining musculature to emphasise the Tecnica’s rear-wheel-drive format. A bespoke diffuser sits out back, while the car’s cutaway rear end harks back to the iconic Countach.

The Tecnica also scores a new exhaust system – with dual hexagonal outlets – that’s designed to belt out a sharper note at high revs.

Among the tech upgrades is an all-new brake cooling system that’s said to be inspired by Lamborghini’s motorsport experience. The Tecnica’s carbon ceramic brakes adopt specifically designed cooling deflectors and calliper ducts, directing the airflow into the carbon-ceramic discs (380 mm at the front and 356 mm at the rear) to maximise heat dissipation and reduce brake fluid temperatures and brake pedal elongation.

Lamborghini claims the reduction in disc temperatures also reduces brake pad consumption.

The other key improvement over the Evo RWD is the Tecnica’s effective yet understated aero package, which includes a low-key wing that contributes to a 35 percent improvement in rear downforce.

In addition, drag is reduced by 20 percent, improving aero balance and supporting stability during braking and high-speed cornering, claims Lamborghini. The Tecnica’s underbody is also optimised with new aero deflectors for improved aerodynamic efficiency.

The familiar 5.2-litre V10 is in an identical of tune to the STO, eking out the same 640 hp at 8,000 rpm and 565 Nm at 6,500 rpm. Also unchanged is the 7-speed dual-clutch transmission.

Lamborghini quotes a 0-100 kph split of 3.2 seconds and 0-200 kph in 9.1 seconds, plus a top speed of 325 kph. These are hardly shabby numbers, but the Lambo is comfortably shaded by the likes of the Ferrari 296 GTB, which dispatches the 0-100 kph and 0-200 kph sprints in 2.9 seconds and 7.3 seconds respectively.

Where the naturally aspirated V10 might lose out to turbocharged offerings from McLaren and Ferrari in terms of outright performance and titanic mid-range grunt, it’s a big winner in the sound and feel departments.

Put simply, there’s few better automotive experiences than having your eardrums resonate to the tune of that operatic V10 screaming at 8,000 rpm, situated less than a metre behind your ears.

Throttle response is hair-trigger sharp, yet the naturally aspirated V10 doles out its oomph in very linear fashion, which makes the Tecnica relatively easy to manhandle on a racetrack or safely exploit on slippery roads as there’s no huge torque spikes to unsettle the balance of the car.

Although peak torque of 565Nm surfaces relatively high in the rev range (6,500 rpm), there’s a decent dollop of twisting force from 2,000 rpm, so you don’t need to rev the living daylights out of the engine to make brisk progress.

The other point worth noting is that the current-gen Huracan will be the last Lambo model to feature pure combustion power, as its successor – plus the upcoming Aventador replacement – will incorporate hybridisation to meet emission standards. This potentially adds to the existing car’s desirability, depending on your point of view.

While upgrades to the engine and transmission have been incremental, the chassis has been the biggest beneficiary, especially from the Evo onwards, thanks to the addition of rear-wheel steering and more sophisticated LDVI (Lamborghini Dinamica Veicolo Integrata) electronic chassis management software that’s predictive rather than reactive.

The Tecnica gains unique suspension settings and bespoke calibration of its LDVI system, with the stated objective being to yield a car that’s a sharp track tool, yet still usable in the real world. As it turns out, the Tecnica genuinely delivers what is says on the box.

Our first taste of the car in Valencia was two-fold – kicking off with a track session at Circuit Ricardo Tormo (best known as a MotoGP track) and followed by a road loop that incorporated a mix of highway schlepping and mountain road blasting.

Having already driven the prototype last November at the Nardo Handling Track, we had a fair idea of what to expect, but the tight and twisty Circuit Ricardo Tormo better showcased the Tecnica’s playfulness and drift-friendly demeanour.

The fact it sends 640 hp to the tarmac via solely the rear wheels might instil a dose of trepidation, but there’s absolutely nothing to be apprehensive about as the Tecnica is no more difficult to rag around a racetrack than a fast hot-hatch.

As per the Huracan Evo, there are Strada, Sport and Corsa drive modes, with the latter two settings dialling up the aggression of the drivetrain, loosening the electronic safety net and liberating the spine-tingling vocals of the V10 to their fullest.

Circuit Ricardo Tormo comprises a series of tight second- and third-gear corners, so a degree of patience is required on the throttle to avoid lighting up the rear tyres and compromising speed down the straights. Get on the gas too early and the rear steps out, but it’s easily reined in.

So, with the track weapon box ticked, it was time to head out on the road loop chalked out by the Lamborghini events team.

This element was the real eye-opener as some of the tarmac we traversed was littered with lumps and potholes. The Huracan Tecnica coped surprisingly well across this terrain, soaking up the surface imperfections with more compliancy than expected – especially in Strada mode.

The Tecnica’s driving position is excellent, with sculpted sports seats providing support where it’s needed (far better for long stints than the STO’s fixed buckets). Rearward visibility obviously isn’t great, but decently large wing mirrors takes the guesswork out of lane changes.

There’s a range of options on offer, and these include a lightweight door design with pull straps, a rear arch and wheel bolts in lightweight titanium, and harness seatbelts for owners who partake in regular track days.

The dashboard is distinguished by a redesigned HMI interface that’s exclusive to the Tecnica. The instrument panel reduces colours and makes for easier readability as key info is presented in a large new ‘arc’ directly under the driver’s eyeline.

The central console screen incorporates the LDVI chassis/drivetrain settings, as well as all connectivity functions including Apple CarPlay, Android Auto and Amazon Alexa. Inspired by the STO, the HMI includes connected telemetry and on-board diaries of destinations and track times, connected to the UNICA app.

In addition to the standard paint and trim offerings, there are more than 200 additional paint options available through the Ad Personam program, as well as a new interior trim in Alcantara specifically for Tecnica. You can also opt for exclusive stitching designs and colours and have the ‘Tecnica’ motif embroidered into seat bolsters.

New Damiso 20-inch diamond-cut wheels, taking inspiration from the Lamborghini Vision GT, sport a hexagonal design and are shod with Bridgestone Potenza Sport tyres. Stickier Bridgestone Potenza Race rubber is offered as an option.

If there is a chink in the Tecnica’s armour, it’s that it needs an extra gear for relaxed highway cruising. As things stand, the V10 spins at 3,000rpm at 120kph in seventh gear, and the drone gets tiresome after a while (even if you’ve selected the more muted Strada drive mode).

The Huracan might be a veteran in its segment, seeing as Ferrari and McLaren have much newer generation models in their portfolios, but the Tecnica still has appeal. The likes of the Ferrari 296 GTB and McLaren Artura are undoubtedly quicker in a straight line – and possibly around a racetrack as well – but desirability doesn’t always come down to raw stats.

The Tecnica’s sublimely responsive and sonorous V10 is a major trump card, but equally so are the car’s cleverly refreshed styling and hugely accessible dynamic envelope. You don’t need to be a pro driver to feel like you’re getting the best out of the car – be it on road or track.

If pure feel-good (and sound-good) factor is the measuring stick, the Huracan Tecnica more than holds its own.

THE SPECS – Lamborghini Huracan Tecnica
Engine: 5.2-litre V10
Output: 640hp/565Nm
Transmission: Seven-speed dual-clutch auto
Dry weight: 1379kg
0-100kph: 3.2sec
0-200kph: 9.1sec
Top speed: 325kph