it will automatically up shift. The difficulties lay around the fact that,
when the car comes to a stop, it automatically selects first gear.
It does this through wheel-speed sensors, G-force sensors, and
gearbox sensors. We were worried that when we start grabbing on
the handbrake, it would think, I’m coming to stop, and select first.”
Thankfully, Lamborghini was never too far away, offering full
tech support to Mike and his team during the build — although there
was probably learning on both sides. Even the fitting of the ASD
hydraulic handbrake was not straightforward, given the Huracán
features a carbon tub, but it was deemed a necessary addition.
During the first test, Mike was having to compression-lock by double
down-shifting on the paddles and using momentum and aggressive
driving in an attempt to upset the Huracán into a drift. While a set of
Wilwood six-piston calipers might seem overkill for a handbrake, it’s
all that would fit over the rather thick 14-inch rear rotors.
The other must-have for drifters is increased steering angle.
The team’s vast knowledge, gained through years of drifting
Mazdas, came in handy, given that the Lamborghini shares the
same front layout.
“With it being double wishbone and front steer, we straightaway
knew the geometry we were chasing,” explains Mike.
With the help of long-time friend and team member Mike
Squire, the rack has been spaced forward, and the factory tie rods
and knuckles modified. While this is only a temporary fix until the
3D-modelled versions are carved from billet alloy, Mike is happy with
how it’s feeling and the amount of lock that they can achieve withoutThe factory V10 now sees the addition of a 200-shot of nitrous that is switched on with in a rpm range,
or anytime via a button. This is controlled through the new piggyback Syvecs ECU and sees power bumped
to around 5906kw (800hp). Mike says the torque is very impressive and requires a very different driving
style to which he is used to with his rotaries