Lamborghini didn’t make a quieter replacement for the Huracán — it remade the idea of a “starter” supercar. The Temerario trades a naturally aspirated V10 for a twin‑turbo, high‑revving 4.0‑liter V8 and a three‑motor hybrid system, and the result is as theatrical as the name implies: ferocious straight‑line speed, surprising daily usability, and a weight that keeps reminding you this is a modern, electrified Lamborghini.
A new kind of “starter” Lambo
On paper the Temerario looks familiar enough — low, wedgey, unmistakably Lamborghini. Underneath, though, almost everything has changed. The Huracán’s successor sits on an all‑aluminum spaceframe that Lamborghini says is more than 20 percent stiffer than before, and the car is actually longer, wider and a touch taller. Cabin room has improved (I’m told a 6'3" driver can fit comfortably even with a helmet), and the interior shifts more control functions to the steering wheel, echoing lessons from the Revuelto.
The most talked‑about change is the powertrain. A 4.0‑liter twin‑turbo V8 — a flat‑plane, dry‑sump unit that redlines near 10,000 rpm — does the heavy lifting at high revs. An axial‑flux motor sits between the engine and an eight‑speed dual‑clutch gearbox, while two more electric motors drive the front axle. Lamborghini quotes a combined system output of 907 hp; torque figures reported in the press fall in the mid‑500s to upper‑500s lb‑ft range depending on how the numbers were combined. A compact battery pack (roughly in the mid 3 kWh range) provides short all‑electric operation and feeds the motors during bursts of acceleration.
That hybrid setup adds mass. Lamborghini’s dry weight figure is about 3,726 lb, but curb weights measured by independent outlets quickly climb past 4,100 lb with fluids and options — the Alleggerita track pack shaves only a few dozen pounds. In short: heavy for a mid‑engine Lamborghini, but the company has done a surprisingly good job masking that heft in performance.
Numbers that turn heads
If you care about the stopwatch, the Temerario is a statement. In MotorTrend testing the car pulled a 0–60 mph in roughly 2.2 seconds and covered the quarter mile in the high‑9s at about 148–149 mph — the quickest internal‑combustion car MotorTrend has ever run. Reports vary on the exact redline and battery capacity (sources cite a 10,000–10,250 rpm limit and roughly 3.4–3.8 kWh of battery), but the experience is unambiguous: the V8 winds to the heavens while electric torque gives instantaneous shove off the line.
Braking and handling numbers are excellent but not always sensational. Braking from 60 mph landed in the mid‑90 feet range on some tests — very good, though the extra mass of the hybrid system makes the car less startling in the stopping department than it is accelerating. On a figure‑eight or a fast canyon the Temerario feels planted and eager; the standard Bridgestone Potenza rubber sustains astonishing grip and the chassis balance lets drivers push without becoming overwhelmed. Want more aero and stick? Lamborghini’s Alleggerita pack adds significant downforce (and track rubber) at a premium.
Driving it: contradictions and charms
Start the Temerario and it defaults to Città — an all‑electric, city‑friendly mode — which is at once sensible and oddly anticlimactic for a Lamborghini. Switch modes and the personality unfolds: there are 13 total drive settings (with four main modes: Città, Strada, Sport and Corsa) and an EV knob that changes how the hybrid system manages charge, regen and peak power. Only in the dedicated Performance hybrid setting do you access the full 907 hp.
On the road the car proves more versatile than the “baby Lambo” tag suggests. In softer settings it can be a surprisingly comfortable grand tourer, with adaptive suspension that soaks highway bumps better than you’d expect. Flip it into Sport or Corsa and the V8’s superbike‑like howl and relentless high‑rpm pull become the show. The hybrid handoffs aren’t always silky — there are moments when the engine’s warm‑up and the EV system swap control awkwardly — but at pace the package is coherent and ferocious.
There’s also an emotional piece: no EV can quite mimic the linear, screaming climb of this V8 combined with an electric jolt down low. That drama is part of Lamborghini’s currency, and the Temerario protects it even as the brand modernizes.
Where it sits in the market
Pricing lands well into six‑figure territory. Base figures hover around the mid‑$300,000s while loaded examples — especially with Alleggerita and bespoke options — can approach half‑a‑million or more as‑tested. That’s a big premium over the Huracán, and against competitors it’s a clear bet on character and brand theater rather than simple value. For buyers who prioritize pure numbers, some EVs and lighter rivals deliver comparable or superior objective performance for less money; for those who want an electrified Lamborghini that still rips to 10k rpm, this is the new reference.
There’s a balancing act here: heavier modern systems versus dramatic performance and everyday usability. Lamborghini chose to keep the drama.
If you want one, expect to pay for the privilege — and to be reminded, every time you wind it to the limiter, why people still come back for combustion‑first theatrics.