Lamborghini hit an incredible sweet spot with the now-discontinued Huracan, the best-selling supercar in the brand’s history. A mix of good looks, a screaming naturally aspirated V10 engine and German reliability allowed the company’s entry-level model to remain a sought-after example of Italian automotive glamour, drama and performance for over a decade.
So how does one replace such an icon to fit into today’s world of emissions requirements and nanny-state policing? Given that Ferrari had already gone with a turbo V8 for its equivalent supercar, the 488, all the way back in 2016, and that McLaren launched its own three-tier series of twin-turbo V8s back in 2015, Lamborghini’s decision to also stick a 4.0-litre twin-turbo V8 in the new Temerario comes at no surprise.
However, while Lamborghini could have simply stuck with its atmo V10 philosophy and produced an excellent 800hp ‘junior’ supercar, it took a dual-generational leap and adopted not only V8 power but also turbo and hybrid tech.
The Lamborghini Temerario has essentially skipped a step and gone straight from offering the lowest-horsepower model in its class with the Huracan, to the top of its league when it comes to outright performance and driveability.
It’s hard not to be a little skeptical of the car on paper and, to be fair, when details of the Huracan replacement first emerged, including its 10,000rpm turbocharged V8 and hybrid system making over 900hp, it sounded too good to be true. After all, these are power levels usually reserved for a category of sports car above the Temerario.
The Temerario utterly outguns the razor-sharp Ferrari 296 in every conceivable way and, while the McLaren 750S is as quick as hell, it lacks the sophistication and technical brilliance on offer from Lamborghini here. It’s a big claim, but we have spent many hours behind the wheel of the two incumbents and this new kid on the block is taking no prisoners.
Lamborghini picked the super-fast Estoril circuit in Portugal to launch the new Temerario. We have tested many cars here, and many cars have met their end at the picturesque racetrack. The former Formula 1 and MotoGP track has 13 demanding corners, making the 4.18km circuit an ideal location to test a vehicle capable of hitting 300km/h down its main straight.
Lamborghini provided standard vehicles and ones fitted with the lightweight Allegerita package (-25kg) as well as Temerarios equipped with both road-specific and semi-slick Bridgestone tyres. In essence, we got to experience the full spectrum of what is on offer in the launch specification of Lamborghini’s new ‘baby’ supercar.
How much does the Lamborghini Temerario cost?
The recommended retail price of the new 2025 Lamborghini Temerario is somewhat deceiving.
| Model | Price before on-road costs |
|---|---|
| 2026 Lamborghini Temerario | $613,885 |
| Allgerita package | $85,140 |
| Carbon-fibre wheels | $48,650 |
Lamborghini says you can have one for $613,885 before on-road costs, which means you will be paying at least another $50-60k in stamp duty depending on what state you live in.
Still, realistically, if you were to walk into your Lamborghini dealership and spec one of these cars up, even without the Allgerita package, you will be unlikely to get one on the road for under $800,000. We have in fact seen specification builds of the Temerario that exceed A$1,000,000, which is a lot for an entry-level supercar.
Nonetheless, this adds up to about where Ferrari has positioned its hybrid V6-powered 296 GTB, which starts at $604,400 before on-road costs, but again you will be paying easily into the mid-$700,000s or more for a decently specified example of the prancing horse brand’s cheapest mid-engined model.
The McLaren 750S starts at $585,800 before on-roads, and unlike its Italian rivals, the British brand is far more likely to do a deal and give you a discount on that vehicle given it’s essentially an uprated 720S. We have seen examples of the 750S priced in the $600,000s, which puts it well and truly below its two most direct competitors in terms of price.
To see how the Lamborghini Temerario lines up against the competition, check out our comparison tool
What’s under the bonnet?
It is important to put the Temerario’s new heart into perspective. The all-new, in-house designed Lamborghini twin-turbo V8 makes an incredible 588kW of power and 730Nm of torque all on its own.
| Specifications | Lamborghini Temerario |
|---|---|
| Engine | 4.0-litre V8 twin-turbo |
| Engine outputs | 588kW @ 9000-9750rpm / 730Nm @ 4000-7000rpm |
| Electric motor outputs | 220kW @ 3500rpm |
| System outputs | 677kW |
| Battery | 3.8kWh |
| Transmission | 8-speed dual-clutch automatic |
| Drive type | All-wheel drive |
| Weight | 1690kg (dry) |
| 0-100km/h (claimed) | 2.7 seconds (2.6 as tested) |
| Fuel economy (claimed) | TBC |
| Electric driving range (PHEV) | 8-9km |
| Fuel tank capacity | 65L |
| Fuel requirement | 98-octane premium unleaded |
It also revs out to 10,000rpm, which is unheard of for most naturally aspirated engines, let alone a twin-turbo V8. Add in the hybrid system and that power figure hits a hypercar level of 677kW.
It will do the 0-100km/h sprint in a claimed 2.7 seconds, but it’s the relentless acceleration from there that really blows you away. Watch the video below to see it do 0-250km/h:
Even if it had no hybrid system, it would still have more power than the 750S (552kW) and almost as much as the Ferrari 296 GTB (610kW) with its hybrid system. So when we say it’s class-leading in terms of power and acceleration, it’s no exaggeration.
