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To compensate for the extra power, the company's engineers upgraded the braking system and added Bilstein shocks at all four corners to improve handling balance. The Challenger SRT10's interior has been enhanced with a set of sport seats and carbon-fiber trim accents throughout as well as a red engine start push-button in the dash.
1Requires future dealer retrofit. 2Always pay attention while driving and when using Super Cruise. Do not use a hand-held device. Visit cadillac.com/supercruise for full details. 3Functionality varies by model. Full functionality requires compatible Bluetooth® and smartphone, and USB connectivity for some devices. 4Map coverage available in the United States, Puerto Rico and Canada. 5Vehicle user interface is a product of Apple® and its terms and privacy statements apply. Requires compatible iPhone® and data plan rates apply. Apple CarPlay is a trademark of Apple, Inc. Siri, iPhone and Apple Music are trademarks of Apple, Inc, registered in the U.S. and other countries. 6Vehicle user interface is a product of GoogleTM and its terms and privacy statements apply. Requires the Android Auto app on Google Play and a compatible AndroidTM smartphone. Data plan rates apply. You can check which smartphones are compatible at g.co/androidauto/requirements. Android Auto is a trademark of Google LLC. 7MSRP excludes tax, title, license and dealer fees. Optional equipment is extra. See dealer for details.
In 2015, the Huracán LP610-4 Spyder was unveiled at the Frankfurt Motor Show and would debut for the 2016 model year. The drop-top shared all the same mechanical underpinnings as the coupé and featured an electrohydraulic soft top. Due to the drop-top mechanism and the extra chassis reinforcements, the Spyder weighed about 120 kg more than the coupé and was also 40% more rigid than its predecessor, the Gallardo Spyder.
Similar to how the Aventador had its SV models, so too would the Huracán get its own rendition of a track-focused variant. Unveiled at the 2017 Geneva Motor Show, the then-latest iteration of the Huracán was dubbed the LP640-4 Performanté. It was produced in both coupé and Spyder (released in 2018) configurations, with the latter weighing around 125 kg more due to the drop-top mechanism and extra chassis reinforcements.
Where other cars with elaborate fixed aerodynamic setups (or primitive active aerodynamics systems) would suffer from drag, the Performanté could be optimized for top speed, while reverting back to a high-downforce setting to provide extra grip when required.
The Lamborghini Huracán STO is the latest of this batch, and also functions as the latest track-focused variant of the Huracán. Too hardcore to simply be considered a replacement for the Performanté (of which an Evo version is likely on the way), the STO possesses remarkable aerodynamic features such as a roof snorkel and extra-large rear wing. Carbon bucket seats with race harnesses also come standard.
The wildness and raw nature of classic Lamborghini cars tend to occupy a sweet-spot amongst an older generation of buyers and enthusiasts. They expect and even desire a Lamborghini to be a handful to control at the limit, and do without refinements in the interest of a more pure driving experience. But more than anything, this is a veiled compliment and acknowledgment of the Huracán's superb road-manners and extraordinary capabilities on the race track.
Well, I can agree with that Power Kid, so it comes down to useage. I simply don't have the open real estate to need that extra whoomp then. Perhaps that's why I don't get it. Despite how awesome the Raptor is, even with the 5.4, one is going faster than any other pickup truck offroad, and I'll say it, faster than even the Raptor is capable of handling, VERY quickly. I guess that's what's driving my comments here. The truck has it's limitations. Those limitations are exceeded quickly, because face it, it doesn't have four feet of travel like a race truck. The race truck can handle going twice as fast, the stock truck can not. Folks, don't get me wrong, I love my Raptor. Was it to burn up today, I'd place an order for another, but seriously, there's only a few times when you can really open it up, even with the 5.4 and not be either over your head offroad, or into serious felony speeding territory on the road. It's a huge point accumulator and insurance hit to spin the tires, it's called exhibition of speed. The 5.4 can do it, barely on dry sticky pavement, but off road, it can roast dirt.
Spinning your tires offroad is usually a liability not a benefit. Spinning means a loss of traction = loss of foreward velocity. Spining tires may also mean a deeper hole to get out from. There are times spinning the wheels in a controlled fashion can help. You can negotiate a tight corner faster by powersliding through it flat track style. A bit of wheel spin can also help keep the RPM a bit higher so once you exit the corner and hook up you'll accellerate faster. These techniques generally have no room for error and are best left for "closed course competition" ie. race track. An extremely powerful motor can adversely affect handling and the suspension . The extra power can overwhelm tires, apply torsional loads to the frame,and 'load" the suspension. 2b1af7f3a8