LAMBORGHINI HURACAN STERRATO

The Sterrato is finished with rugged plastic cladding, rally-spec lights, Bridgestone Dueller run-flat tyres and a £232,820 price tag. A few may still up for grabs, but if they, they certainly won’t be for much longer.

Mohr says that Huracáns – or any other super-sports Lamborghinis – are usually developed with measurable performance parameters in mind. Some are applied here, but there was also an emphasis on the subjective. Unless you can put measurable KPIs on smiles.

The basis is a regular 4WD Huracán coupé, raised by 44mm and given 25% softer springs and an additional 35% (front) and 25% (rear) suspension travel. The track is 30mm (front) and 34mm (rear) wider and the wheelbase is 9mm longer. 

Then there's what chief technical officer Rouven Mohr describes as good honest chassis tuning, including tweaking the 4WD system’s distribution, the torque-vectoring via braking and the rear limited-slip differential’s operation, and only after that allowing calibration of the stability control. 

Suspension? Not that exciting, as it happens. The Sterrato uses an adapted version of the regular car’s BWI damper (no Reiger beauties here). That, controlling a longer spring, is it. 

The car also uses ceramic brake discs, rather than the cast-iron ones favoured by rally cars right up to those in the WRC. Lamborghini says the surface has been treated to better dispel grit. The gearbox and electronically controlled limited-slip differential in the back are also carried over from the Evo, as is the Haldex coupling that engages the front axle. 

Lamborghini is one of the more flamboyant sports car companies, so you settle into a lively Huracán-spec interior, whose only notable nods to being a Sterrato are the switch for the spotlights, some instrumentation changes (inclinometer, compass, steering angle indicator) and a new Rally calibration on the driving-mode selector. 

The fundamental driving position is per the regular Huracán. You sit extremely low, only it doesn't always feel that way, so low-hanging is the header rail. This can also make visibility tricky, because you're eye-line is quite high relative to the roof, but it's a mid-engined Lambo, so perhaps this sort of thing is to be expected.

In terms of storage, the Sterrato gets a small frunk under the composite bonnet. There's also a bit space behind the seats, but it's tight back there. There's also no cupholders. Or a central storage cubby. 

When you have defanged the powertrain in Strada mode (short-shifting gearbox, exhaust valves closed, longest effective throttle), the Sterrato is confoundingly easy company when just getting from A to B. And that’s when you forget what you’re driving. 

It doesn't last. This car's output of 602bhp might be lower than that of any other Huracán launched in recent years but the astonishingly loud, resonant and ever-evolving sound the Sterrato makes is instantly recognisable. Perhaps the intake wail is just a touch softer than we're used to hearing, thanks to the car's unique respiratory plumbing, but it's still utterly magical.

As for outright performance, the claimed 0-62mph time of 3.4sec makes the Sterrato a very quick car indeed, all-terrain tyres or not. We didn't verify that time, but we did fix our telemetry gear to the Sterrato on the damp gravelly of the Sweet Lamb Motorsport centre in Wales. With Rally mode engaged, when the brakes were released at 5000rpm, the car fired itself to 60mph in four-seconds flat. Not bad at all.

Our drives in this car, both abroad and in the UK, have demonstrated just how immaculately the Sterrato rides. Were it not for the visibility-wrecking snorkel that feeds the V10, this would be the Huracán to drive daily, no question.

Even isolation isn’t half bad. With uncarpeted floors and unupholstered door cards, you would think road roar would be an issue on the motorway, but this unhinged Huracán feels about on par with a Porsche 911. Possibly better, given the road-roar the German car's rear tyres generate. 

On looser surfaces, the Sterrato feels amazingly natural. So natural that once you have had only a mile or so to acclimatise to the blunted braking response and the need to use the throttle every bit as much as the Alcantara-clad steering wheel to rotate the car, it’s ESC off, foot down. 

Throwing this car about on dirt and gravel is, frankly, intoxicating. The wailing mortar just behind you is accompanied by the percussive roar of gravel flung into the underside of the car’s aluminium-carbon chassis.

Flares of mud and dust are flung up into your peripheral vision as the front Bridgestones hunt for traction. There’s also the mad juxtaposition of bearing down on grass-lined chutes while staring through a classic Huracán letterbox view forward that normally depicts glass-smooth roads or rumble strips. 

And that’s just the audiovisual thrill. It doesn’t matter if you’re in Sport or Rally mode: once the electronics are off, the Sterrato wants to throw shapes. It’s an indulgent, composed and expressive handler on gravel, and there’s never any danger of spinning out, it seems. The precision of the powertrain is as useful and rewarding on dirt as it is on the road. 

And on the road, the Sterrato does show those kinds of tendencies. If it wasn’t quite so loud, didn’t have quite such a focused and cramped interior and a rear-view mirror that was rendered helpless by a roof-mounted air scoop, it would make a very pleasing grand tourer.

It has sweet steering, too: modestly weighted, very accurate and communicative.

It reminds us of an Ariel Nomad, mixed with a pinch of Alpine A110, which Mohr previously cited to Autocar as an inspiration: a light car with a chilled, relaxed gait and one that’s keen to turn off-throttle. 

It’s hugely entertaining. It goes sideways, it makes a great noise and it’s easily controllable. And the nice thing about it is that, for all of the giggles that are virtually inevitable with an engine like this and a softly sprung off-road chassis, there’s real depth of ability to the dynamics too.

This blend of surreal softness and suspension travel with modern control means the Sterrato is possibly the most exploitable supercar to leave Sant’Agata. At least, it is once you've learned its style, which involves getting greedy with the throttle and using weight transfer to kill the front tyres’ habit of shuffling. You don’t tiptoe to the limit of grip. 

It’s an unexpected joy to drive. Compared with its Evo sibling, what you lose in grainy steering feedback and telepathically instant responses, you gain in a lucid awareness of how the mass of the car is moving.

The importance of this can’t be overstated. Along with the diminished contact patch and the V10, the result is a supercar that wants to play, not just show off its raw ability. 

The Sterrato changes course with the elastic swagger of a mogul skier, taking slithers of angle as you like. Yes, you can do this in a Huracán STO, but only on a near-perfect surface, with sky-high confidence. Even then, is it quite as fun?

If the Sterrato demonstrates anything, it's that the ‘Alpine A110’ approach is scalable from 248bhp to 602bhp and fully 1600kg. And is a comparatively soft chassis with a scalpel-sharp, atmo motor also not just a little bit McLaren F1? It feels like there’s a lesson in the Sterrato, if anyone’s listening. Lowering the limits of grip and body control have created a uniquely expressive supercar. 

More broadly, the Sterrato is a fitting finale for the Huracán. Lambo’s junior supercar has always been a congenital entertainer, never more so than in this form.