2025 Lamborghini Revuelto Review: Bull on Parade

It takes all of three blocks for me to pull over.

I'm in the 2025 Lamborghini Revuelto. My first "true" Lamborghini drive; the Urus Performante while impressive still had obvious four-ringed lineage. There is nothing that shares the Revuelto’s carbon fiber monofuselage—outside the Fenomeno, the first of what’s sure to be many double-digit special edition spin-offs—and I’m here to see if there’s nothing else like it at all. I know, break out the tiny violins.

Yet after watching oncoming traffic break out the cell phones and the cars behind me stopping way too close, I duck into a parking lot. I’m about to traverse the biggest city in the country during rush hour in a bright green wedge. Should I even do this?

Yes, I tell myself in the world’s shortest pep talk. Accepting that it will draw constant attention, and employing motorcyclist levels of spatial awareness, I point the Revuelto’s low nose back towards the highway. Turns out I have little to fear: despite its poster-perfect shape, the Revuelto is surprisingly easy to live with thanks to its electrified powertrain yet is just as dramatic as any Lambo flagship should be.

Lamborghini replaced the Aventador with the Revuelto in late 2023. Have no fear: while the Temerario has had to make concessions to modernity by lopping off two cylinders, there’s no such downsizing in the Revuelto. There’s still a gloriously naturally-aspirated 6.5-liter V12 mounted amidship, and somehow the madmen in Sant’Agata have unlocked even more horsepower, achieving 815 at a sky-high 9,250 rpm. Redline is set at 9,400 rpm, where the noise can hit 130 decibels—permanent hearing damage territory.

Joining the fun is no fewer than three electric motors: two flux-axial units up front (inboard) and a third sitting atop the transmission casing. These additions allow the Revuelto to crest the four-figure milestone by a single pony. An eight-speed dual-clutch transmission replaces the… divisive ISG of the Aventador.

I’ll admit it: I wasn’t sold on the Revuelto’s looks on its reveal. Once I saw it in the flesh it still didn’t win me over, though as I’m realizing now, it’s likely due to the subdued hues I saw it in.

Verde Scandal. That’s the official name of this tester’s $16,600 CAD paint and yeah, that tracks. The appropriate color for a wedge of supercar, the green allows the rest of the design to talk. Take the black-out front-end with its Y-shaped headlights: it looks low. Mean. Hungry. A bright color makes the slashed rear wheel arch more prominent, a now-subtle nod to every mid-engined V12 Lambo since the Countach. Check out the way the side intake mirrors the headlight shape in profile: two literal arrows indicating forward motion.

Yet it’s the back that sells it for me. The almost insect-like thin taillights; the shrink-wrapped way the spoiler hugs the enormous exhausts; the thin body-color highlights to draw the eyes down to the diffuser: it’s all sensational. The amount of exposed rubber when viewed from directly behind gives the Revuelto a wild, unrestrained feel.

By default, the Revuelto will start in Citta (Italian for “city”) mode, ostensibly for getting out of town before raising absolute hell. It can feel bizarre whirring along in something so outlandish, nevermind that it essentially turns the Revuelto front-drive. Once the battery falls below 25-percent the “thermal motor” stirs or, for the impatient, it can be awakened via any of the other driving modes.

Scratch that; the V12 doesn’t awaken. It rips a hole in space-time. There’s no warning, no prolonged whirring, just a wall of sound exploding into existence behind the driver’s head. I had the Revuelto for nearly a week and never got used the savagery.

The first exploratory dig into the throttle results in my eyeballs flattening. The shove is intense: sure, the likes of a Taycan Turbo GT or Lucid Air Sapphire can beat the Revuelto’s 2.5-second run to 62 mph (100 km/h), but with nothing approaching this level of drama, nor without any sense of losing steam beyond that. There’s never more than few seconds of uninterrupted thrust, but the Revuelto is so intensely muscular that it can be done in basically any gear. There’s a tactile joy to the huge aluminum shift… appendages? They’re paddles reduced to their most skeletal essentials, but they’re also column mounted, so they stay put regardless of steering lock applied. Each gear slams home with a deliberate ka-thunk in sportier modes; not a sound of abuse, but of intention.

And that noise. Oh, that noise. The V12 changes its pitch and frequency every 1,000 rpm, as more voices join the choir. Unencumbered by turbos, the big engine makes sounds no mere iPhone recording will do justice.

Then there’s the plug-in quotient, an intelligent add for the beast. If anything the official 6-mile (10-kilometer) range is slightly conservative: at around 80-percent state-of-charge I notched a test-best 7 mi (11 km) before the V12 did its whole willing-an-entire-universe-into-existence act. There are hybrid drive modes, including one to prioritize recharging the small, 3.8-kilowatt-hour battery pack. I found that any level of even slightly spirited driving would recoup much of the charge on its own.

The increased use of carbon fiber within the chassis has increased torsional rigidity by 25 percent. Meanwhile, the Revuelto ditches the pushrod suspension of the Aventador for a double wishbone and adaptive coilover setup. The result is a car with a slight rearward bias that remains friendly and predictable balance.

