Barcelona, October 2020: Super Trofeo Europe’s Return to Catalonia
When Lamborghini’s Squadra Corse operation brought its flagship one-make series back to the Circuit de Barcelona-Catalunya in October 2020, it marked the first visit in nine years. Round three of the season arrived with a compressed five-round calendar, a grid of identical Huracán Super Trofeo EVO machines, and a championship fight tight enough to make every qualifying lap count. Two 50-minute races, each with a mandatory pit stop, were scheduled for October 10 and 11, streamed live on Squadra Corse’s YouTube channel.
On paper, it looked like a routine mid-season round. In retrospect, Barcelona captured something more revealing about how Lamborghini uses its customer racing infrastructure. The series was quietly developing drivers, testing team partnerships, and refining a platform that would eventually hand the baton to an entirely new generation of race car. That dual purpose, competitive spectacle layered over long-term talent cultivation, is the thread that runs through every detail of the weekend.
Championship Stakes: Who Led and Who Was Chasing
Heading into Barcelona, Miloš Pavlović and Raul Guzman sat atop the Pro standings with 49 points, nine clear of Dean Stoneman, who had split Nürburgring victories with Kevin Rossel and Alberto Di Folco at the preceding round. Stoneman, running with Bonaldi Motorsport, picked up a formidable new co-driver for Barcelona: Patrick Kujala, a double Super Trofeo Europe champion who won the Pro title in 2015 and the Pro-Am crown in 2016 with the same Bonaldi squad. That kind of pairing, a proven champion slotting in alongside a title contender mid-season, tells you how seriously teams treated every available point.
Oregon Team’s Dorian Boccolacci and Kevin Gilardoni entered Barcelona fresh from their first Super Trofeo Europe podium at the Nürburgring, and the momentum clearly suited them. Lamborghini’s own event summary positioned them as dark horses, but the weekend told a different story. According to post-race reporting, Boccolacci and Gilardoni swept both Barcelona races in the Pro class, claiming their maiden victories after Stoneman and Kujala received a time penalty in Race 1. Stoneman, despite a pitlane speeding penalty in Race 2, still managed to take over the overall championship lead by the end of the weekend.
The supporting classes mirrored that intensity. In Pro-Am, the season-long duel between Gerard Van der Horst and Loris Spinelli (Van der Horst Motorsport) and the VS Racing pairing of Karol Basz and Andrzej Lewandowski continued, with Basz and Lewandowski already carrying two Pro-Am wins that season. Massimo Mantovani of Target Racing held a commanding Am class lead, 20 points clear of Claude-Yves Gosselin and Giuseppe Fascicolo at Boutsen Ginion. The Lamborghini Cup battle between Hans Fabri (Imperiale Racing) and Martin Lechman (Konrad Motorsport) was separated by just six points, though Lechman’s absence from Barcelona effectively conceded ground. Across every category, the compressed calendar amplified the consequences of a single weekend’s results.
Grid Shuffles and Home Soil Heroes
One of the quieter stories of the Barcelona round involved the grid’s constant reshuffling, a feature that reveals Super Trofeo’s deeper function as a talent incubator. Leipert Motorsport brought in new Pro class entrants Noah Watt (son of former Formula 3000 driver Jason Watt) and Sebastian Balthasar, while VS Racing swapped Olli Kangas for Alessio Deladda in the number 6 car. Teams experiment with pairings, young drivers get seat time against established names, and the series absorbs new entrants without disrupting the competitive balance.
Guillem Pujeu Beya, a single-seater graduate in his first Super Trofeo season, raced on home soil in the number 69 Leipert Motorsport entry alongside Jonathan Jurek. For a driver transitioning from open-wheel racing to GT machinery, the Huracán Super Trofeo EVO‘s naturally aspirated V10 and rear-wheel-drive layout offered a distinctly different education. The car rewards precision and punishes overconfidence, which is precisely why Lamborghini designed the series this way.
Kurt Wagner and Libor Dvoracek of Micanek Motorsports ACCR returned after mechanical issues at the Nürburgring had derailed their campaign. In a compressed calendar with rounds at Misano Adriatico, Nürburgring, Barcelona, Spa-Francorchamps, and Circuit Paul Ricard, losing a weekend to reliability problems carried outsized consequences. Every one of these stories, the mid-season arrivals, the single-seater converts, the teams clawing back from lost weekends, illustrates the same point: Super Trofeo’s rotating grid is not instability but rather a deliberate mechanism for broadening Lamborghini’s competitive talent pool.
