Lamborghini Revuelto review – Sant’Agata’s finest and the best new supercar you can buy
The most technologically advanced Lamborghini yet, the Revuelto is more refined and capable than its predecessor yet it also thrills with the very best
Miura. Countach. Diablo. Murciélago. Aventador. When it comes to the Supercar Hall of Fame few can hold a candle to Lamborghini’s dynasty of top-tier, showstopping icons. As the latest in that long and iconic bloodline the new Revuelto carries a tremendous burden of expectation. One amplified by the emotive challenge of introducing electrification to Lamborghini’s showroom line-up. Bigger. Heavier. More complex. More expensive. The penalties for making the supercar sustainable present unpalatable reading, but Lamborghini has tried unusually hard to ensure the upside extends to more than pill-sweetening increases in power and performance.
The promise is a new take on Lambo’s time-honoured thrills. The fear was of a compromised, tech-heavy car that’s somehow less than the sum of its parts but the reality is perhaps for the first time ever, a Lamborghini flagship that’s as phenomenally exciting and sharp to drive, as it is to look at – a Lamborghini flagship whose driving experience lives up to your expectations. It’s a recipe that added up to the first unanimous evo Car of the Year winner for over a decade.
Engine, gearbox and technical highlights
- V12 married to three electric motors for 1001bhp
- Adaptive dampers and rear-wheel steering
- Fixed-ratio steering returns, mercifully
It’s faster, more powerful and yes bigger – one inch higher and six inches longer – than an Aventador. It also weighs 1772kg dry versus 1550kg for the Aventador Ultimae, and at £450k before options it’s also significantly more expensive.
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The powertrain comprises three electric motors plus the all-important almost all-new 6.5-litre V12, rotated through 180-degrees and mated to a new eight-speed DCT gearbox that now sits behind the power unit. There’s four-wheel drive, but instead of a propshaft running to the front axle, the Revuelto has electric motors powering each front wheel, while the 814bhp V12 and the third electric motor send drive exclusively to the rear.
Combined maximum power is 1001bhp, top speed over 217mph, and 0-62mph is in the mid‑2s. There’s no official quoted figure for combined torque, but the V12 alone develops 535lb ft, while each of the front motors is capable of 258lb ft, so let’s just say low-end grunt isn’t lacking.
This hugely complex powertrain is connected via a super-smart network of stability controllers, which use the fine precision and instant response of the electric motors to manage the rate of rotation at each wheel, both under power and under braking. Four-wheel steering provides increased attack into corners (able to turn between +3 and -3 degrees for low-speed manoeuvres but in dynamic situations input just 0.5 degrees) and torque vectoring on the front axle keeps the front end nailed to your chosen line once you get on the power.
The various dynamic modes make meaningful differences, turning up the dynamic brightness, volume and intensity like a rheostat. Città (City) is EV-only and gives you 178bhp to play with (if only for six miles), Strada sees a jump to 874bhp, Sport to 894bhp, and Corsa and Corsa ESC-off give you the full headline-grabbing 1001bhp.
Each comes with its own blend of strategies for damping, gearbox, torque vectoring, throttle response, active aero, and traction and stability control, so you can dial the car in nicely all via the rotary dial on the left-hand side of the steering wheel. Its counterpart dial on the right of the wheel selects Recharge, Hybrid or Performance mode, which mostly do what they say on the tin.
Performance, ride and handling
- Astonishing performance
- Gloriously deft damping and unbelievable agility
- Fixed-ratio steering helps breed real confidence
Heading away from the factory is a chance to get comfortable with the Revuelto. First impressions suggest this is the most Audi-fied Lambo yet, thanks to that politeness on start-up and the impressive integration of ICE and hybrid systems. If you come to the Revuelto with the muscle memory of intimidating drives in the Aventador, Murciélago or Diablo, the ease of use and lightness of touch is welcome, if unexpected. Big V12 Lambos have never been this easy to drive.
Machismo has been integral to Ferruccio’s fiercest creatures since the Countach. When your emblem is a fighting bull, that goes with the territory, but the way in which the Huracán was honed in the last few years of its life points to an engineering culture that wishes to create cars with nuanced, exploitable, pinpoint dynamics. The Revuelto certainly feels different from its predecessors in this respect, its approachability and wieldiness apparent from the start.
It’s a feeling that grows with miles and familiarity. There’s a measured consistency to the major controls that not only puts you at ease but points to an extraordinary effort to finesse all your sources of control and feedback. The steering is now fixed-ratio, replacing the dynamic ‘active-ratio’ rack as found on the Aventador. It is a welcome change, bringing connection and consistency that makes the Revuelto easier to place with instinctive accuracy.
