2010 Lamborghini Gallardo Lp560 Spyder on 2040-cars

Auto blog

Lamborghini Huracan STO Road Test: If death metal was a car

MALIBU, Calif. — If heavy death metal music were a car, it would be the Lamborghini Huracan STO. This is not your run-of-the-mill Lamborghini. It doesnÂ’t have all-wheel drive. The floor and doors are essentially bare carbon. It has a complex clamshell front end/hood you manually open with a plastic prong — under it, thereÂ’s barely room for a racing helmet. There are only three drive modes, a pittance for a modern supercar. A super-low, zero-forgiveness full carbon fiber front bumper/splitter is fitted that will torment your mind on every grade change. Its dry weight (the only one Lamborghini quotes) is only 2,942 pounds. That last bit — its low-for-a-Lambo weight — is the secret ingredient in what makes this STO drive like a special machine. Forget any stereotypes you may have about todayÂ’s Lamborghinis being the porky, easier-to-drive Italian supercar. The STO is pure, old-school Lambo. It looks those preconceived notions in the face and slaps them aside as quick as the 5.2-liter V10 can rev to its 8,500 rpm redline. That is, very, very quickly. The death metal begins as soon as you drop into the carbon buckets. In proper race car fashion, there are no traditional grab handles on the bare carbon door. Instead, a flexible piece of fabric is fashioned as a pull, and it works quite well. Getting out could be confusing for those new to track-focused machines like the STO, as the red strap suspiciously poking out of the door is actually a handle that you pull to activate. Adjusting the seat is all manual work — every extra electric anything would just add weight.  YouÂ’ll quickly learn that thereÂ’s a reason carpeting is the floor material of choice for every car out there, as the optional $4,600 carbon fiber floor mats optioned on this STO make for a SlipÂ’N Slide-themed pedal box. It can be acclimated to (your shoe choice has never mattered more), but good old-fashioned carpeting canÂ’t be beat. Everyday functionality was the last thing on LamborghiniÂ’s mind when creating the STO, though. One quick look at the rearview mirror makes this abundantly clear. While youÂ’ll see flashes of trailing traffic in between the louvers of the STOÂ’s engine cover, this design largely limits rearward visibility to the side mirrors. And before you ask, no, it doesnÂ’t have blind-spot warning.

Lamborghini Jumpacan built to race The Mint 400 hits the dirt

Lamborghini's cars keep finding their way off the boulevards and into the barrens. Officially, Lamborghini whipped out the rally-happy Huracan Sterrato concept in 2019, preceded by the Gallardo Parcour concept in 2013. Unofficially, an unnamed builder sold their off-road Gallardo complete with light bars and rear-mounted spare in 2019, the same year Alex Choi showed off his Huracan V3 Unicorn with an external roll cage, and in 2017 some audacious owner got his Lamborghini Jarama bouncing through stages of the DWA Coastal Range Rally in California. Let us now add the Lamborghini Jumpacan to the roster. Fabbed up by the YouTubers at B is for Build, the Jumpacan's been in the works for 18 months with the intention to race it at The Mint 400 this December. The man behind B is for Build, Chris Steinbacher, recently got the Jumpacan out to the desert plains for its first test over 40 miles per hour.  The mashup started as a Huracan that had been mangled in a big accident. The Build team 3D-scanned the chassis and got it straight, then performed a similar surgery to one they'd carried out on their SEMA Huracan in 2019: They put an LS V8 in back and paired it with a Graziano six-speed manual, leaving off the 1,500-horsepower SEMA car's two turbos. The Jumpacan's been fitted with a long-travel suspension designed by SEM Dirt, the 35-inch tires hung up front and 37-inchers in the back contributing to the 12 inches of ground clearance. Other bits include Holley electronics managing the engine, a radiator mounted just behind the cockpit and fed by a roof scoop, Ford Shelby GT500 brakes tucked into Rotiform wheels, a roll cage and racing fuel cell, and the obligatory torso-hugging racing seats. The Jumpacan conversion has stretched the Huracan's width from 76.1 inches stock to 102 inches.  True, it's barely a Lamborghini anymore. But it might be the coolest thing that was once a Lamborghini to ever line up at The Mint. Related video: This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings.

Lamborghini announces twin-turbo V8 for LMDh racing

The car that replaces the Lamborghini Huracan is rumored to get a twin-turbocharged hybrid V8 possibly making something like 850 horsepower. The engine's origins and details remain in the shadows, but it's possible we'll get a preview of some of its components in Lamborghini's LMDh prototype racer. The Italian brand announced its entry for the Le Mans Hypercar (LMH) class of the FIA World Endurance Championship and the GTP class of the IMSA WeatherTech SportsCar Championship would be powered by a twin-turbo V8 developed in-house by the Squadra Corse motorsports division. All we know for now about the competition mill is that it will be a 90-degree V8 with an output of around 670 horsepower, midway between the 644 and 697 ponies allowed in the regulations. Partners in the enterprise include Bosch, which will develop the electric motor in the energy recovery system, Williams Advanced Engineering will supply power management software and the energy storage unit, while Xtrac will provide the seven-speed hybrid transmission. The engine will weigh at least 396 pounds, the minimum required by regulations, and enable a top speed of 210 miles per hour or thereabouts. This is the first time Squadra Corse has developed an engine for Lamborghini, and various race media have said it's not only different to the V10 used in Lamborghini's current Huracan GT3 and Super Trofeo cars, it's distinct from the twin-turbo 4.6-liter V8 going into the Porsche 963. The Huracan successor is thought to get an evolution of the 4.0-liter twin-turbo V8 in the Urus. However, it is impossible to believe Squadra Corse is expending the whopping amounts of time and money required for a race-winning engine for an internal-combustion powerplant that will only ever be used on track. The point of IMSA, the ACO, and the FIA coming together on mutual regulations for LMDh and LMH was to support road-applicable technology able to race in the premier sports car series' around the world. We should get our first look at Lamborghini's new race car by next year's Rolex 24 at Daytona at the latest. A year of testing in 2023 will lead to official competition outings in 2024, the teams running the car yet to be announced.  Related video: This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings.