A New Chapter on Five Iconic Circuits
Lamborghini confirmed the provisional 2015 Blancpain Super Trofeo Europe calendar shortly after the Huracan LP 620-2 Super Trofeo made its competition debut at the Nurburgring. Five rounds across Monza, Silverstone, Paul Ricard, Spa-Francorchamps, and the Nurburgring form the backbone of the season, with a sixth round tied to the World Finals, held for the third year running. The venue for that finale was still to be confirmed at the time of the announcement.
What elevates this beyond a routine schedule release is the grid itself: the new Huracan and the outgoing Gallardo LP 570-4 Super Trofeo will race on the same tarmac at the same time, competing for separate standings. Run alongside the SRO-organized Blancpain Endurance Series weekends, the 2015 season becomes a live, lap-timed comparison between two generations of V10 race car. For anyone who followed the Gallardo’s long tenure in this series, the calendar marks the moment the baton officially changes hands.
Huracan LP 620-2: The Engineering Case for Rear-Wheel Drive
The naming convention tells you most of the story. The road-going Huracan LP 610-4 sends power to all four wheels. The Super Trofeo version, the LP 620-2, sends its 620 CV (611 hp) exclusively to the rear axle. That “2” is the most consequential digit in the entire designation.
Stripping the front driveshafts and associated hardware drops weight, contributing to a dry figure of 1,270 kg (2,800 lb), and fundamentally changes the car’s behavior under power. A rear-drive race car rewards precision and punishes sloppiness, which is exactly the point. Lamborghini says the RWD configuration was chosen specifically to help Super Trofeo drivers gain experience relevant to GT-class racing, where rear-drive layouts are the norm. The naturally aspirated 5.2-liter V10 is managed by a Motec control unit rather than the road car’s standard ECU, giving Squadra Corse finer control over engine mapping for competition use.
One source notes the chassis retains a hybrid carbon fiber and aluminum construction, while a separate report puts the weight distribution at 42/58 front to rear. That rearward bias, combined with rear-wheel drive, creates a car that teaches throttle discipline in the most direct way possible. For aspiring GT racers, the value proposition is clear: learn to manage oversteer in a relatively controlled one-make environment before stepping up to multi-manufacturer GT3 grids where the stakes and the closing speeds are considerably higher.
| Specification | Huracan LP 620-2 Super Trofeo |
|---|---|
| Engine | 5.2L naturally aspirated V10 |
| Power | 620 CV (611 hp) |
| Drivetrain | Rear-wheel drive |
| Dry Weight | 1,270 kg (2,800 lb) |
| Weight/Power | 2.05 kg/CV |
| Engine Management | Motec control unit |
| Street Legal | No |
Gallardo Super Trofeo: A Worthy Benchmark on the Same Grid
The Gallardo LP 570-4 Super Trofeo earned its reputation over several seasons as a forgiving, fast, and remarkably durable customer race car. Its all-wheel-drive system gave gentleman drivers confidence, and the series built a loyal base of teams and privateers around it. Running the Gallardo alongside the Huracan in 2015, with separate championship standings, lets existing teams continue competing without being forced into an immediate and expensive platform switch.
The arrangement also creates a fascinating on-track dynamic. Drivers in the older car know their machinery intimately. They new car are learning a fundamentally different chassis philosophy. In mixed-traffic sessions, the contrast between AWD stability and RWD aggression should be visible to anyone watching from the grandstands or following timing screens. Forum discussion among Lamborghini enthusiasts at the time reflected genuine excitement about this generational overlap, with some owners expressing a preference for the Gallardo’s raw character even as they acknowledged the Huracan represented the future.
Why Super Trofeo Matters More Than the Calendar Suggests
One-make racing series serve a specific purpose in the supercar ecosystem. The Super Trofeo program functions as a driver development pipeline, a marketing platform, and an engineering proving ground. Running alongside the Blancpain Endurance Series weekends gives Lamborghini’s customer racers access to the same paddock infrastructure and audience as multi-class GT racing, a meaningful brand exposure advantage.
The deeper strategic play becomes clearer in hindsight. The skills and data Squadra Corse accumulated through the Super Trofeo program fed directly into Lamborghini’s GT3 efforts. According to Autoblog, the Temerario GT3 revealed at the 2025 Goodwood Festival of Speed is Lamborghini’s first competition car fully designed, developed, and built in-house. That capability did not materialize overnight. Years of running the Super Trofeo series, refining race-spec hardware, and building relationships with customer teams created the organizational muscle that made an in-house GT3 program possible.
Lamborghini has not publicly disclosed a specific cost of participation in the Super Trofeo series. The program does offer a structured, well-supported environment with identical machinery, professional organization through SRO, and a clear pathway toward higher-tier competition. The financial commitment is substantial by any measure, but the series remains one of the more accessible entry points into serious GT-level motorsport for drivers with supercar-level budgets.
The Competitive Landscape: Where Lamborghini Fits
Lamborghini’s Super Trofeo operates in a competitive space alongside Ferrari’s Challenge series and Porsche’s various one-make cups. Each manufacturer uses these programs to accomplish roughly the same goals: keep wealthy enthusiasts engaged with the brand, develop future factory-supported drivers, and generate trackside content that reinforces the performance narrative.
What distinguished the 2015 Huracan Super Trofeo from its rivals was the deliberate choice to go rear-wheel drive in a segment where some competitors offered AWD safety nets. That decision prioritized driver education over lap-time accessibility, a philosophy that aligned the Super Trofeo more closely with the GT3 regulations its graduates would eventually encounter. Whether that trade-off attracted or discouraged prospective customer racers depended entirely on what they wanted from the experience: a weekend trophy or a genuine racing education.
Five Circuits, One Transition Season
The five confirmed venues read like a greatest-hits compilation of European motorsport. Monza’s long straights reward the V10’s top-end pull. Silverstone’s high-speed corners test aerodynamic confidence. Paul Ricard’s extensive runoff areas provide a margin of safety for drivers learning new machinery. Spa-Francorchamps, with Eau Rouge and the unpredictable Ardennes weather, remains one of the most demanding tracks on any calendar. The Nurburgring, where the Huracan Super Trofeo made its debut, brings the season full circle.
The 2015 season ultimately concluded with the World Finals at Sebring International Raceway, bringing together the European, Asian, and North American Super Trofeo series for a combined championship finale. For Lamborghini, the season marked a clean transition: the Gallardo took its final competitive bows, the Huracan proved its credentials, and Squadra Corse demonstrated that its customer racing infrastructure could manage a generational platform change without losing momentum. Every Huracan Super Trofeo EVO and GT3 variant that followed owes something to this transitional year.
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