Like the Revuelto, the Temerario’s battery capacity remains tiny at 3.8kWh. Yet the battery pack itself still measures 1550mm long, 301mm high and 240mm wide, and it’s situated between the driver and the passenger, which Lamborghini tells us is both for safety in the event of crash and also for ease of accessibility when maintenance is required in future.
Also as per the Revuelto, this hybrid system is designed primarily for performance and to circumvent regulations that require electric driving modes, not only to lower CO2 outputs but to enter certain high-density areas in Europe.
You can’t charge it using a DC fast-charger, but it can be plugged in at home via a regular domestic power outlet, or charged using an AC wallbox which will recharge it in about 30 minutes at 7kW (it will take about 90 minutes using a household wall socket). It can also recharge itself using regenerative braking from the front wheels or directly from the V8 engine in recharge mode.
You can read our deep-dive into the engine technology of the Temerario here.
To see how the Lamborghini Temerario lines up against the competition, check out our comparison tool
How does the Lamborghini Temerario drive?
When you look at the figures alone, the Temerario should be a bit of a porker.
Yes, it has a lot of power and torque, and there’s no doubt it can accelerate briskly as a result. However, weighing 1690kg (dry), which is about 300kg more than the Huracan (and even 100kg more than the Aventador), would surely mean it is less agile than its predecessor.
We thought that too, until we drove it. Despite the powertrain’s impressive new 10,000rpm V8 and advanced hybrid system, by Lamborghini’s own admission the magic of the Temerario is in its software rather than its hardware. In fact, there is so much magic going on here that we wrote a separate article about it, which you should definitely read here.
The guts of it, though, is that Lamborghini has employed an incredible twin-turbo V8 to drive the rear wheels and then utilised a state-of-the-art electronically controlled front axle with two electric motors to drive the front wheels. Lamborghini employed the brightest people it could find to develop specific software that enables all of the use-case scenarios for the Temerario, which has resulted in torque vectoring at the front axle like we have never seen before.
This is no regular all-wheel drive system. This thing will dig you out of a near spin when it feels like the rear-end is long gone, or pull you out of a really tight corner using the front wheels alone. It’s an incredible thing to drive at speed, and many armchair experts will find it challenging to comprehend the vehicle’s performance capability based purely on numbers.
It is quicker down the straight at Estoril than an Aventador SVJ and we suspect that, with the right tyres and a bit more downforce, it would be quicker in terms of lap times as well.
To answer your question, no, it doesn’t sound anywhere near as good as the V10 Huracan. It’s unlikely that any new car will ever do so again. This is the only real negative of the Temerario; it actually sounds a little dull.
Two particulate filters muffle the 10,000rpm scream, and what you can hear sounds similar to a high-performance motorcycle – from a distance. We suspect (hope) that an aftermarket exhaust and the removal of the nanny systems will allow the Temerario to breathe and scream as it should.
Given the lack of volume and exhaust note, this car is all about agility – so much so that the Temerario feels even more nimble and playful than the Huracan EVO or Tecnica. At Estoril, there were times in tighter corners when it was generating enough g-force that it couldn’t hide its weight, but in the vast majority of the 13 bends we found it to be a brisk and easy-to-drive car. It fills you with a lot of confidence across all facets of its driving capability.
Where the Temerario really stood out during our track experience was its neutral balance and rewarding nature. Unlike the larger Revuelto, which feels like it goes above and beyond to aid driving dynamics unnaturally (on track), the Temerario seems to do it in a far more subtle way, making the driver feel like they are travelling much faster than they probably are.
We pushed the Temerario to the very edge of the tyre’s limits, and the outcome was only occasional oversteer (with all the nanny controls switched off) and even then it was easily controlled. If you see reports of it being prone to understeer, we can assure you this is pilot error.
We also experienced Temerario’s three-level drift mode system, which uses the electric front axle to better hold the drift and make you less vulnerable to the many car-spotters who will post the story of your dubious drift before you’ve even returned to the pits.
We were also impressed by its consistent braking performance, lap after lap. Slowing from 300km/h down to 120km/h at the end of the main straight, plus plenty of other hard braking points, did little to upset the carbon ceramic brake system comprising 10-piston calipers on 410x38mm discs up front, and four-piston calipers on 390x32mm rotors at the rear.
With more weight and power putting extra pressure on the car’s braking, Lamborghini utilises a clever cooling system to keep the brakes within their optimal operating window. There is a deflector attached to the lower suspension arm, which exploits the flow diverted by the front diffuser and points it towards the front brake caliper.
Meanwhile, two additional cooling inlets have been incorporated into the bumper (via the lights) to push air from the bumper itself and towards the disc ventilation channels. In addition, a Y-duct – with dual inlet but a single outlet – draws in air at high pressure, helping to improve brake system cooling.
