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.

The Track
Here on Valencia you get away with very low wing to run low rake with lots of traction. I'm finding new ways to set it up every time i leave the pits, but this has been a major improvement over earlier approaches. You can indeed use many dials now to balance the car in various situations. 

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. Shifting to TC1=1 on exits will help give laptime - so watch my timings for that!
TC2 between 0 for Q and maybe 2 in the Race. Find your sweet spot to keep the wear in check.
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. Though currently lower ABS is better in all conditions!

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 SOFTER than the front to focus on traction 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. On Valencia you usually need it softer I feel. The rotation here is coming from aligntments and dampers
• 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 not sluggish anymore with this setup, therefor be careful with the steering input to not overwhelm the rear. Don't shy away from turning a little more than expected
• adjust rear ride height for over/understeer by 1mm steps (higher will always cost traction, try less bump stop range on the rear)

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. However into 3rd to last corner you want to pitch the nose a bit for initial rotation
• the car keeps rotating with little throttle applied, so you don't need to slam it every time and shouldnt - else the diff locks aggressively and the rear snaps
• 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 8000-8100rpm
• shortshifting out of slow turns might do wonders to driveability

Lap times:
Q: 12L
LFM: 50L (you can probably use less!) also add back rake by a click or 2. Q set as an aggressive short stint race set works as well.
R: 94l