2023 Lamborghini Huracán Tecnica

2023 Lamborghini Huracán Tecnica

TECNICAly The Best Huracan Yet

Episode 4222
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

While we’d all like to see a Lamborghini Huracán STO sitting in our garage, it’s one car that truly does belong on a racetrack. Now, if there was only a way to get the STO’s performance in a street-friendly ride that’s as easy to drive as it is easy on the eyes. Well, Lamborghini has granted our wishes with the Huracán Tecnica!

Unless you spend a lot of time following all the goings-on in the exotic performance car world, you might find it hard to keep up with Lamborghini. Since they established a whole new level of supercar accessibility with the entry-level Huracán for 2015, they’ve been constantly evolving it, even adding Evo to the name of its current base model to drive the point home.

Their latest wind of change is this 2023 Lamborghini Huracán Tecnica which takes most of what makes the top STO great, including its engine, and puts it in a something a little more street-able; essentially creating an additional tweener model between mild and wild. Regardless, it’s a Lamborghini, so we couldn’t wait to get on the track at Savannah, Georgia’s Roebling Road Raceway. 

With all of its performance potential, it’s clear right away that the friendly Huracán nature remains fully intact. Your senses tell you to take it easy the first few laps, but you soon find yourself pushing harder and harder. 

Much of the STO’s outlandish aero treatments are gone, that means a smaller wing and fewer air intakes. But the car’s shape itself still creates an amazing amount of downforce, providing grip aplenty for the tires; which are 245/30 Bridgestone Potenza Sports in front, 305/30 in rear; all mounted on diamond-cut 20-inch wheels. The front splitter is unique, as is the rear fascia, along with a subtle reshaping of the panel at the base of the windshield.   

Lamborghini’s LDVI integrated driving dynamics control works through Strada, Sport, and Corsa drive modes, staying mostly behind the scenes enhancing your abilities, not holding back the car’s. For track use, Corsa puts you mostly in total control, though there always seems to be a safety net in place.  

The Tecnica is rear-wheel drive only, so the front end feels lighter than AWD variants, and more willing to turn in; aided by good steering feel for precise inputs, as well as standard rear-wheel steer. Carbon-ceramic brakes are included, giving great feel and consistent results throughout our track days. It absolutely wails going around the track thanks to the free-flowing exhaust of that glorious mid-ship mounted V10 engine.  

This 5.2-liter naturally aspirated V10 was an outlier when it first arrived; no turbos, superchargers, or battery assist. It’s even more so now, and we love hearing every one of its 631-horsepower and 417 lb-ft. of torque being made. It still works through the same 7-speed dual-clutch automatic transmission.  

Put to the straight-line test, despite being rear-drive only, there was no lack of grip off the line. Just immense power flowing non-stop. We hit 60 in only 2.9-seconds and finished the ¼ in 10.7-seconds at 134 miles-per-hour. 

Lamborghini has already said that they’ll be winding down Huracán production soon; so, were not sure whether to be sad about that, or excited for what’s next. At its base level, the Tecnica is more luxurious and less purposeful than the STO, but with the full cannon of Lamborghini customizations available, buyers can basically add in as many of the STO’s goodies as they want, including lots of carbon fiber.

Driven on the street, it’s not quite like a Camry, but it is comfortable and surprisingly easy to drive; though thankfully you can still hear plenty of mechanical noises, and you’re obviously well conscious of your investment.

While performance-wise the Tecnica is situated in between the base Huracán Evo and top STO, Lamborghini no longer offers a rear-wheel drive base Huracán, so the Tecnica actually starts a few thousand less, at $244,795.  Meaning, unless you absolutely need all-wheel drive, you can get the best of both Huracán worlds, and still pay a tad less for it.

So, while most people in our world today tend to look at compromise as a dirty word, it’s the very thing that made the Huracán a true game changer when it arrived, and what has continued to make it a longtime success story. The 2023 Lamborghini Huracán Tecnica takes that theme to the extreme; though engineered for the street, it feels equally at home on the track, making it “TECNICAly”, the best Huracán yet.



  • Engine: 5.2L V10
  • Horsepower: 631
  • Torque: 417 lb-ft
  • 0-60 mph: 2.9 seconds
  • 1/4 Mile: 10.7 seconds at 134 mph
2024 PHEV Roundup 1

2024 PHEV Roundup

You Don’t Have To Go Full EV To Live The EV Lifestyle

Episode 4338
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

You’ve heard us say many times that PHEVs– plug-in hybrid electrics– rather than BEVs– pure battery electrics– are a sound choice for many folks thinking about owning an electric vehicle. Well, buyers do seem to have gotten the message, as while recent sales of all-electric BEVs are down, PHEVs are suddenly skyrocketing. So, we thought we’d give you a close look at the range of PHEVs that are available today.

