Lamborghini Temerario Explained: The 920 hp V8 Hybrid That Replaces the Huracan

The Temerario is Lamborghini's entry-level supercar and the direct successor to the Huracan. It drops the naturally aspirated V10 that defined the Huracan and moves to a hybrid V8.

It's a mid-engined, all-wheel-drive coupe with an eight-speed dual-clutch gearbox. Lamborghini lists the combined output at 677 kW (920 CV), a 0 to 100 km/h time of 2.7 seconds and a top speed of 343 km/h (roughly 213 mph). Some outlets quote 211 mph for the top speed, so treat the last few mph as approximate.

For context, the Huracan was Lamborghini's volume car for a decade, so the Temerario carries a lot of expectation. It has to feel like a Lamborghini while moving to a new powertrain, and the spec sheet shows where the company decided to spend its effort: revs, power and an all-wheel-drive system that no longer needs a mechanical link to the front axle.

The engine is a new 4.0-litre twin-turbocharged V8 with a flat-plane crankshaft in a 90-degree "hot V" layout. Motor1 reports boost of up to 36 psi. The V8 alone makes about 800 hp, and Motoring Research quotes 590 lb ft of torque for the whole system.

The headline number is the redline. The engine revs to 10,000 rpm, which is V10 territory and unusual for a turbocharged engine.

Three axial-flux electric motors sit on top of that. One is mounted between the engine and the gearbox and makes up to 150 hp. The other two drive the front wheels at 82 hp each, which is what gives the car all-wheel drive without a front driveshaft. Motor1 notes the front motors can move the car on their own.

The battery is small: 3.8 kWh. A 7 kW AC charger refills it in about 30 minutes, and the V8 can top it up in as little as six minutes according to Motor1. This is a performance battery, not an electric-range battery. Lamborghini's own EPA figures show 16 mpg on gasoline alone and 24 MPGe combined, which tells you how little of the driving happens on electricity.

In practice the three motors do different jobs. The one between the engine and gearbox adds up to 150 hp and 221 lb-ft, and regenerative braking can recharge the battery. The front pair drive the front wheels. For an owner, that means more parts that can fault, and more software to keep current, than a conventional mid-engine car.

Almost everything under the skin. The chassis is all aluminum, replacing the Huracan's aluminum and carbon mix. Motor1 reports that the car sits on staggered 20 and 21 inch wheels, with forged or carbon fiber options, and that a vent in the rear wheel area adds 103 percent more downforce than the Huracan Evo.

The cabin grew too. Lamborghini claims up to 1.3 inches more headroom and 1.8 inches more legroom than the Huracan, and the layout now includes an 8.4 inch center touchscreen, a 12.3 inch driver display and a 9.1 inch passenger screen.

There's also a Drift Mode that sends torque to the rear wheels at three power levels, and launch control. If you're coming from a Huracan, the driving character is the bigger shift: electric torque fill at low rpm, then a V8 that wants to be revved to the limiter.

An all-aluminum structure matters if the car ever meets a wall. Aluminum chassis repair needs specific equipment and procedures, and body shops that handle it well are fewer than those that handle steel. It's worth asking where a shop would send a damaged tub before you buy.

The 296 GTB is the natural rival. Motor1's comparison lists the Ferrari at 830 PS from a 3.0-litre twin-turbo V6 and one electric motor, against 920 PS for the Lamborghini. Zero to 62 mph is 2.9 seconds for the Ferrari and 2.7 for the Temerario, and the top speeds are over 205 mph and 211 mph.

The Ferrari is the more compact car at 4.56 metres long against 4.7 for the Lamborghini, and it carries a bigger battery (7 kWh against 3.8) with a claimed electric range of about 9 miles. If you want to drive silently out of a neighborhood, the Ferrari does it better. If you want the most power and the highest redline in the class, the Temerario does.

The McLaren Artura is the other V6 hybrid in this segment. We haven't confirmed a consistent weight comparison across all three cars, so we won't claim one. Motoring Research lists the Temerario at 1,690 kg dry, without fluids, and dry figures always flatter a car compared with a full curb weight.

So does the Temerario lead its class? On power, redline and straight-line numbers, yes. On weight, battery size and size generally, no. Which one wins depends on whether you value peak output or a lighter car.

The Alleggerita is the lightweight option. Motor1 reports up to 158 percent more downforce than the Huracan Evo and a weight saving of 55 lb over the standard car, with the Carbon Pack saving another 4 lb. Motoring Research mentions carbon fibre trim, carbon wheels and a titanium exhaust as part of it.

It's an option for drivers who track the car. For road use, the standard car already has more performance than most owners will ever use legally.

Weight savings of 55 lb sound modest on a car of this size, and the gain comes mostly from the carbon wheels and titanium exhaust that Motoring Research mentions. The larger story is aero: more downforce than the Huracan Evo by a wide margin, which matters on a circuit and does little at legal road speeds.

This is a first-generation plug-in hybrid for the Huracan's market, so ownership is different. High-voltage components, three motors and a hybrid battery mean service work needs shops with the right training and equipment. Ask any independent how they handle high-voltage isolation, software updates and diagnostic access before the car needs anything.

Plan on the same fundamentals as any exotic: tires, brakes and fluids at the intervals Lamborghini publishes, plus battery care if the car sits for long stretches. We don't have published running cost data for the Temerario yet, so budget with a dealer quote rather than a guess.

Pricing varies by market and option list, so check the current figure with a dealer. Lamborghini's own page, linked below, lists the official specs we've used here.