Two-Tenths of a Second: How the Huracán GT3 EVO2 Keeps Winning Before the Temerario Takes Over

An 11-Second Rout and a Last-Corner Lunge

Barwell Motorsport’s #78 Lamborghini Huracán GT3 EVO2 won the opening one-hour sprint at Snetterton by more than 11 seconds. On the same weekend, Oregon Team’s #63 car snatched victory at the Hungaroring on the final corner of the final lap, crossing the line by two-tenths of a second. Two different countries, two different series, two completely different stories, and the same car underneath both. Together, the results illustrate why the Huracán GT3 platform has sustained a decade of customer-team loyalty, and why the Temerario GT3 that replaces it will inherit both enormous expectations and an operational playbook no rival can easily replicate.

At Snetterton, round four of the British GT season, Shaun Balfe and Lamborghini Factory Driver Sandy Mitchell inherited pole after a penalty demoted the qualifying-fastest Mercedes. Balfe built a gap of more than six seconds before handing the car to Mitchell at the mandatory driver change. Barwell made a shrewd call: fresh tires went onto the #78 while the rest of the field ran used rubber. Mitchell, a driver who already knows this car and this circuit intimately, turned that advantage into an insurmountable lead over the chasing BMW of Dan Harper. The sister Barwell entry of Mark Sansom and Will Tregurtha added a Silver-Am podium for good measure.

“It was one of those perfect races, which doesn’t happen very often in British GT, it’s so competitive,” Mitchell said.

The Hungary story was messier and more dramatic. Oregon Team, the defending International GT Open champions, qualified fourth at the Hungaroring with Maximilian Paul and Pierre-Louis Chovet aboard the #63. After the pit stops in race two, Paul settled into third behind a Ferrari. The positions looked locked. On the final lap, the Ferrari made a clumsy move on the leading McLaren, and Paul pounced, passing the Ferrari around the outside at the very last corner. Two-tenths. That is the margin that separates a points haul from a trophy.

Why the EVO2 Still Works

Strip away the weekend drama and both victories trace back to the same engineering philosophy. The Huracán GT3 EVO2 is a naturally aspirated V10 rear-wheel-drive race car developed by Lamborghini Squadra Corse and based heavily on the road-going Huracán STO. That architecture sounds simple compared to the turbocharged and hybrid machinery now populating GT3 grids, but simplicity is precisely the point in customer racing. A naturally aspirated engine delivers linear, predictable power that gentleman drivers can modulate with confidence. Rear-wheel drive simplifies setup choices. And a decade of iterative development means the known failure modes are, well, known.

The EVO2 designation brought updated aerodynamics compliant with the latest GT3 regulations, along with refinements to the V10 including electronically actuated throttle bodies and titanium valves. Crucially, existing Huracán GT3 EVO cars could be upgraded to EVO2 specification, keeping the installed customer base competitive without demanding a full new-car purchase. That upgrade path is an underappreciated part of Lamborghini’s customer racing economics: teams protect their initial investment while staying current, which in turn deepens their commitment to the platform.

For context on the broader Huracán racing ecosystem, Car and Driver tested the related Super Trofeo Evo2 variant and reported 612 hp, an estimated 2,950 lb curb weight, and a base price of $360,000. The GT3 car operates under different power regulations set by series organizers, but the underlying engine and chassis philosophy carry over directly.

Barwell’s Quiet Dynasty

Barwell Motorsport and the Huracán GT3 platform go back to 2016 in British GT. That relationship produced the Teams’ championship in 2017, 2020, 2021, and again in 2024, when the squad added the Drivers’ title with five wins across the season. Few customer teams in any GT3 series can claim that kind of sustained success with a single manufacturer’s car, and the longevity itself becomes evidence of the EVO2’s broader thesis: a predictable, well-supported race car compounds its advantages over time.

Customer racing only works when the factory provides consistent engineering backup, spare parts availability, and setup data that teams can trust. Barwell does not win four titles across eight seasons on driver talent alone. The operational reliability of the car matters just as much as its outright pace, and the fact that Barwell keeps coming back to the Huracán platform instead of shopping for alternatives tells you something about the total package Squadra Corse delivers.

Mitchell’s comment about the Snetterton weekend captures a broader truth about British GT: the series is fiercely competitive, with factory-supported entries from Mercedes-AMG, BMW, McLaren, and Aston Martin all fighting for the same trophies. An 11-second winning margin in that context is not routine. It reflects a team and a car operating at the top of their respective games, and it sets a benchmark the Temerario will eventually need to match.

The Temerario GT3 and What Comes Next

Every win the Huracán GT3 EVO2 collects now adds to the legacy its successor will need to match. The Temerario GT3 marks a genuinely new chapter: it is the first race car entirely designed and developed in-house at Lamborghini’s Sant’Agata Bolognese facility, a shift from the external partnerships that shaped earlier Huracán-based racers.

The engineering pivot is significant. Where the Huracán GT3 EVO2 relies on a naturally aspirated V10, the Temerario GT3 adapts the road car’s 4.0-liter twin-turbo V8, re-engineered for GT3 regulations and stripped of its hybrid components. According to Road & Track, Lamborghini stuck with updated versions of the same basic Huracán for a full decade while competitors like Porsche cycled through multiple entirely new GT3 platforms. The Temerario represents Lamborghini’s answer to that gap.

Development was integrated from the earliest stages of the road car’s design, which allowed the race car’s aluminum spaceframe chassis to be optimized from the start rather than adapted after the fact. Car and Driver reported that the car was revealed at the 2025 Goodwood Festival of Speed, with a competitive debut scheduled for the 2026 12 Hours of Sebring.

For customer teams currently running the Huracán, the transition raises practical questions. A new powertrain means new setup philosophies, different turbo management techniques, and a changed power delivery character. The lessons Squadra Corse learned supporting teams like Barwell and Oregon Team through years of Huracán development should, in theory, inform how they roll out the Temerario to the same customer base. Drivability for gentleman drivers was reportedly a key development target during testing, which suggests Lamborghini understands that raw pace means nothing if the paying customers cannot extract it.

Where Lamborghini Stands on the GT3 Grid

GT3 racing in 2023 features factory-supported programs from Ferrari, Porsche, Mercedes-AMG, BMW, McLaren, Aston Martin, and others. The grid is deeper and more professional than at any point in the category’s history. Lamborghini competes in this environment primarily through customer teams rather than a massive factory works effort, which makes results like Barwell’s dominance and Oregon Team’s title defense all the more telling.

The strategic calculation is straightforward: every customer team win validates the car, which sells more cars to more teams, which generates more wins. The Huracán GT3 platform sustained that virtuous cycle for a decade. Whether the Temerario GT3 can restart it against competitors who did not stand still is the central question facing Squadra Corse.

These results matter beyond the trophies for enthusiasts watching from outside the paddock, too. Lamborghini’s road cars borrow credibility from their racing counterparts. The Huracán STO’s connection to the GT3 program was not just marketing copy; the shared V10 architecture and rear-wheel-drive layout gave the road car a genuine racing lineage. The Temerario will need to establish the same connection, this time with a turbocharged engine that sounds and behaves differently from anything Lamborghini has raced before.

Paul’s last-corner pass at the Hungaroring and Mitchell’s controlled demolition at Snetterton are the kind of results that keep the Huracán GT3 EVO2 relevant in its final seasons. They also set the bar for what comes next. Lamborghini’s in-house development bet on the Temerario GT3 carries real risk, but the foundation of customer team loyalty and operational knowledge built over a decade of Huracán racing is the strongest possible starting point.

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