The Huracán Super Trofeo EVO as a Racing Education Tool
Every competitor at Barcelona drove the same car: the Huracán Super Trofeo EVO, a track-only machine built around Lamborghini’s 5.2-liter naturally aspirated V10 and a sequential gearbox sending power exclusively to the rear wheels. The one-make format strips away the engineering arms race that dominates GT3 or prototype racing, placing the emphasis squarely on driver skill, team strategy, and setup optimization within tightly controlled regulations.
Ferrari’s Challenge series and Porsche’s Carrera Cup operate on similar principles, but Lamborghini’s version occupies a specific niche: it functions as a feeder system for Squadra Corse’s broader GT racing ambitions. Drivers who prove themselves in Super Trofeo graduate to GT3 programs with factory backing, carrying institutional knowledge of how Lamborghini builds and campaigns race cars. The series, established in 2009, has been running long enough that its alumni network now extends across multiple tiers of international GT racing. A double champion like Kujala showing up mid-season to partner a title contender is not unusual; it is the system working as intended, circulating experience back through the grid.
For anyone considering entry into customer racing, the practical takeaway is worth noting. Super Trofeo offers a structured, relatively controlled environment where the cost of competition is bounded by the spec-car format, but the quality of the racing and the caliber of co-drivers make it a genuinely competitive proving ground.
From the Huracán’s Twilight to the Temerario GT3 Era
The 2020 Barcelona round took place during what we now recognize as the Huracán’s mature period. The platform had been refined through multiple Super Trofeo iterations, and the EVO variant represented years of accumulated development in aerodynamics, cooling, and chassis tuning. The series has since moved to the Huracán Super Trofeo EVO2, which one source describes as delivering 620 horsepower from the same 5.2-liter V10 through an XTRAC six-speed sequential gearbox.
The larger strategic picture centers on what comes next. The Temerario GT3, which Autoblog reports debuted at the 2025 Goodwood Festival of Speed, represents Lamborghini’s first competition car fully designed, developed, and built in-house. That distinction matters. Previous Lamborghini GT3 efforts relied on external partners for significant portions of the engineering and construction. It signals a deeper commitment from Sant’Agata to owning its motorsport pipeline from concept through competition.
For teams and drivers who built their programs around the Huracán’s characteristics, this transition means adapting to an entirely new powerband, different weight distribution, and the complexities of turbo management in wheel-to-wheel racing. Yet the operational knowledge Squadra Corse accumulated through years of supporting customer teams at scale, knowledge forged at rounds like Barcelona 2020, transfers directly to the Temerario program regardless of what engine sits behind the driver.
Barcelona Keeps Returning: The Circuit’s Role in Super Trofeo History
The Circuit de Barcelona-Catalunya’s 2020 appearance on the Super Trofeo Europe calendar was notable partly because of its nine-year absence from the series. The track continues to feature in the championship’s rotation. According to Hankook Motorsports, Barcelona is scheduled to host the penultimate round of the current season on October 11-13, reinforcing its position as a late-season pressure point where championship margins tend to narrow.
Spa-Francorchamps remains the only circuit to have hosted every edition of the Lamborghini Super Trofeo Europe since the series began. Barcelona lacks that unbroken streak, but its combination of high-speed corners, heavy braking zones, and abrasive surface conditions makes it a particularly demanding test of car and driver. The 2020 round demonstrated that clearly: penalties, mechanical failures, and strategic gambles all played decisive roles across a single weekend.
Lamborghini has not published detailed information connecting specific 2020 Barcelona competitors to current factory-supported GT3 drives. What the weekend does confirm is that Super Trofeo’s rotating grid of proven champions, ambitious rookies, and gentleman drivers competing in identical machinery continues to serve its intended purpose: identifying talent and building the operational muscle that Squadra Corse needs as its racing ambitions expand into the Temerario era. The trophies matter to the drivers who earn them. The infrastructure that produces those drivers matters more to Lamborghini.
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