The brakes are equally impressive, not least because they blend the effects of regenerative and friction retardation. Brake feel is one of the areas that let the Huracán down, with overly sharp initial response that’s hard to drive around, while the Aventador Ultimae suffered from too much initial travel. The Revuelto rights those wrongs with a firm pedal that’s so progressive it’s hard to believe the system is juggling the drag of those electric motors as well as the bite of pads on carbon discs.
Without really thinking about it I find myself driving most of the time in Sport. Just under 900bhp is plenty, and the torque vectoring’s level of response and agility has the uncanny effect of truly shrinking the Revuelto around you. It really is a revelation, slicing through twists and turns of Italy’s Raticossa Pass in a manner that would simply not be possible in the Aventador. As for Corsa? It’s nuts.
Whether you’re in Sport or Corsa, a fully-lit Revuelto goes in a manner quite unlike any Lambo before it. Yes, there’s the drama of a big, high-revving V12, but the way in which the battery power augments and intensifies the sensations of endless acceleration elevates it to a whole new level. In-gear reach has always been a hallmark of these cars, but in earlier models it was the sense of a huge engine getting on top of a loping ratio that defined the experience. It was an epic sensation unique to Lambos (and maybe Paganis), but combined with their unwieldy dimensions, such long-legged performance exacerbated the feeling that a Diablo, Murciélago or Aventador was not a car you could readily hustle.
The Revuelto turns that theory on its head. Largely thanks to the early swell of torque from the electric motors. It seems ridiculous to suggest a 6.5-litre V12 lacks torque, but having that early helping hand from the hybrid system makes a huge difference. As does the new eight-speed double-clutch transmission, which packs an extra ratio versus the Aventador’s old single-clutch ISR ’box, and shifts more decisively and consistently.
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There’s also that torque-vectoring effect, which helps the Revuelto rotate into corners more keenly. Much muttering has been made about the additional weight of the hybrid powertrain, but the added grunt more than masks the gain in mass. Better, the way the torque is managed shrinks the Revuelto to the point where you soon hustle it like a Huracán. The mass also feels better contained, especially during successive rapid direction changes, when the pendulous weight and height of the V12 always made its presence felt.
For some the loss of that intimidation factor might diminish the occasion and drama of owning and driving an ultimate Lamborghini. I’d be lying if I said the sweaty-palmed fear of manhandling those unwieldy machines didn’t come with its own masochistic pleasure, but the more you drive the Revuelto, the more you appreciate its increased capability and fall for the dizzying rush of battery and V12 propulsion.
Simply put, a Revuelto would leave its predecessors for dead – Aventador SVJ included – thanks to incendiary acceleration and elevated, clearly defined and readily explored dynamics. That said, supercars of this calibre have never been solely about speed. Above a certain level it’s feeling and emotion that count for more – something Lamborghinis have always had in spades. That Lamborghini has remained committed to the full-fat V12 is the key to the Revuelto’s might and majesty.
Such defiance in the face of widespread downsizing confers the Revuelto with a massive advantage over cars like the Ferrari SF90, because it stays true to the notion that supercars are in the business of shock and awe. The great irony in all this is it’s the hybrid elements of the powertrain that allow you to enjoy and explore the V12 as never before.
Unsurprisingly, when judged objectively the Revuelto is a far better car than its predecessors. Faster yes, but also blessed with far greater bandwidth, more deployable performance and a chassis that is no longer overshadowed by its powertrain. That it also shoulders its social and environmental responsibilities is no less commendable, especially as the new V12 means there’s minimal dilution of the time-honoured drama we expect from Lamborghini.
Downsides? Well, mighty though the V12 is, the soundtrack is a little less organic. Or at least less gritty, the raw, guttural voice of the Aventador exchanged for something smoother and less animalistic. It doesn’t diminish its authenticity, but diehards will say it reduces the sense of mechanical drama. The upside of this less dominant, more nuanced powertrain is a car that’s not such a relentless sensory assault. You could drive it on long journeys and not be fatigued. And there’s certainly headroom for a more raucous S, SV or Jota.
Driver’s note
'In a straight line the performance is prodigious, with the hybrid powertrain producing instant acceleration that is then sustained in an incredibly linear fashion. The Revuelto has Veyron numbers but delivers them in a way that is not only more evocative in terms of the soundtrack, but also more engaging and encouraging in terms of how it lets you deploy the power through the wheels.
