The Lamborghini Temerario Makes 907 Horsepower Approachable: Track Test

Even with enough horsepower to rival some hypercars, the Temerario is one of the friendliest supercars you can drive in anger.

I learned three very important things at the launch of the Huracán-succeeding Lamborghini Temerario:

• The Temerario’s finger-follower diamond-like coated (DLC) valvetrain can support more than 11,000 rpm, if necessary.
• Around 25 percent of Huracan owners “daily drive” their cars, according to Lamborghini.
• Lamborghini Chief Technical Officer, Reuven Mohr, owns both a Honda S2000 and a Mitsubishi Lancer Evolution IV.

Photo by: Chris Rosales / Motor1

Although the Urus is the car that brought Lamborghini volume sales, it’s easy to argue that the Huracán was the car that gave Lamborghini its modern identity. The entry-level, mid-engined supercar was Lambo’s heart and soul, directly tied with the snarling, haunting harmonics of its departed 5.2-liter V-10. In short, it’s an extremely tough act to follow.

nter the Temerario. With an all-new twin-turbocharged 4.0-liter V-8 that revs to 10,000 rpm, and a Revuelto-derived hybrid system, this car couldn’t be more different from the Huracán. This radical departure for Lambo is the biggest since the original Gallardo 22 years ago; an evolution from pure, screaming emotion into careful, calculated technical ascendancy with a sprinkle of animalism.

A Huracán successor? It’s closer to revolution.

Firstly, the Temerario is more than the sum of its parts. Literally. According to Mohr, the true “secret” of the Temerario lies in its software; the way it approaches a corner, reacts to driver inputs, delivers power, and its overall feel. It’s all carefully laid out in computerized strata.

No less than 15 control units speak to each other from all corners of the Temerario’s kingdom. The electric motors speak to the traction control, which speaks to the brake-by-wire system, which also speaks to the “vertical control unit,” which then speaks to torque vectoring—you get the idea. The Web of Things that makes up the dynamic picture of the Temerario is vast and endlessly complicated.

With how it’s wired up, the Temerario actively controls cornering attitude at any stage of the corner with a cavernous chest of tools, though it most heavily leverages its three electric motors. One motor exists between the engine and gearbox, and another pair of axial flux motors control each front wheel, all powered by a 3.8-kilowatt-hour battery pack. Every part is derived from the Revuelto, and with it, Mohr says, the Temerario can drive in almost any fashion, with a particular focus on approachability.

The front motors send stopping power to either of the front wheels separately, assisting in the baby Lambo’s rotation. But in the same breath, they also apply torque to the wheels, straightening the car’s yaw attitude.

Pros: Ridiculously Fast, Easy to Drive, Amazing Tech

The central electric motor boosts the high-revving V-8’s response, while also providing subtle straightening force under braking via additional engine braking. It also pre-boosts the colossal IHI turbochargers by applying a slight drag to the crankshaft before deploying full power. (Before you ask, they are not bigger than the Corvette ZR1’s turbos, but are damn close.)

Then there’s that flat-plane V-8. It revs to an astounding 10,000 rpm (10,250 rpm if you use launch control), and officially, it makes 789 horsepower. But a few Lambo folks on the ground dispute that number. Most will tell you that the engine produces north of 800 hp, closer to 840 in reality, and that it’s tough to claim total system output with a hybrid.

Nonetheless, the Lambo deploys up to 907 hp from 9,000 to 9,750 rpm, with only the slightest dropoff to redline. It is a totally ground-up Lamborghini design, cast and forged in Sant’Agata, using some trick stuff—titanium connecting rods, a DLC-coated finger-follower valvetrain, and the aforementioned BFTs.

Cons: Numb Steering, Too Subdued Visually (For A Lambo)

Put simply: Hybridization is a defining characteristic of the Temerario. Mohr proudly boasts that Lamborghini pushes the possibilities of electric assistance further than any other automaker, noting that the company writes its own firmware for all of the electronic controls.

With three lead-follow sessions at the storied, Formula 1-grade Circuito do Estoril, it was easy to see those efforts come to life.

I drove both a normal Temerario and the Allegerita package, which lightens the car by 28 pounds (55 if you spring for the optional carbon fiber wheels) and offers a host of subtle aerodynamic improvements for an overall 67 percent increase in downforce.

The biggest distinction between the two Temerario packages was the choice of tire: Bridgestone Potenza Sport for a “normal” Temerario, and the grippier Potenza Race for the Allegerita. Allegerita, oddly, means “she is lighter.”

In either permutation, understanding the dense inner workings of the thing proved to be extremely simple—nothing was too complicated. The Temerario simply provided a domain for me to play in, one with a wide, forgiving trough of grip and plenty of options.

If I asked for a bit more rotation on corner entry with brakes, it would give it to me. If I rolled the steering over early and demanded it to rotate on power, it would slingshot me out of a corner with a slight scrub of oversteer. No matter the situation, the Temerario remained adaptable in yaw attitude, almost lending to a feeling that it did everything on a pivot around your coccyx. I said this about the Revuelto: It handles like a loose, tippy-toes rally car. And learning about Mohr’s affinity for ass-happy Japanese cars explains this trait.

Its only sin is the steering: Numb, with a disappointingly flat effort curve. In an age where almost every sporting automaker has solved electric power steering, the Temerario’s wheel is resolutely disconnected. Only a faded whisper of the tires travel up in countersteer, even then, it’s mostly an exercise in listening to the seat rather than your hands.

