The Huracán Super Trofeo Arrives at The Quail
On August 18, 2014, Lamborghini pulled the covers off its next-generation one-make race car at The Quail, A Motorsports Gathering: the Huracán LP 620-2 Super Trofeo. The venue was deliberate. Pebble Beach week concentrates the world’s most serious collectors and racing enthusiasts along one coastal strip, and Lamborghini used that audience to position the car not as a mild track upgrade but as the foundation for every Super Trofeo grid across Europe, Asia, and North America starting in 2015.
The Lamborghini Blancpain Super Trofeo series, inaugurated in 2009, had spent five seasons running Gallardo-based machinery. Replacing that car meant more than bolting a roll cage into the new Huracán platform. Maurizio Reggiani, then Board Member and Director of Research and Development, framed the ambition plainly:
“The Huracán Super Trofeo is an all-new car built from scratch with a clear racing concept. We believe the car will be as fun for fans to watch as it will be rewarding for our racers to drive.”
That phrase, “built from scratch,” carries weight when you consider what Lamborghini actually changed. The road-going Huracán LP 610-4 is an all-wheel-drive grand tourer with a dual-clutch gearbox and a cabin full of leather and Alcantara. The Super Trofeo shares the engine family and the basic silhouette, but almost everything between the firewall and the rear axle was re-engineered for a single purpose: competitive one-make racing.
What “Built from Scratch” Actually Means Under the Bodywork
The most telling decision sits at the core of the drivetrain. The road car sends power to all four wheels through Lamborghini’s electronically controlled Haldex-based system. The Super Trofeo deletes the front driveshaft entirely, routing all 620 horsepower to the rear axle alone. That switch, reflected in the “LP 620-2” designation (2 for due ruote motrici, two driven wheels), changes the car’s fundamental handling character. A rear-drive race car rotates differently under braking, demands more precise throttle application on corner exit, and rewards drivers who can manage oversteer rather than relying on front-axle traction to pull them straight.
The chassis is a hybrid carbon fiber and aluminum construction, sharing its basic architecture with the road car’s monocoque but featuring modified geometries to accommodate a larger radiator, racing suspension pickup points, and the integrated roll cage. That cage alone weighs 95 lbs and meets FIA specifications, meaning Squadra Corse designed it as a structural element rather than an afterthought welded into an existing cabin.
Equally revealing is the gearbox choice. Lamborghini specified a six-speed sequential transmission, electrically actuated by Marelli, paired with a three-disc racing clutch and lightweight flywheel, replacing the road car’s seven-speed dual-clutch unit entirely. Sequential boxes sacrifice the smoothness of a dual-clutch for brutally fast, mechanical shifts that a driver can execute under full load without lifting. For a one-make series car, where driver skill should determine the outcome rather than software calibration, that choice makes sense.
Engine management follows the same philosophy, moving from the road car’s proprietary system to a MoTeC M182 unit with a nine-position traction control system. The MoTeC platform is an industry standard in customer racing because it gives teams transparent data access and adjustable parameters without requiring manufacturer-level software tools. Paired with a 12-position racing ABS and adjustable brake bias, the cockpit becomes a workshop where drivers tune the car’s behavior to their style and the circuit’s demands.
The Numbers That Matter on Track
The naturally aspirated 5.2-liter V10 produces 620 horsepower at 8,250 RPM and 570 Nm (419 lb-ft) of torque at 6,500 RPM. That peak power figure sits 10 hp above the road car’s output, but the real gains come from weight reduction and aerodynamic efficiency rather than raw horsepower.
According to one source, the Super Trofeo weighs 335 pounds less than the street-legal Huracán, bringing dry weight down to 1,270 kg (2,800 lbs). The resulting weight-to-power ratio lands at 2.05 kg per CV. The road car’s curb weight hovers around 1,422 kg with fluids, meaning the race car shed roughly 15 percent of its mass through carbon body panels, stripped interior, Lexan windows, and the deletion of comfort and convenience hardware.
| Specification | Detail |
|---|---|
| Engine | 5.2L V10, naturally aspirated |
| Peak Power | 620 CV (456 kW) at 8,250 RPM |
| Peak Torque | 570 Nm (419 lb-ft) at 6,500 RPM |
| Dry Weight | 1,270 kg (2,800 lbs) |
| Drivetrain | Rear-wheel drive |
| Gearbox | 6-speed sequential (Marelli) |
| Weight Distribution | 42% front / 58% rear |
| Fuel Capacity | 118 liters (31.2 gal) |
Braking hardware comes from Brembo and PFC, with steel discs measuring 380x35mm up front and 355x32mm at the rear, clamped by six-pot monoblock calipers at the front and four-pot monoblocks at the rear. The suspension is double-wishbone with rigid bushings, eliminating the compliance built into road-car rubber mounts that absorbs bumps but introduces imprecision. Pirelli supplies the rubber: 305/660-18 at the front and 315/680-18 at the rear, both in DH compound.
