Three Continents, One Extended Alliance
Lamborghini confirmed its 2020 Super Trofeo calendars spanning Asia, Europe, and North America, pairing the announcement with a significant piece of strategic news: the extension of its partnership with SRO Motorsports Group through the 2021 and 2022 seasons. Sixteen circuits, thirty-six races, and a new World Final host in Misano Adriatico form the skeleton of the upcoming season, yet the real weight of this announcement sits in the SRO renewal, which locks Lamborghini’s one-make series into the broader GT World Challenge ecosystem for at least three more years.
Giorgio Sanna, Head of Lamborghini Motorsport, framed the extension as continuity with purpose, noting the relationship stretches back to the 1990s and emphasizing the synergy between Super Trofeo and the GT3 championships where Lamborghini competes. Sanna is describing a pipeline, not a standalone series. The Super Trofeo exists to feed drivers, teams, and engineering knowledge upward into Lamborghini’s factory-backed GT3 efforts, and the SRO deal keeps that pipeline connected to the most relevant professional racing infrastructure in GT motorsport.
Stephane Ratel, founder and CEO of SRO Motorsports Group, offered his own historical anchor, referencing SRO’s involvement with Lamborghini’s one-make racing dating to the Diablo SVR series in 1996. That predates the Super Trofeo itself by more than a decade and places this partnership among the longest-running manufacturer-promoter relationships in customer racing.
A Partnership Rooted in the Diablo Era
The Diablo SVR connection deserves closer attention because it reframes what the SRO relationship actually represents. Most coverage of Lamborghini’s customer racing treats the Super Trofeo as a product of the modern Squadra Corse era, which launched in 2009. The reality is more layered. SRO’s organizational DNA and Lamborghini’s one-make ambitions intertwined nearly a quarter century ago, when the idea of wealthy amateurs racing identical Lamborghinis on European circuits was still experimental.
That long institutional memory gives Lamborghini something competitors in the one-make space do not always enjoy: a promoter that understands the brand’s specific audience. Ferrari runs its Challenge series in-house. Porsche’s Carrera Cup operates through regional promoters. Lamborghini chose to embed its series within SRO’s broader GT weekend format, which means Super Trofeo grids share paddock space, media coverage, and spectator attention with GT World Challenge entries. For a team owner or aspiring driver, that proximity to professional GT3 racing is a tangible benefit: you are not racing in isolation but adjacent to the cars and teams you might graduate into.
The extension through 2022 signals confidence from both sides. SRO gains a reliable grid filler and a marquee brand that draws spectators. Lamborghini gains logistical infrastructure, race control expertise, and calendar alignment it would struggle to replicate independently. Both the Asian and European Super Trofeo championships will continue running in conjunction with SRO’s GT World Challenge events, meaning Lamborghini’s customer racers benefit from the same broadcast, timing, and safety standards as the professional GT3 field.
The 2020 Calendar: Familiar Circuits and Strategic Returns
Europe’s twelfth edition opens at Monza in April, a circuit where Lamborghini says the Huracán Super Trofeo Evo produced an average qualifying speed of 194.2 km/h in 2018. The series then moves to Circuit Paul Ricard in late May, a return after a two-year absence, before heading to Spa-Francorchamps in July. Spa holds a unique distinction as the only circuit to have hosted the Super Trofeo Europe continuously since the series began in 2009. Nürburgring follows in early September, and Barcelona’s Montmeló circuit returns for the penultimate round in mid-October, its first appearance on the Super Trofeo calendar since 2011.
The Asian championship enters its ninth edition, opening at Sepang in Malaysia before visiting Fuji and Suzuka in Japan. Shanghai hosts the final Asian round before the World Final, with one round still to be announced.
North America’s eighth edition starts at Barber Motorsports Park in Alabama, followed by Watkins Glen. The most notable calendar change comes in mid-July: the Super Trofeo visits the Toronto street circuit for the first time, replacing Road America. A street circuit is a meaningful departure for a series built around purpose-built tracks. The confined, unforgiving walls of a temporary street layout test car control and driver composure in ways that wide-runoff circuits simply do not. VIRginia International Raceway, a calendar fixture since 2013, and Laguna Seca round out the North American schedule.
