Lamborghini Huracan 2023 review: STO

How much will you have to save to get your hands on one of these lean and mean Lambos?

Well, it's a case of if you have to ask, you're too late because all 80 Australian examples are now spoken for. Sad.

But the starting price for the STO is a staggering $596,000, before on-road costs – making it the most expensive Huracan in the range and more than $200,000 pricier than the entry-level, rear-drive Evo.

The car, as tested, though, has about $260,000 of optional extras, including its exterior colour worth $25,000, various sticker packs and a custom interior.

Is it a lot? Sure, but if you are going to buy this sort of a race car for the road, you kind of want to go all in, don't you?

But what exactly do you get for your spend? Well ,equipment doesn't quite run the gamut like it does in most cars... but there are some notable features.

The starting price for the STO is a staggering $596,000, before on-road costs – making it the most expensive Huracan in the range and more than $200,000 pricier than the entry-level, rear-drive Evo. (image: Tung Nguyen)

There's the push-button start that is found on the centre console, keyless entry, electronic windows and electronically adjustable seats, 20-inch centre-lock wheels, as well as a portrait-style multimedia touchscreen.

The touchscreen also houses climate controls, satellite navigation and Bluetooth connectivity, but equipment that you would find in cars a fraction of the price – such as a reversing camera, Apple CarPlay support and cruise control – are relegated to the options list.

And for Android users like me, sorry, no smartphone mirroring for you!

There’s no indicator or wiper stalks because they would just get in the way of the paddles, so those functions are now found on the steering wheel. Neat! (image: Tung Nguyen)

Look, I'll level with you, the Hurcan STO doesn't make any sense to buy as a car, its underequipped and arguably overpriced compared to some rivals such as the Porsche 911 GT3 RS ($500,200) and Mercedes-AMG GT R ($373,277).

But then again, you don't buy a Lamborghini with your head, do you, you buy it with your heart - and my heart is totally smitten!

I'll also argue that this could be a sound financial investment. After all, Lamborghini's future is electric, so chances are this will be the last track-focused, naturally aspirated V10 Huracan you will ever be able to buy...

That said, no one should take financial advice from a guy wearing a beanie.

Some might think the Huracan STO is a little too gaudy, like something your awkward eight-year old nephew would race in video games. But isn’t that kind of the point? (image: Tung Nguyen)

Just look at this thing. It's like the ultimate social media influencer car, only, you know... unlike them there is substance to back up the showmanship.

Starting with the already sexy Huracan as a base, the STO adds a number of track-focused enhancements – namely more carbon-fibre around the body.

In fact, about three-quarters of the panels are carbon-fibre, including the front cowl, rear decklid and bumpers, so you definitely want to keep this away from tree sap and bird poop.

Just look at this thing. It’s like the ultimate social media influencer car. (image: Tung Nguyen)

The result is the STO is around 43kg lighter than the Huracan Performante, which might not seem like that much, but tipping the scales at just 1400kg makes this lighter than even a Honda Civic.

At the back, there's a massive – and I mean massive – rear wing to help with downforce, equating to a 420kg of pressure on the rear when travelling at 280km/h.

Have we tested that claim? Well, no, but given the spoiler is a dead ringer for the same one found on the Huracan GT3 EVO race car, we're inclined to believe Lamborghini on this one.

Only, you know... unlike them there is substance to back up the showmanship. (image: Tung Nguyen)

Some might think the Huracan STO is a little too gaudy, like something your awkward eight-year old nephew would race in video games. But isn't that kind of the point?

Subtlety is not in the Lambo dictionary, and amongst a crowd of supercars wearing Ferrari, McLaren and Porsche badging, this certainly holds your attention.

Inside, the STO is about as sparse as a $600,000 car can get away with, but there are options available for whatever colours and materials you want. That is, if your wallet is fat enough.

Starting with the already sexy Huracan as a base, the STO adds a number of track-focused enhancements. (image: Tung Nguyen)

With the gear selector relegated to buttons and massive flappy paddle shifters, it leaves the centre tunnel free for a portrait-style multimedia touchscreen that also houses the climate controls.

I mean, there's not much else to talk about. You have fabric straps for door handles, there's some exposed carbon around the air vents, but there is one other notable feature.

There's no indicator or wiper stalks because they would just get in the way of the paddles, so those functions are now found on the steering wheel. Neat!

About three-quarters of the panels are carbon-fibre, including the front cowl, rear decklid and bumpers. (image: Tung Nguyen)

You've seen the lengths Lamborghini have gone to strip down the STO, so don't expect things like a cupholder.

In fact, cabin storage could be generously described as... miserly.

Door pockets? Forget about it. Glove box? Tiny. How about a storage cubby? Haha, no way, not in this Lambo!

There is a shallow tray where an armrest would usually be, suitable for... sheets of paper? There's also a teeny tiny shelf under the screen, and that's about it.

There's some space behind the seats for jackets or scarves, but the optional roll bar really does eat into room back there.

And the car is so low to the ground, it can be hard to get in and out of – which is par for the course for most supercars.

But if you are worried about how low to the ground the STO is, you can opt for the front-nose lift kit, which can help with steep inclines.

Boot space? Basically, non-existent. But then again, practicality isn't the name of the game here.

To even access what storage there is, you need a special key to unlock the front of the car, and once you lift the cowl, there's only the smallest of spaces.

In fact, it measures just 36 litres, which is the right size for the car cover or a backpack or racing helmet. Just one though, not all three.

Even by supercar standards, the Huracan STO is lacking in practical amenities, but this is a race car for the road.

The special key is also how you access the the STO's crown jewel – the 5.2-litre V10.

