Race drivers always seek for the duality of physics: He/she wants traction. And Rotation. A good front end and a good rear. The truth is: It's all always there, but what the driver is unhappy with is laptime and corner speed, so you start pushing too far. Always. 

Well, maybe the new Lambo has something to offer here. It responds, it turns, its stable and forgiving and it can keep up in top speed. It seems like a very complete package right now.

The Lambo is a weird car - also the new EVO2. Not much has changed, apart from where it sucks in the air. The suspension seems improved and the snappiness when coming off the brake into the corners is gone for the most part. It's still a mid engine, but it doesn't really drive like one. It has a lot of traits of the front engined cars which is down to its aero map on the front peaking quite a bit higher than usual, which means the front keeps producing maximum downforce even when accelerating out of the corners, which gives it good rotation without having to add a lot of rake to it. Yet here on Laguna it needs it and in qualifying the rear just does not quite want to get around.

The setup then is built to give similar rotation in all situations and therefor be predictable. The electronics now have a 2nd TC setting to adjust the ignition timing as a fine tuning option between the bigger TC1 steps. This will help to allow the car to eat some more tires in qualifying while accelerating a bit over the tires grip limit, and also to reduce that to save the tire over a race distance. The ABS does its job, trust it and you will get the nose into the turn. Keeping the speed up often allows to short shift to second on exits which is the more stable, tire saving and ultimately more consistent way of driving. On exit, it will keep rotating thanks to toe and mechanical balance.
Lap times seems seem slightly slower here than the likes of Ferrari and Porsche. I couldn't quite get more rotation out of it. 

Electronics:
TC1 on 2 or 3 for Q and 3 for the Race to save the rear tires is enough. You can use 4 but TC2 is the better dial here I think.
TC2 between 3 for Q and maybe 4 in the Race. Find your sweet spot 
ABS on 3-4 seems predictable, go up to 6 if you feel the need for more intervention. The rain settings start from 7 and keep the slip in a smaller window.

Engine maps have a new feature on this car!
Map 1 will have the least amount of engine braking, with Map 5 having the highest. Consumption and power is the same (yet different throttle map).
Here I use Map 2 for slightly less engine braking than the default (3). Will be interesting to investigate this further

Adjustments (you dont actually need any imo)

• The spring steps are rather large, front and rear have different steps, only giving you a few balanced pairings. Try to keep them close for this setup with the rear always a tad harder than the front, but feel free to experiment with different pairings, softer and stiffer. Stiffer will be more predictable but less compliant, softer a bit less responsive, but harder to lose grip. However here on Laguna you usually need it harder. Also I gave it a stiffer rear to keep it rotating.
• stiffen the front arb if the nose is too pointy (doubt)
• move BB forward if too loose into the corners, yet there's also room to go more to the rear still. 
• The car is sluggish on weight transfer, therefor the steering is set to fast (low ratio), forcing the front around. Don't shy away from turning a little more than expected, the front will take it and also in the fast chicane be a little more aggressive and quick in the transition.
• adjust rear ride height for over/understeer by 1mm steps

Driving:

• you can push into the corner and start trail braking rather late 
• The car does not need pitch, the nose is actually better if a bit higher and fed with more air under the splitter
• the car keeps rotating with little throttle applied, so you don't need to slam it every time.
• especially out of slow turns feed in the throttle rather than slamming it
• aim for late apex in hairpins, try to trail deep, immediate but progressive throttle, little to no coasting in tight corners, aggressive throttle in longer corners.
• long corners can take a bit of coasting!
• power curve is a bit boring, shift at 8000rpm
• shortshifting out of slow turns might do wonders to driveability

Qualifying
Not yet happy with the setup, I experimented with a few things to get it to rotate better, but it became very tricky to drive and while the potential was there, the laptime didnt actually happen. So if you want a development direction: Stiffer rear spring, more rake and general ride height (as the rake forces the nose to hit the ground and the lambo's peak front downforce is at 60mm, so you want to keep the nose there somehow).

Lap times:
Q: 12L
LFM: 55L
R: 102L

V2 Setup (1:22.160)
I tried to take some of the learnings with me from Valencia. It kinda works, but it doesn't quite materialize yet. I think there's a tenth or two more in that setup with a different damping and lower rake approach - might also be less sensitive overall.