The Fastest Production Lamborghini Ever Built
Lamborghini chose Monterey Car Week to unveil the Revuelto SV, the newest chapter in a Super Veloce lineage that stretches back 55 years to the original Miura SV. Strip weight, add downforce, sharpen everything that touches the road, limit production: the SV formula has not changed since the Murciélago SV and Aventador SVJ. What separates this generation is how deeply the engineering revision reaches beneath that familiar playbook, and how convincingly it answers the question that shadows every modern hybrid supercar: does electrification dilute the driving experience, or can it amplify it?
The numbers suggest amplification. Lamborghini quotes a combined 1,065 CV (roughly 1,050 horsepower) from the hybrid powertrain, 50 CV more than the standard Revuelto, with system torque of 1,425 Nm that the company calls best in class. Acceleration to 100 km/h arrives in 2.4 seconds, 200 km/h in 6.7 seconds, and top speed exceeds 345 km/h. Factory driver Marco Mapelli validated those claims with a 1:41.6 lap at the Hockenheimring, which Lamborghini says makes the Revuelto SV the fastest production car ever recorded at that circuit.
Production will be capped at 1,963 units, a nod to the year Ferruccio Lamborghini founded the company. Allocation is reserved for existing loyal customers and collectors, which in practical terms means that if you do not already own a Revuelto or maintain a relationship with your dealer, securing one will require patience, persuasion, or both.
The Battery Is the Real Story
The 50 CV headline gain sounds modest, but the transformation that matters most sits in the battery. Lamborghini fitted a 7.3 kWh lithium-ion pack, nearly double the capacity of the standard Revuelto’s 3.8 kWh unit. The company claims this delivers up to four times greater performance consistency, meaning the electric motors can sustain their contribution lap after lap rather than fading after a single hot run. For anyone who plans to use a track day as more than a photo opportunity, that consistency changes the character of the car.
The 6.5-liter naturally aspirated V12 still anchors the architecture, producing 825 CV at 9,250 rpm with a 9,500 rpm ceiling. Two axial-flux electric motors drive the front wheels for torque vectoring; a third radial-flux motor sits above the eight-speed dual-clutch gearbox behind the engine. The layout mirrors the standard Revuelto, but the calibration is new, and Lamborghini quotes a power-to-weight ratio of 1.66 kg/CV.
Exclusive to the SV is a new Pilota driving mode that brings GT3-derived traction control settings to the steering wheel via a red selector on the right spoke. Experienced drivers can dial in exactly how much electronic intervention they want during track sessions, a feature borrowed directly from Lamborghini’s customer racing programs. The company says the system was developed to prioritize “genuine fun to drive” characteristics, and it provides suggested damper setups for flat, bumpy, or wet circuits. Where the standard Revuelto already impressed with its hybrid integration, the SV recalibrates the entire powertrain around the premise that electrification should make a driver braver, not more cautious.
The Revuelto SV's powerful rear, with its exposed engine and intricate aerodynamics, is captured in a wide studio shot. Image: Automobili Lamborghini.
Aerodynamics Built Around the Contact Patch
Lamborghini claims the Revuelto SV generates 80 percent more total downforce than the standard Revuelto and 10 percent more than the Aventador SVJ. More telling is the 60 percent improvement in downforce-to-drag efficiency, the number that actually determines lap times: you want the car pushed into the road without paying an excessive speed penalty on the straights.
The fixed rear wing uses a motorsport-inspired double-wing profile at its outer edges to maximize downforce and cooling, while the central section runs at a lower angle to preserve efficiency. A Gurney flap on the rear engine cover increases suction at the radiator outlet, and a dedicated cooling channel ventilates the rear brakes. Up front, angled fins on the bumper seal the wheel wells and direct higher-energy airflow to the side coolers. Brake cooling improved by 12 percent, according to Lamborghini, translating to more consistent pedal feel during extended sessions.
The aerodynamic balance point shifts forward compared to the standard car, a deliberate choice that sharpens turn-in response. Combined with what Lamborghini describes as 17 percent more agility and 10 percent more lateral grip relative to the Revuelto, the aero package works in concert with the bespoke Bridgestone Potenza Race R tires, developed from scratch to Lamborghini’s specifications. Every surface change serves the same thesis: this is a car engineered around the tire contact patch first, with the bodywork shaped to keep it loaded.