'Its dampers may be working overtime in the arches like the proverbial swan’s feet below the water, but the sensation behind the wheel is one of utter mastery of the road. It’s not that it leaves you feeling detached from the ground beneath the tyres, just that the car isn’t ruffled or disturbed. You can pick lines and deploy power with confidence, aware of but undistracted by the tortuousness of the tarmac.' – Henry Catchpole, contributing editor.
Lamborghini Revuelto on track – Jethro Bovingdon
Jump into the Revuelto, notice how much more room there is and yet how the driving position still has remnants of Aventador about it (oddly upright and not fully immersed in that carbon structure in the way of, say, a McLaren or even a Maserati MC20), and then scan the steering wheel for clues about how to operate this monster. On the left side of the wheel is a rotary switch that allows you to select your chosen driving mode. Refreshingly, whatever the mode chosen, the steering speed and assistance remain consistent. Hallelujah.
Sensations come thick and fast. The steering is very light and has that clean, smooth feel that’s typical of ePAS and the complete opposite of the Aventador’s heavy, sticky-feeling rack. In combination with the rear steering – which can turn between +3 and -3 degrees for low-speed manoeuvres but in dynamic situations is inputting just 0.5 degrees – the Revuelto feels instantly more agile than any Aventador I’ve driven and gives an impression of lightness that’s welcome and unexpected.
The gearbox is transformed, too. Here it fosters ‘emotion’ simply by giving almost uninterrupted access to 1001bhp. It’s fast, hits with just a little jolt for dramatic effect and feels right up there with the best from the likes of Porsche and Ferrari. Maybe it’s not quite as manic and mechanical feeling as a 296 GTB’s, but then the Revuelto does have a 6.5-litre V12 to fall back on…
Comparison with the SF90 is instructive because the two cars’ differing approaches are so obvious and tangible. Despite both relying heavily on the technological tools at their disposal, the Lamborghini has deliberately tried to hide the various levers it’s pulling and create a very natural, almost classical dynamic feel and balance. The torque vectoring may be over-speeding the outside wheel in low-speed turns and doing the opposite to aid stability in the really fast turns, but you don’t feel that.
Nor is there the sense that the four-wheel drive is constantly massaging and managing the balance. In an SF90 there’s a lot of manipulation going on and you know when the front axle is fully engaged and trying to drag the car straight. It’s fascinating but often counter-intuitive, and the lack of consistency can make the car a bit of an enigma to untangle. The Lambo is a breeze to read and exploit by comparison. Mostly this is a very neutral car – much more so than early Aventadors – but it also reacts with real energy as you attempt to balance it under power. There’s a delicate sense of poise and adjustability that’s at odds with the sheer forces at work.
The Revuelto is still a big car with a very big engine and heavy gearbox swinging around behind you and at times, there’s no disguising it. It jinks and sways under heavy braking, and as well as the predictable power oversteer that’s very easy to work with and finessed really well by the ESC (which can use the rear electric motor to create drag on the engine rather than cutting sparks), the car will also swing into oversteer pretty quickly if you turn in on the brakes/
Overall the Revuelto is a massive leap on and copes really well with the challenge of a racetrack. New ten-piston carbon-ceramics have radically better feel than the brakes of the Aventador or even a Huracán, which still suffer from dead travel and then very grabby bite. The engine truly is outrageous, and the crazy thing is that even with 9500rpm to play with it’s still very easy to hit the limiter, such is the rate of acceleration and the effortless way the V12 revs out. It feels like it would run another 1000rpm without strain. Even on standard Bridgestone Potenza Sport tyres (the Race variant seen on the Huracán STO is not available for this car) it’s fast, too, matching an STO for lap time and probably with less effort.
Interior and tech
- Vertical screen and barrage of tech intimidating at first…
- … but it’s actually all quite intuitive
- Roomier with a better view out than any V12 Lambo before it
Some things don’t change. The scissor doors still swing upwards in time-honoured fashion and the Revuelto looks every inch the Lambo flagship. It’s the same story inside, at least so far as the basic architecture is concerned. There’s more headroom and legroom, but the windscreen is madly raked and as large as a department store window. Endless A-pillars start somewhere by your head and plunge out of sight, and the sense of sitting at the pointy end of an arrowhead is as strong as ever.
There’s a clear McLaren influence in the portrait orientation of the centre screen. Likewise the way you interact with the chassis, aero and powertrain modes. It’s not quite as intuitive as the Artura’s mix of rockers and buttons but operating the quartet of small rotary switches on the steering wheel soon becomes close to second nature. The passenger display gives off strong Ferrari vibes and, of course, there’s the Top Gun starter button with flip-up guard. I feel the need, etc.