The engine feels practically as powerful as the Revuelto’s 1,001-horse, naturally aspirated V-12, and revs with even more vigor at the top end. The instant torque and linearity were hard to believe, thanks to the electric motors delicately blending with the V-8 to achieve true naturally aspirated responsiveness.

The Temerario’s neatest trick? Making all 10,000 rpm useful and worthwhile, with an absurd surge of power all the way to redline. It almost wiped the V-10 clean from my neurons. Almost.

Too easy is an idiotic thing to say about a supercar. When can a sports car be too easy? Yet, I’ve always thought of Lambos as the dangerous ones. Not actually dangerous, but the best at simulating the feeling of danger

The Temerario is objectively better in every single way than the Huracán–right to the point of being too easy. You get out of the thing, look at its slightly subdued (for a Lambo) looks, hear its much too quiet idle, and think—does it have the emotional edge of the Huracán?

Right now, the Temerario does not have the death’s razor blade character of that old V-10 beast. It’s a temperament Lambo still knows—the proof is in the Revuelto. But there is no doubt that the Temerario is a much better Lambo for someone who wants to use it every day.

But is it a better Lamborghini? I’m not quite sure.

The Volkswagen GTI Is Still Solid. It’s Just Not as Fun: Review

With so many excellent alternatives and no manual, the GTI’s 2025 update doesn’t feel like enough.

Photo by: Jeff Perez / Motor1

In a market where affordable performance cars regularly come and go, you can always depend on the Volkswagen Golf GTI. Relatively speaking, the GTI hasn’t changed much since the first generation debuted way back in the mid-1970s. It’s still the sporty, reliable five-door that enthusiasts have come to love.

These days, though, there are some really great alternatives—the Honda Civic Si, the Hyundai Elantra N, the Subaru WRX, the Toyota GR86, hell, even the base Ford Mustang. On the higher end of the spectrum, Toyota has the GR Corolla, while Honda has the Civic Type R. The point is: With so many new and exciting options out there, the GTI feels like the same car that VW’s been trotting out for decades. Only marginally better.

For 2025, the GTI ditches one of the key features that helped make it such an icon in the first place: Its manual transmission. Pair that with a cabin maligned for its lack of buttons, a design that’s barely different than before, and an engine that’s less powerful than its European counterpart, and it’s easy to see why some fans might be falling out of love with VW’s ubiquitous five-door and looking elsewhere.

Quick Specs	2025 Volkswagen Golf GTI S
Engine	Turbocharged 2.0-Liter Four-Cylinder
Output	241 Horsepower / 273 Pound-Feet
0-60 MPH	5.7 Seconds
Fuel Economy	24 City / 32 Highway / 27 Combined
Base Price	$33,670

2025 Volkswagen Golf GTI Pros

• Very Quick
• Excellent Transmission
• Lovely Interior
• Beautiful Paint

Even if it is less powerful than its European counterpart, you still can’t really fault the GTI for its engine. VW’s turbocharged 2.0-liter makes 241 horsepower and 273 pound-feet of torque, which sends the hot hatchback to 60 miles per hour in just about 5.7 seconds. It’s pretty darn quick.

The GTI’s motor is punchy and direct, with gobs of torque down low and smooth power all the way up to redline. You can rev the hell out of this engine, too—that is, before the transmission takes over and forces you to upshift.

Speaking of that transmission: It’s excellent. The death of the GTI’s manual is a tragedy, but it’s hard to find fault with VW’s quick-shifting, seven-speed dual-clutch automatic. It rips off lightning-quick shifts, minimizing perceived turbo lag, and sending a sharp recoil through your fingertips when you flick at the paddle shifters.

Although this 2025 model may not look all that different from its predecessor, one thing VW knows how to do exceptionally well is paint. The Slate Blue on this tester is a no-cost option, and it’s the only color even worth considering.

Sure, the cabin’s lack of buttons is an issue (more on that in a minute). Otherwise, VW knows how to make a clean, modern, and lovely interior. Even with its iconic plaid seats still intact—exactly where they should be—the GTI’s cabin looks grown up and feels premium. Nothing about the new GTI’s interior comes off as juvenile, which you might have said of some of its predecessors.

2025 Volkswagen Golf GTI Cons

• Not As Dynamic As Its Competitors
• No Manual
• Few Hard Buttons

Unfortunately, good looks and a punchy engine can only take you so far these days. The GTI feels flat and mostly unremarkable when you take a corner hard. Sure, it’ll certainly get around that corner quickly—the suspension keeps the car well-composed. But the GTI handles in a manner that’s far less thrilling than the next-best Civic or GR Corolla. And for as quick-shifting as that automatic is, it’s still no manual.

The interior looks pretty, but it leaves plenty to be desired in the ergonomics department. Even though VW added more hard buttons back onto the steering wheel following customer complaints, there are still no hard buttons for things like the volume and climate controls in the center console. Instead, you’re left swiping at a less-than-useful slider at the base of the touchscreen. It’s annoying.

2025 Volkswagen Golf GTI Verdict

At $33,670 with destination included, the GTI is still a screaming deal—undercutting alternatives like the Elantra N and WRX by a few thousand dollars each. If you want a better audio system and a sunroof, the SE starts at $38,645. If you want the fanciest features—19-inch wheels, a head-up display, adaptive dampers, leather seats with ventilation, etc—the fully loaded Autobahn model costs $42,105.

At face value, the GTI is still a great choice; it’s a solid, fun, and relatively affordable hot hatchback (assuming you don’t dig too deep into the options). But in an era with so many competitors—and good competitors—the GTI doesn’t do enough to stand out.