The powerful rear design of the Lamborghini Revuelto SV is showcased with its unique lighting and quad exhaust system. Image: Automobili Lamborghini.
A Cockpit That Follows the Same Logic
Inside, the SV doubles down on Lamborghini’s “Feel Like a Pilot” philosophy with the same driver-first discipline that shapes the chassis. Standard sport seats use a carbon-fiber shell structure that Lamborghini describes as offering the visual character of a racing bucket with more practical adjustability. Optional monocoque carbon-fiber race seats shed additional weight and provide maximum lateral support, a choice that will likely define the spec sheets of track-focused owners.
Carbon fiber appears on the door panels, dashboard, and center console in greater quantities than any previous Revuelto variant. The new-generation steering wheel carries a motorsport-inspired control layout, with the red Pilota mode selector sitting prominently on the right spoke alongside the red ANIMA drive mode lever. When the door opens, a dedicated Revuelto SV animation greets the driver on the instrument display.
Customization runs deep for a car limited to 1,963 examples. Lamborghini offers twelve contrasting leather colors for the seats, console, carpets, and dashboard, with Nero Ade leather as the standard choice. Rear lettering can be ordered in Shiny Black, Matt Black, or Matt Bronze instead of the default Shiny Silver, and exhaust tailpipes come standard in matte grey with matte black and matte bronze as options. The breadth of personalization suggests Lamborghini wants each unit to feel genuinely individual, even within a production run this small.
The Revuelto SV's advanced cockpit features a multi-screen layout, a sporty steering wheel, and luxurious red accents. Image: Automobili Lamborghini.
What Remains Unconfirmed
Lamborghini did not announce pricing, delivery timelines, or regional allocation breakdowns. Given that the standard Revuelto already commands a multi-year waiting list, the practical question for prospective buyers is less about the sticker price and more about dealer relationships and allocation priority. The 1,963-unit cap is generous by limited-edition standards (the Aventador SVJ was restricted to 900 coupes), positioning the SV as a halo variant within the Revuelto family rather than a hyper-exclusive collector piece.
Weight savings over the standard car remain unspecified. Lamborghini references lightweight carbon-fiber door panels, race seats, and a “lightweight interior” without providing a curb weight figure. The power-to-weight ratio of 1.66 kg/CV implies a weight in the neighborhood of 1,770 kg, but that is arithmetic from the company’s own ratio, not a confirmed specification. Fuel consumption and emissions data are still in the type-approval stage, so official WLTP figures for the SV are not yet available. Lamborghini does publish the standard Revuelto’s combined consumption at 15 l/100 km plus 4.7 kWh/100 km, which gives a rough baseline.
The V12’s Mature Answer
Every previous Super Veloce V12 has appreciated on the secondary market, and the SV badge carries real weight in Lamborghini’s collector hierarchy. The 1,963-unit production run is large enough to avoid the speculative frenzy of a 63-unit special edition, yet small enough to guarantee scarcity once allocation closes. Owners who already secured a standard Revuelto and found the car’s hybrid integration impressive (as Road & Track did when naming the Revuelto its 2025 Performance Car of the Year) now face a decision about whether the SV’s track-focused upgrades justify a second allocation request.
Multiple Revuelto owners on enthusiast forums describe the standard car’s character as evolving with mileage, with the dual-clutch gearbox and hybrid calibration becoming more intuitive over time. The SV’s GT3-derived suspension, manually adjustable dampers, and Pilota mode suggest Lamborghini engineered this variant for drivers who want to push harder than the standard car’s electronics typically allow.
The Revuelto SV also marks a quiet milestone for the naturally aspirated V12 in the hybrid era. While the Temerario moves Lamborghini’s entry-level supercar to a twin-turbo V8, the SV proves the 6.5-liter twelve-cylinder still anchors the brand’s emotional peak. At 9,500 rpm, with three electric motors filling the torque gaps, the powertrain architecture represents a mature answer to the central question this car poses: hybridization, done with this level of engineering conviction, does not dilute the Super Veloce experience. It deepens it.
The Revuelto SV unleashes its power, with exhaust flames illuminating the tunnel as it speeds away. Image: Automobili Lamborghini.
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