The Huracan STO boasts an output of 470kW and 565Nm, but in a world where supercars are easily punching out 500-plus kW and enough torque to move mountains, do the STO's engine outputs seem kind of... lacklustre?

Sure, if you were just looking at numbers on a page, you could make that argument, but the Huracan STO delivers its power without the need of a turbocharger or any hybrid help.

The special key is also how you access the the STO’s crown jewel – the 5.2-litre V10. (image: Tung Nguyen)

This is a screaming, naturally aspirated V10 that can rev up to an 8500rpm redline – and is likely the last of its kind to come from Lamborghini.

Paired to the engine is a seven-speed dual-clutch automatic transmission, sending drive exclusively to the rear wheels. Yep, a mid-engined, rear-drive monster with 470kW at its disposal.

Plant the right foot and the Huracan STO will accelerate from 0-100km/h in 3.0 seconds flat.

Plant the right foot and the Huracan STO will accelerate from 0-100km/h in 3.0 seconds flat. (image: Tung Nguyen)

In fact, by the time it takes you to tie your shoelaces, the Huracan STO will have clipped 200km/h, and if you've gone for a double loop, probably finished the quarter mile, too.

The only criticism I can level at the engine and transmission is that it might not feel special enough. It's fundamentally the same drivetrain found in Tecnica and AWD Huracans, both of which make more torque (600Nm).

Official fuel consumption for the STO is pegged at 13.9 litres per 100km, but I averaged north of that with my time in the car, coming in at 15.9L/100km.

Carbon dioxide emissions are rated at 331 grams per kilometre.

There's no doubting a smaller displacement engine, or electrification, would help at the bowser and with emissions, but for the time being, let's just enjoy this 5.2-litre V10 – and all its shortcomings – while we can.

From the outside the Huracan STO might look intimidating and hardcore to drive, but, much to my surprise, it is so easy to drive fast.

All the ingredients are there – a naturally aspirated V10 engine behind my head for optimal weight distribution, and rear wheel drive.

The Huracan STO just feels so analogue. Point the noise, plant the foot and you can feel what the rear end is doing.

From the outside the Huracan STO might look intimidating and hardcore to drive, but, much to my surprise, it is so easy to drive fast. (image: Tung Nguyen)

And because there are no turbos, it means thrust is available whenever you need it, and the exhaust note, oof, that's something that will be sorely missed.

What really helps to inspire this confidence is the STO's rear-wheel steering.

For those that don't know, this means the rear axle can turn independently of the front wheels, making turn-in feel razor sharp and the STO that much more agile.

The exhaust note, oof, that’s something that will be sorely missed. (image: Tung Nguyen)

And I love that it's a mechanical solution to achieving faster lap times, an ethos that is carried throughout the rest of the car.

Another key element that makes the STO so easy to drive fast is its race-ready brakes.

The front discs are larger than a family-sized pizza, made from carbon and there's even a brake fluid temperature gauge in the cabin.

At the back, there’s a massive – and I mean massive – rear wing to help with downforce. (image: Tung Nguyen)

It's serious stopping power, and gives you serious confidence to brake late, making this car that much easier to drive for mere mortals.

What about ride and comfort, though? A hardcore supercar like this surely has a back-breaking suspension tune, right?

Despite the levels of mechanical grip on offer – also thanks to the 305-wide Bridgestone tyres in the rear – the STO is pretty sedate around town and over bumps, at least by supercar standards.

The front discs are larger than a family-sized pizza, made from carbon and there’s even a brake fluid temperature gauge in the cabin. (image: Tung Nguyen)

A huge part of this is because the seats are so comfy! Overseas markets have access to the full-on race seats with a harness, but, of course, that didn't clear Australia Design Rules.

So, we make do with comfort seats which hug and support in all the right ways and make the STO surprisingly plush day-to-day.

If I could fault the STO for one thing, it would be the seven-speed dual-clutch automatic transmission.

Another key element that makes the STO so easy to drive fast is its race-ready brakes. (image: Tung Nguyen)

It suffers from the same DCT foibles as most others, a bit of clunkiness and hesitation at slow speeds, but works best when flat-footing it or using the flappy paddles in manual mode.

Another sleight against the STO is its visibility – or more accurately, a lack of.

Look in the rear view and all you see is engine bits and bobs, meaning you are constantly relying on the side mirrors to work out what is happening behind you.

What really helps to inspire this confidence is the STO’s rear-wheel steering. (image: Tung Nguyen)

It can make lane changes a little terrifying if you're not paying attention, but on a race track, all your focus should be up front.

Then again, shouldn't every moment in a Lamborghini be thrilling?

Also soon-to-be a relic of a bygone era is the STO's lack of any advanced safety features.

That's right, for $600,000, you don't get autonomous emergency braking, no lane-keep assist or adaptive cruise control.

Also soon-to-be a relic of a bygone era is the STO’s lack of any advanced safety features. (image: Tung Nguyen)

In fact, you have to option in a reversing camera!

And before you ask, no, this car has not been crash tested by ANCAP or any other safety body around the world.

And while the lack of safety might seem like a negative, I imagine when this car is out on a race track and there are no distracting beeps and bongs, you'll be glad there are no electronic nannies.

Before you ask, no, this car has not been crash tested by ANCAP or any other safety body around the world. (image: Tung Nguyen)

If you could afford a Huracan STO, you'll likely be able to afford the upkeep, too.

Lamborghini Australia has not divulged the specific servicing costs of the Huracan STO, but scheduled maintenance is every 12 months or 15,000km, whichever occurs first.

The Huracan STO also comes with a three year/unlimited kilometre warranty.

If you could afford a Huracan STO, you’ll likely be able to afford the upkeep, too. (image: Tung Nguyen)