That 42/58 front-to-rear weight distribution, combined with rear-wheel drive, gives the car a classic mid-engine race car balance. The rearward bias loads the driven wheels under acceleration while keeping the front end light enough for responsive turn-in.
Three gentlemen pose with a grey Lamborghini Huracán Super Trofeo, flanked by a green Huracán and a red Aventador at an outdoor event.
Why the Super Trofeo Exists as a Separate Machine from the GT3
A natural question follows: why build a separate race car for the Super Trofeo series when Lamborghini also campaigns the Huracán GT3? The answer lies in the regulatory and philosophical differences between the two programs.
The Super Trofeo runs in a controlled, single-marque environment where every car on the grid is identical. Lamborghini sets the rules, controls the parts supply, and defines the performance envelope. That freedom allows Squadra Corse to run the V10 at its full 620 hp without the restrictions that govern multi-manufacturer competition. The GT3 car, by contrast, must comply with FIA Balance of Performance regulations that deliberately limit power (often closer to 500 hp, according to available reporting) and dictate aerodynamic parameters to ensure competitive parity across brands.
Beyond regulations, the Super Trofeo series functions as both proving ground and feeder system. Drivers who perform well in the one-make championship build the skills, data literacy, and racecraft needed to step up to GT3 competition, where they race against Ferrari, Porsche, and McLaren machinery. For Lamborghini, the series also serves as a laboratory: lessons learned from hundreds of racing hours across three continents feed directly into GT3 development and, eventually, into road car engineering.
The complete aero kit, attached with quick-fixing Dzus fasteners, reflects the practical reality of club-level racing. When a driver clips a barrier or another car, the crew needs to replace body panels in minutes, not hours. That repairability is a design priority that road cars and even GT3 cars, with their more complex aerodynamic packages, handle differently.
From Gallardo Grids to Huracán Dominance: The Series Evolution
The shift from Gallardo to Huracán machinery represented the largest single upgrade in the Super Trofeo’s history. The Gallardo-based cars ran from the series’ 2009 inauguration through 2014, and while they built a loyal following, the platform’s age was showing. The Huracán’s stiffer hybrid chassis, more advanced aerodynamics, and superior ergonomics gave Squadra Corse a modern foundation to build on.
What followed proved the wisdom of the investment. The original Super Trofeo spawned the EVO and then the EVO2, each iteration refining aerodynamics, cooling, and driver aids while maintaining the core architecture. The Huracán Super Trofeo EVO2 remains on active grids in the 2026 season, more than a decade after the platform’s debut. That longevity is unusual in customer racing, where manufacturers typically cycle through platforms every five to seven years.
For teams evaluating the cost of participation, that durability matters enormously. A race car that remains competitive and supported for a decade amortizes its purchase price far more effectively than one that becomes obsolete after three seasons. Lamborghini has not publicly disclosed the purchase price of the Super Trofeo or the full operational costs of a season, but the series’ continued growth across three continental championships suggests the economics work for enough teams to sustain healthy grids.
The next chapter is already taking shape. The Temerario GT3, which Autoblog reports is Lamborghini’s first competition car fully designed, developed, and built in-house, represents a direct descendant of the engineering discipline Squadra Corse developed through a decade of Huracán Super Trofeo iterations. When Lamborghini says the Temerario GT3 was built entirely within Sant’Agata, the organizational capability to do that traces back to the infrastructure and expertise built around the car that debuted at The Quail in August 2014.
What the Super Trofeo Means for Enthusiasts Who Never Race
Even for those who never plan to strap into a six-point harness, the Super Trofeo program matters. The technology transfer is real but often invisible. Rigid-bushing suspension geometry, rear-biased weight distribution tuning, and aerodynamic development validated at racing speeds all filter into models like the Huracán Performante and STO. When Lamborghini’s engineers talk about active aerodynamics on a road car, they draw on data collected from thousands of racing laps in Super Trofeo and GT3 competition.
The collector market has noticed. Autoblog reported a 2020 Huracán Super Trofeo EVO Collector edition with just 84 miles appearing on the auction market, positioning these race cars as artifacts of Lamborghini’s naturally aspirated V10 era. As the brand transitions to the twin-turbo V8 hybrid architecture of the Temerario, the Super Trofeo cars represent the final expression of a pure, screaming, atmospheric V10 in a purpose-built racing chassis. That combination will not return.
For buyers watching the Temerario program develop, the Super Trofeo’s legacy offers a useful lens. Lamborghini proved through this car that it could engineer a credible, durable, globally competitive race platform. The question now is whether the Temerario GT3 can replicate that success with forced induction and hybrid complexity, against rivals who have been racing turbocharged machinery for years. The foundation, at least, was laid on the lawns of The Quail over a decade ago.
