“Originally, the diameter of the tire was much higher, but the consequence of this was that the front axle had to be moved a lot forward to ensure the turning cycle and also to fit the tire in the wheelhouse,” he explained. “Aesthetically, it was a little strange if you looked at the side. It was a nice car, but it wasn’t as nice as a production car. So, we took the compromise on the standard production car that the wheelbase is still a little bit higher, but only a few millimeters because the diameter The frame is a little smaller again.”
Balancing aesthetics with performance, whether on the road or in the slippery stuff, requires a lot of fiddling. Mohr now seems confident that the Sterrato delivers exactly the emotions a Lamborghini should, but with a new level of comfort and capability.
“At the end of the day, the hardest part, from a setup standpoint, is having a car that you can drive on a Nardo or on all the racetracks in the world, and have fun. You don’t feel uncomfortable because you’re still in touch with the car. On the flip side, you go with the same car, With the same tire on gravel or snow and you drive like the rally champions of the 80s.”
But if 99 percent of Urus customers won’t take their six-figure supercharged SUV off-road, as Reggiani and Moore lamented in 2017, I’d suggest that fewer Huracan drivers will these days.
Mohr replied, “You can imagine, even if a customer doesn’t drift in gravel, they don’t have to worry about speed bumps or pot holes in the road. The car is more powerful and it’s actually more practical than a standard super sports car. But you still have the same involvement.”