Lamborghini says that in comparison to the Huracán EVO, brake cooling for the Temerario is 20 per cent higher for the discs and 50 per cent higher for the calipers.
We need a lot more time behind the wheel of the Temerario, and certainly outside of a racetrack, to provide you with a more robust and conclusive assessment of the vehicle’s performance capabilities and on-road driving experience, but from what we experienced on track it’s clear the new Lamborghini is now top of its class.
To see how the Lamborghini Temerario lines up against the competition, check out our comparison tool
What is the Lamborghini Temerario like on the inside?
The interior of the Temerario is very similar to the Revuelto, from the screens to the steering wheel to the driving position.
You can jump out of one and enter the other without noticing a massive change. It’s evident that both of these cars were designed to share as many parts as possible on the inside. The difference is nothing like what you found in the Huracan versus the Aventador, which have fundamentally different cockpits.
This is an excellent thing if you are buying a Temerario, since you’re getting all the good bits from the million-dollar Revuelto, but it tends to detract from the allure of its bigger and more expensive brother.
The steering wheel is nice to hold and doesn’t feel oversized, and it also allows for clear viewing of the 12.3-inch digital instrument cluster behind it. As in the Revuelto, the wheel itself is a nerd’s wet dream. With 16 buttons, four rotating knobs and two paddle shifters attached, it can feel a little overwhelming when you first jump in, but once you get acclimatised all of those easily accessible features makes driving the Temerario an enjoyable experience.
It’s also well thought-out. The upper knobs on each side control the powertrain, with the driving modes on the left and EV mode on the right. The lower left knob controls the dampers (and nose lift), while the lower right one handles the aero.
The 8.4-inch vertically oriented infotainment screen is easy to use and fast, but it’s very prone to fingerprints and the lamination produces a lot of reflection under direct sunlight, making it hard to see. Even so, it’s still a huge step up from the Huracan.
There are some excellent potential option packs you can pick to really get the best out of your Temerario’s interior. These include the vision pack which gives a new telemetry system that utilises three different 4K cameras, capturing the occupants, the front of the vehicle and even one from behind the seats. This then adds track telemetry and even lets you combine the three different videos for a nice social reel. Definitely a car for 2025.
You can turn the cameras on at any time, and they will record to an internal storage unit that can hold roughly 60 minutes of footage. This is separate from the built-in dashcam function, which automatically records the last 20 or 30 seconds of your driving footage in the event of a significant g-force impact or other collision-like conditions.
Buyer beware, though; anyone with the vehicle key can gain access to this footage, which makes it a police informant and a potential liability. Our advice? Remember to take your key with you. We would have liked to see Lamborghini offer a passcode protection step before allowing access to the owner’s footage.
If you love your audio, the Sonous Faber sound system is also an excellent option box to tick. We don’t know Australian pricing for either of these two optional extras, yet but they are our pick of the bunch.
| Dimensions | Lamborghini Temerario |
|---|---|
| Length | 4706mm |
| Width | 2246mm (including mirrors) |
| Height | 1201mm |
| Wheelbase | 2658mm |
To see how the Lamborghini Temerario lines up against the competition, check out our comparison tool
Is the Lamborghini Temerario safe?
There is no crash data from any independent automotive safety authority for the new Temerario, and that’s unlikely to change given the low production volume and price of the vehicle.
To see how the Lamborghini Temerario lines up against the competition, check out our comparison tool
How much does the Lamborghini Temerario cost to run?
Lamborghini offers a three-year, unlimited-kilometre warranty and a five-year free servicing pack in Australia.
| Servicing and Warranty | Lamborghini Temerario |
|---|---|
| Vehicle warranty | 3 years, unlimited kilometres |
| Battery warranty | 8 years |
| Capped-price servicing | 5 years free |
In order to give subsequent owners peace of mind and to keep resale values high, the Temerario’s battery comes with an eight-year warranty and Lamborghini insists that it will continue to support the car well past that.
This should, theoretically, help keep residual values of the Temerario strong, though if the Ferrari 296 GTB and SF90 are anything to go by, the jury is still out when it comes to prices for used hybrid supercars.
To see how the Lamborghini Temerario lines up against the competition, check out our comparison tool
CarExpert’s Take on the Lamborghini Temerario
If you currently own a Huracan and want to update, the Temerario is an excellent choice.
No, it won’t sound as good (stock) and you might miss the V10 theatre and character, but in terms of outright performance, driveability and technology, this is in another stratosphere.
If you currently own a McLaren 720S or lower and want to update, the Temerario is a better car. If you currently own a Ferrari F8 or 488, the Temerario is a better car.
If you don’t own a supercar and are looking at this as your first purchase, then it’s one you should compare head-to-head with the 296 and 750S. We need road time behind the wheel of the Temerario before giving a full verdict, but as a track weapon it’s a better car than both.
Apart from the lack of engine noise, the only other notable point is the price. It’s now incredibly expensive to buy an entry-level Lamborghini supercar and the first year of Temerario production is all but accounted for.
The market has therefore seemed to accept the price hike with open arms, but it remains to be seen whether prices remain high in the years to come.
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