New Lamborghini Temerario review: epic performance with a plug

Verdict

While initially intimidating, Lambo’s new entry-level V8 shone in abysmal conditions, even if opportunities to explore its 10,000rpm red line were few and far between. But electrification for performance rather than emissions ensures the driving enthusiast’s future is in capable hands; if our drive in the new Lamborghini Temerario on cold and wet Welsh roads taught us anything, it’s that if you’ve got a sports car in hiding, fit a set of winter tyres and make a beeline for the nearest mountain pass. You won’t regret it.

Lamborghini was one of the first makers to properly dip its toe into the world of electrified supercars when it unveiled the Revuelto in 2023. But what started at the top has now filtered down to the firm’s more attainable models; a replacement for the lauded Huracan, the Termerario takes the mantle as the entry point in the Lambo’s three-car line-up.

Let’s be clear: this is a Lamborghini designed not to satisfy Greenpeace or parliamentary commissions. This is a Lamborghini that’s been electrified for one reason: to offer its owners even more performance than the Huracan’s naturally aspirated V10.

On paper, there’s almost no comparison. Combined, the 4.0-litre twin-turbo V8 and three electric motors produce 907bhp, sending power to all four wheels which, in our car’s case, are wrapped in a set of huge, 20-inch front and 21-inch rear, Bridgestone Blizzak LM005 winter tyres. Hidden within sit a set of 410mm carbon-ceramic brakes with contrasting calipers.

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The Termerario’s predecessor was low, long and wide, but if you thought it was among the wildest-looking supercars on sale, then feast your eyes on this. Sharp LED headlights are nestled behind the angled bodywork, with hexagonal daytime running lights in the lower apron; despite being a right-hand-drive car on UK roads, our test model’s typically compact Italian numberplate only adds to the theatre.

Speaking of theatre, the dramatic rear has elements of seventies Countach in its design, with the old car’s (again, hexagonal) haunches replicated here and translated through to the tail-light design. The central exhaust houses two outlets fed from that rear-mounted V8, mostly hidden under a vented engine cover. Only when you stand back will you appreciate the exposed wide-section tyres, which in pouring rain kick up more spray than a Formula One car at a damp Monza Grand Prix.

The sense of occasion continues inside. You don’t have to climb over a tall sill like you might in some supercars, and even in our ‘lightened’ Alleggerita test model, there’s no rigid bucket seats to slide into. It’s lavishly finished, as you’d expect, with plenty of leather and contrast stitching, and embroidered logos in the headrests. A relatively small infotainment screen sits on the centre stack; it’s not the most responsive unit, but it is fitted with all the functionality you’d expect.

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Don’t expect much in the way of storage, though; there’s absolutely no cubbies or door bins, and you’ll only get the pair of cup-holders above the glovebox if you specify them (£600-ish) at the point of order. There’s a usable area in the Temerario’s nose, though much of that gets swallowed up if you insist on carrying the charge cables.

Not something we suggest you do. Not because we’re climate-change deniers, but because for an indicated three miles (Lambo quotes five to seven, in an ideal world) of zero-emissions running, it’s simply not worth it. The V8 engine will charge the battery more quickly than any home wallbox can – and the process is easily initiated via a small switch on the steering wheel.

The Temerario will start every journey silently in hybrid mode. Push the button under the little red cage on the centre console and, unlike Lamborghinis of old, the only recognition that the car is active comes via a message on the dash. You can fire the engine manually by switching from the ‘Hybrid’ setting to ‘Recharge’, or by moving from ‘Citta’ (city) through ‘Strada’ (street) to ‘Sport’. Further drive modes include ‘Corsa’ (race) and ‘Corsa ESC off’; as well as giving you access to the car’s petrol powertrain, these will charge the 3.8kWh battery at the same time.

At idle, the V8 sounds quite harsh. Likening it to a 10-year-old diesel Volkswagen might be a bit unfair, but it certainly doesn’t have the clarity or bassy purr of an Aston Martin or Ferrari. Things improve greatly once you open things up – perhaps encouraging you to run around at low speeds on the e-motor instead.

Trouble is, unless you force it into EV mode, the Temerario will pull away with as much urgency as a snail on a sunny day. Feed in more throttle and the engine will ignite, along with a beep and a message on the screen – as if the blaring revs of the V8 weren’t sufficient to tell you. It’s clunky at times, meaning we defaulted to the car’s ‘Recharge’ setting – allowing the two power sources to work in tandem.

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The Sport and Corsa settings transform the Temerario’s personality. Instant response meets delicate handling; it’s intimidating at first, but you quickly learn to trust the car’s complex electronics and unrelenting power. Grip, even in monsoon conditions, allowed us to exploit the car’s rigid chassis – presumably helped by the winter rubber.

The steering is light in every one of the car’s various drive modes, but doesn’t stop you directing the Lambo with pinpoint accuracy. The pedal box is offset heavily to the left, which feels unnatural at first but soon comes right; the brakes are at their best when you’re travelling a bit quicker, when you can lean on them with greater force.

You can actually drive the Temerario quite quickly using only the battery and electric motor – a stretch in the hills above Crickhowell in the Welsh Valleys saw us easily keep pace with our support crew in a Volkswagen Golf R, without ever troubling the combustion engine for assistance. There’s a pleasing electronic whirr to accompany proceedings, so you’re not completely devoid of a backing track.

But as we’ve hinted, the baby Lambo is at its best when the petrol and electric powertrains come together for maximum performance. There is absolutely no lag, and the way the engine revs beyond 9,000rpm means most fast road work can be done in only third or even fourth gear.

The noise this new-age Lambo makes at the top end is better compared to the sound of a mechanical modern McLaren – no bad thing, but perhaps not as gutsy as those aforementioned Astons, nor as clear as recent Ferraris. Don’t get us wrong, though, it’s no chore to rev out, and firing home the next gear in anger gives you a suitable knock in the back.

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Our experience was diluted (literally) by the weather; we can only imagine how quickly you’d be able to cover ground in dry conditions. But as mentioned, even in lashing rain this is a car you can drive with confidence – producing lairy slides if you’re brave enough.

We were even impressed with the Temerario’s comfort, despite its unashamed focus on performance. It’s clearly less of a GT than something like an Aston Martin DB12, yet the figure-hugging seats hold you in place and there’s no incessant din at higher speeds – even if those huge tyres do kick up quite a bit of road noise. Eighth gear is particularly long, reducing the revs by almost 1,000rpm for more relaxed cruising.

The car we drove was fitted with a fairly long list of extras, taking the list price to well over £400,000 and not far shy of an optionless Revuelto. Included on its spec sheet was the discussed Alleggerita package, which for almost £65k reduces the car’s weight by around 13kg. It comprises lighter body panels and interior elements, and can be complimented further with a set of carbon wheels and a titanium exhaust – saving up to 25kg in total. 

Other extras on our test model included a £5,000 Sonus Faber stereo, a £3,000 carbon-fibre steering wheel with red 12 o’clock marker, and a similarly expensive passenger display. The Verde Mercurius paint is a cool £18,000 – not including the £10k-plus red accents.

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