'A bit like glancing into the cockpit of a 747, at first sight it’s a slightly bewildering array of buttons on the front and back of the steering wheel and you wonder how you’ll ever learn what they all do, but you soon realise that they’re actually quite intuitive.' – Henry Catchpole, evo contributing editor.
evo Car of the Year 2025 result – Yousuf Ashraf
Power, price and performance figures are secondary metrics on evo Car of the Year, but as it happens, this year’s numbers king is also the outright winner – and by a clear distance. Put simply, the Revuelto is everything we once hoped and dreamed a V12 Lamborghini would be like to drive.
The spec sheet might leave you apprehensive, the V12 no longer acting as a singular force but supported by e-motors and batteries, pushing the weight close to two tons. But far from diluting the experience, every ounce of voltage and processing power is used to serve the driver and allow you to access the thrill of a big, bad Lambo more readily than ever. Never before has a V12 Lamborghini been so exploitable, so agile, so nuanced, so spectacularly fast. The Revuelto is steeped in drama in the way it looks and sounds, but that star quality goes right down to its carbon core. To drive, it’s possibly the best Lamborghini ever made.
There was a sense of inevitability about the Lambo from day one. Everyone who drove it got out with a mix of shock, awe and excitement on their face, no matter the road – fast open sections, scrappy hillside hairpins, single-track passes, you name it. ‘It nails what it set out to do absolutely brilliantly,’ said Richard Meaden. ‘Hats off to Lamborghini for what they’ve managed with that car and that powertrain. They’ve proved that the exotic, wild, boisterous, ridiculous supercar still has a place and can still adapt and evolve to suit the legislation and needs of today.’
For all its tech, the Revuelto is beautifully simple to drive. Pure, almost. You’re rarely conscious that your right foot is linked to anything other than the throttle bodies behind your head, the e-motors enhancing the engine’s immense response and flexibility rather than taking over from it. They transform the handling too, using torque vectoring to get the Revuelto into and out of corners with a tenacity that’s entirely alien to previous V12 Lambos.
It genuinely feels hundreds of kilos lighter than it is, and so much more wieldy than you’d imagine. The cumulative effect is that almost every drive is unforgettable. John Barker had it at the top of his list from early on, and found it more approachable than the Ferrari. ‘I love the settled feel of it. The whole car feels so balanced, so grippy, it gives you real confidence.
You can use massive amounts of the performance without concern, whereas the Ferrari feels like it wants to rotate and swing its tail. The Lambo can bite too, with the mass of the engine behind you and all that torque, but that’s not its preferred cornering attitude. I think it is a sensational bit of kit.’
Against the odds, the Revuelto proves that the march towards more tech and stricter legislation can’t stop the world’s best engineers from creating truly spectacular supercars. In our first unanimous verdict in over a decade, the Lamborghini Revuelto is a truly stand-out winner.
Lamborghini Revuelto price, specs and rivals
Crucially, the Revuelto is a more emotional and readily likeable car than the regular Ferrari SF90, which struggled to assert itself as a compelling series-production Ferrari flagship. Try and tease a bullish comment (no pun intended) from Lamborghini’s spokespeople and they remain respectful, indeed almost reverential, about their neighbours in nearby Maranello. Yet there’s no doubt the Revuelto ruthlessly exposes why Ferrari’s V8 hybrid is strangely hard to love.
In 2026 and beyond, the SF90 makes way for the new 849 Testarossa that deploys a similar, revised recipe to the SF90 in its opposition to the Revuelto. The Italians will be joined later this year by the Aston Martin Valhalla, marrying a 1000bhp hybridised turbocharged V8 akin to the 849’s with a carbonfibre structure and innovative active aero and construction solutions. The Ferrari is expected to be priced competitively alongside the £450k-starting Revuelto, while the Aston will be substantially more expensive, with most costing around £1million.
You could also cross-shop a Revuelto with Ferrari’s 12 Cilindri and Aston Martin’s Vanquish. More traditional, less technically complex and less frenetic, blending supercar and GT, rather than supercar and hypercar as the Revuelto. They are majestic super grand tourers of an endearingly old-school flavour. They’re cheaper too, a Revuelto’s starting price leaving room for options when speccing up a Vanquish or 12 Cilindri.
| Engine | 6.5-litre V12 & three electric motors |
|---|---|
| Power | 1001bhp |
| Torque | 595lb ft |
| Weight | 1772kg (dry) |
| Power-to-weight | 565bhp/ton (dry) |
| 0-62mph | 2.5sec |
| Top speed | 217mph |
| Price | £454,830 |