An EV when you want it, a fuel-efficient hybrid when you don’t; that’s the reason that PHEVs are so appealing, and why we feel they’re the perfect starter vehicle for this time of transition from internal combustion to all-electric. So, buckle up for an alphabetical rundown of all the mainstream PHEVs that are currently available.

BMW has many plug-in options, starting around $46,000 with the 2.0-liter I4-based 330e sedan and its 22 miles of EV range. There’s also a 750e sedan with more than 30 miles of EV range, and an xDrive50e X5 utility with closer to 40 miles of EV range, plus a high-performance XM with 738 horsepower. For partner Mini, a small 1.5-liter I4-based setup is available in the Cooper SE Countryman ALL4 utility with 18 miles of EV range, going for around $42,000.

Ford has been in the plug-in game for some time, and currently gets a great 37 miles of EV range out of their 2.5-liter I4-based setup which is available in both the Escape for about $36,000, and in its upscale Lincoln Corsair counterpart which goes for around $55,000.

Hyundai offers a pair of plug-in SUVs, the Santa Fe priced at around $43,000 and the Tucson which goes for about $40,000; both use a 1.6-liter I4 turbo engine. It shares with their corporate cousins over at Kia. The Sorento, which starts around $51,000, and the Sportage, beginning at $40,000, along with Kia’s Niro at $35,000. All get more than 30 miles of EV Range.

For the high-rollers, Land Rover has a six-cylinder P550e plug-in option for both the Range Rover and Range Rover Sport with 51 miles of range, starting around $119,000.

Mazda is very new to the plug-in game, with their inline-six based setup just recently becoming available in the new CX-70 and CX-90 SUVs, both with 26 miles of electric-only range, starting at $41,000.

Mercedes-Benz has offered quite a few PHEVs over the years, though currently their lineup only consists of the $70,000 GLE450e SUV with a 2.0-liter I4 and 48 miles of EV range; and a $128,000 3.0-liter I6 S580e sedan with 46 miles of range. Though a high-performance 671 horsepower AMG C 63 S E Performance will be blasting onto the scene soon.

We’re very familiar with this second-gen Mitsubishi Outlander PHEV, having had both generations as part of our long-term fleet. The current Outlander PHEV goes for $41,000 and gets 38 miles of EV range from its 2.4-liter I4-based setup.

Stellantis has a wide array of PHEVs available across their many brands, starting with the 3.6-liter V6 Pentastar-packing Chrysler Pacifica Hybrid. It arrived way back in 2017 and currently delivers 32 miles of EV range for $40,000.

More recently, they’ve added the technology to the Jeep brand with 4Xe versions of the Jeep Wrangler for $52,000 and the Grand Cherokee at $61,000. And their most recent setup has just arrived in the compact crossover segment with 33 miles of battery in both the $45,000 Alfa Romeo Tonale and the $42,000 Dodge Hornet R/T.

All of this started with the Toyota Prius of course, which you can now get a Prime version of for $34,000 with a 2.0-liter I4 and 40 miles of range. The RAV4 Prime goes for $45,000 getting 42 miles. Plus, there’s a trio of Lexus PHEV’s rolling with bigger batteries on board, the NX450h+, the RX450h+, and the TX550h+, starting around $58,000.

Volkswagen PHEVs stick to their premium brands, starting with the $58,000 2.0-liter I4-based Audi Q5 55TFSI e quattro SUV with 22 miles of battery range.

Bentley adds electric-motor assistance to a 2.9-liter twin-turbo V6 for both the $206,000 Bentayga SUV, which gets 18 miles of EV range, and the $217,000 Flying Spur sedan, which stretches it to 21 miles. That same setup is available at Porsche in E-hybrid versions of both the $93,000 Cayenne SUV and $110,000 Panamera sedan, getting up to 19 miles on battery power.

Finally, Volvo has had a plug-in version of their turbocharged 2.0-liter I4 since the T8 arrived with the XC90 back in 2016. Now with a Recharge label, an updated version is available in just about every vehicle in their lineup; the S60 and S90 sedans, XC60 and XC90 SUVS, and yes even in the V60 wagon, starting around $53,000 with up to 40 EV miles.

So, there you have it, the Bs-to-Vs of PHEVs. They really are an easy way to live the EV lifestyle today, without going all the way.