Ron here. I lost the Stelvio argument to Juliana and an Artura that weighs 274 kilos less than this thing. I still think this is the Lamborghini I’d actually want in my own garage, and I want to explain why a car that finished third on a mountain pass is still, in my opinion, the most important thing Lamborghini currently builds.
The number that actually matters
1,015 combined horsepower is the headline, and it’s not a small one — it’s more than the Ferrari SF90 Spider it regularly gets cross-shopped against, and enough to make the Revuelto Lamborghini’s most powerful road car ever built. But the number I keep coming back to isn’t the horsepower figure. It’s that the 6.5-liter V12 underneath all that electric assistance is still naturally aspirated — no turbos, nothing between your right foot and the engine’s actual output, in a market segment where almost every rival has already moved to forced induction.
Why Lamborghini kept the V12 naturally aspirated
This wasn’t the easy choice. A turbocharged or fully electric V12 replacement would have hit similar power figures with less engineering complexity, and Lamborghini’s own engineers have talked openly about how much harder it was to hit modern emissions and efficiency targets while keeping the engine breathing naturally. They did it anyway, and the reason comes down to something that doesn’t show up on a spec sheet: the sound and the throttle response of an unassisted V12 at 9,000 rpm is not something hybrid assistance can replicate on a turbo engine, no matter how good the electric motors are at filling in everywhere else.
What the electric side actually does
Three electric motors do real work here, not just marketing-department hybrid credentials: two on the front axle giving the Revuelto genuine all-wheel drive and torque vectoring corner to corner, and one integrated into the transmission assisting the V12 directly. There’s also a real EV-only mode for short-range, low-speed driving — useful in exactly the kind of city center low-emission zones that are becoming more common across the routes this car actually gets driven on.
What it’s like next to its stablemates
Next to the Urus SE, the Revuelto is obviously the halo car — the Urus sells in volumes the Revuelto never will, but the V12 flagship is what the brand’s entire identity still hangs on. Next to the Huracán EVO, it’s a generational leap in every measurable way, though the Huracán’s simpler, lighter, non-hybrid V10 still has its own die-hard defenders for exactly the reasons the Artura beat the SF90 and the Revuelto at Stelvio — sometimes less weight wins arguments that more power can’t.
Why it still finished third at Stelvio, and why that doesn’t change my mind
Juliana’s argument was right on the data — 274 kg heavier than the Artura is a real, measurable disadvantage on 48 consecutive hairpins, and I said so at the time. But most days behind the wheel of a car like this aren’t 48 consecutive hairpins. They’re a coast road, a mountain pass with room to actually use 1,015 horsepower, or just a parking lot where the scissor doors do exactly what they’re designed to do. On the roads people actually drive most often, the Revuelto doesn’t need to win a stopwatch argument to be the car worth having.
The Revuelto is part of the fleet available on the Supercars Rally Monaco, and it’s also bookable as a standalone rental out of Monaco, Nice, Munich, and Paris. Curious how it actually stacked up against the SF90 and Artura? Read the full Stelvio road test. Get in touch if you’d like to drive one yourself.