Mechanical grip is mega, courtesy of Bridgestone Potenzas measuring 265 millimeters up front and a chonky 345 mm out back. These are properly sticky donuts too, picking up every bit of road debris and flicking it against the wheel wells. Yet even a combined 1,220 mm of contact patches can only bend the laws of physics so much. Heavy throttle gets the Revuelto just a little wriggly, the digital nannies allowing enough slip to remind the driver there are serious amounts of power and weight at play here.

Settle in and the Revuelto is a weapon on your favorite backroad. The steering is light—like everything these days—but unerringly accurate. The rear-axle steering rotates the big car, keeping it feeling agile, though there’s never any doubt as to its sheer width. More than that, the PHEV angle brings with it new dynamic possibilities. Without a driveshaft running up to the front axle, the two electric motors can near-instantly mete out power to either side as needed. It’s a strange yet addictive experience: turn in, goose the throttle, feel the motors tug the Lambo around the corner. Not only does it vanquish understeer, it makes for quicker and more consistent cornering speeds.

Sport and Corsa modes loosen the reins a bit, but so long as the driver isn’t ham-fisted with their inputs, the Revuelto remains composed without biting back.

Braking is of the carbon ceramic variety, with positively enormous 16.1-inch (410-mm) front rotors clamped by 10-piston calipers. The back axle uses still-huge 15.4-inch (390-mm) discs with 4-piston calipers. While earlier composite brakes have been noisy and/or grabby, this setup was lacking in drama in the city, and still showed mega capability in the fun stuff. My one critique is a bit of tip-in eagerness.

Rearward visibility? Well, about a third of the mirror’s coverage is the actual space behind the car; the rest is fairings and engine. At least there’s no more engine cover to further block things. Yes, Lambo has gone al naturale here.

The trick to enjoying the Revuelto is having to first escape the city. This can be challenging. I literally measured the speed bumps in my condo complex to ensure it’d clear them, and took alternate routes to avoid undulating tarmac. I’m also not ashamed to say I almost exclusively drove around town with the nose lift activated. It only adds an additional inch and a half of front clearance, but that remains the biggest limitation to daily-driving the big Lambo.

All other aspects are shockingly easy to live with. During a highway schlep to see family—as one does when in possession of a supercar—the Revuelto rode with arguably more sewn-up body control and smoother reactions than the similar-on-paper Corvette E-Ray.

While there’s still something of a procedure to getting into the Revuelto, it’s made easier by the large door aperature and thinner sills. It still requires a bit of forethought lest you crack your head off the roof, mind you. (Sorry, dad.) Once in, there’s good headroom.

After the drama of the exterior, the Revuelto cabin is almost business-like by comparison. Matching green piping and stitching aside, there’s a lot of black in here. Yes, there’s also copious amounts of carbon fiber and acres of Alcantara, and it’s all screwed together with the sort of precision one can only expect after 27 years of Audi stewardship. The fighter-jet influences like the exposed bolts and flip-top starter cover feel a lot more appropriate given this car’s high-tech, high-speed nature.

The puzzling aspect of the Revuelto interior is that many of the controls aren’t quite where you might expect them. Unless you expect them on the steering wheel, in which case boy do I have good news for you. Turn signals, headlights, nose lift, drive modes, hybrid modes, wipers, wing angle—you name it, it’s probably on the face of the steering wheel. It keeps the driver focused with their hands on the wheel, but I’d be lying if I said I got used to the indicators after our time together. Then again, an owner is likely to have about two dozen other cars, so maybe they won’t, either.

If there has to be one naggingly obstinate aspect of a modern Lambo, it’s probably best it’s the touchscreen. This is not a deciding factor for would-be buyers. The 8.4-inch portrait setup favors style over substance, with many settings buried behind multiple taps. Some menu icons are not clear as to their function, either. While wireless Apple CarPlay is a pricey ($4,400 CAD) option, I never witnessed it connecting without issue for two consecutive drives. The only way to fix it was a drawn-out de- and re-pairing process. Since there’s no wireless charger either, you’ll be forced to tether your phone, which is just a little unseemly.

The instrument cluster switches between drive modes with flair, but it never saved my preferred dial setup, always defaulting to the same one on startup. Is the passenger-side display a gimmick? I’d argue no; instead of just mirroring the central screen like so many others out there, it only showcases the performance stats as the Rev does its thing. Passengers are basically riding a rollercoaster; let them have more fun.

I considered just skipping this section. Value is an abstract at this level: there are cars that match the Revuelto’s on-paper stats for a fraction of its massive price tag. This is, essentially, a million-dollar car. Okay, sorry, it starts at $699,394 CAD, and this one has nearly $150,000 CAD in options, over a third of which are just exterior carbon trim.

It doesn’t matter. The waitlist is over two years. There are thousands of people eager to get in this thing, and I get it.

To drive a Lamborghini Revuelto is to be everyone’s jester. You are here to entertain them, and anything less than your best behavior will end up on social media. That’s part of the deal: if you don’t want the attention, don’t get the bright green wedge.

Yet there’s so much more to Lambo’s latest V12 flagship. Nevermind the pundits who swore electrification would kill this sort of engine; the plug-in setup only makes the V12 better, unlocking ear-ringing performance with short-range EV capability to boot. The Revuelto is insanely accomplished but still ferocious, still the manifestation of want. It is a better drive and a better icon.

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