The Sterrato is finished with rugged plastic cladding, rally-spec lights, Bridgestone Dueller run-flat tyres and a £232,820 price tag. A few are still up for grabs, but they won’t be for long.
Mohr says that Huracáns – or any other super-sports Lamborghinis – are usually developed with measurable performance parameters in mind. Some are applied here, but there was also an emphasis on the subjective. Unless you can put measurable KPIs on smiles.
Lamborghini is one of the more flamboyant sports car companies, so you settle into a lively Huracán-spec interior, whose only notable nods to being a Sterrato are the switch for the spotlights, some instrumentation changes (inclinometer, compass, steering angle indicator) and a new Rally calibration on the driving-mode selector. Those aside, the naturally aspirated 5.2-litre V10 – Lamborghini’s last – fires with a noisy bark to a loud idle.
This, like track-focused Huracáns, isn’t the subtlest car in the world. It’s a slight surprise, then, to discover just how docile the Sterrato is as a road car. On its 235/40 R19 front and 285/40 R19 tyres, it has a relaxed, easy and absorbent gait to its ride that’s slightly at odds with the sharpness of the 602bhp engine and quick seven-speed dual-clutch automatic transmission.
On British roads, it borders on tender. So velvety is the steering response that the point at which the car stops moving in a straight line and begins to arc into a change of heading isn’t something of which you’re ever particularly conscious.
It all means that when you have defanged the powertrain in Strada mode (short-shifting gearbox, exhaust valves closed, longest effective throttle), the Sterrato is confoundingly easy company when just getting from A to B. And that’s when you forget what you’re driving.