All three continental series converge at Misano Adriatico for the 2020 World Final on October 29 through November 1. Misano replaces Jerez, which hosts the 2019 finale, and brings the season-ending event closer to Lamborghini’s Sant’Agata Bolognese headquarters. For a brand that treats its factory as a pilgrimage site, staging the World Final on Italian soil along the Adriatic coast carries symbolic weight and reinforces the pipeline’s gravitational pull toward the mothership.
Rule Changes and What They Signal for Aspiring Competitors
The race format itself remains stable: two 50-minute races per weekend, rolling starts, mandatory pit stops, and four competition categories (Pro, Pro-Am, Am, and Lamborghini Cup). That stability matters for teams investing in logistics, staffing, and driver preparation across multiple seasons, because constant rule changes erode the value of accumulated experience.
One new wrinkle stands out. For the first time, single drivers will be permitted to compete in the Pro category. Previously, Pro entries required driver pairings. Allowing solo entries lowers the organizational barrier for a fast driver who may not have a co-driver relationship or a team structure built around two-driver endurance formats. It also opens the Pro class to a slightly different competitive dynamic, where individual pace over 50 minutes matters more than the combined package of two drivers and a clean driver change.
For anyone considering a Super Trofeo campaign, the practical question is always cost. Lamborghini does not publish a turnkey season budget in its official materials, and estimates vary widely depending on region, team affiliation, and travel logistics. What the series does offer is a controlled variable set: every car on the grid is a Huracán Super Trofeo Evo, a purpose-built race car that is typically not street-legal and runs identical specifications. That parity means results reflect driver skill and team preparation rather than engineering budgets, which is the entire philosophical point of a one-make championship and the foundation on which the pipeline’s credibility rests.
How drivers progress beyond Super Trofeo into GT3 competition is a question the official announcement does not address directly. The structural answer is visible in Lamborghini’s broader Squadra Corse operation. Teams that run Super Trofeo entries often field GT3 cars as well, and the shared SRO paddock creates natural networking opportunities between customer racers and professional team managers. Road-going models like the limited-edition Huracán STJ drew direct inspiration from Super Trofeo racing cars, illustrating how the competitive program influences Lamborghini’s commercial lineup, not just its racing one.
Super Trofeo’s Place in Lamborghini’s Motorsport Ecosystem
Zoom out and the SRO extension reveals its full strategic contour. Squadra Corse now develops GT3 machinery in-house. According to Autoblog, the Temerario GT3 debuted at the 2025 Goodwood Festival of Speed as Lamborghini’s first competition car fully designed, developed, and built internally, a significant shift from the Huracán GT3 era, where external partners handled much of the race car development.
The Super Trofeo series functions as the first rung on this ladder. A gentleman driver buying a Huracán Super Trofeo Evo and racing a regional calendar gains seat time, racecraft, and familiarity with Lamborghini’s competition environment. The most talented or ambitious among them graduate to GT3, where the competition is stiffer, the cars are faster, and the path toward factory-supported drives becomes visible. Without the Super Trofeo feeding that funnel, Lamborghini’s GT3 program would need to recruit drivers and teams from outside its own ecosystem, weakening brand loyalty and diluting the pipeline.
This is what separates the SRO extension from a routine commercial agreement. Lamborghini is not simply buying calendar slots; it is securing the organizational framework that connects its entry-level customer racers to its highest-profile competitive efforts. Ferrari runs a similar vertical through its Challenge series and Competizioni GT division. Porsche does it through Carrera Cup and its Supercup. Lamborghini’s version runs through SRO, and the renewed partnership ensures that architecture remains intact through at least 2022.
For enthusiasts watching from the outside, the 2020 calendar offers spectating opportunities across three continents and some of the world’s most storied circuits. For those considering participation, the message is straightforward: the series is stable, the format is proven, the car is equal across the grid, and the pathway upward through Lamborghini’s motorsport ranks remains open. Whether that pathway eventually leads to a Temerario-based Super Trofeo car in future seasons is a question Lamborghini has not yet answered, but the structural investment suggests the company is building for a long horizon, not a single season.
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