Lamborghini CTO Rouven Mohr on rewriting the rules for the Temerario

How did you achieve a rev limit of 10,000rpm for a turbo engine?

It was a challenge, and we are super proud to have achieved it [in the Lamborghini Temerario]. There are many small engineering things: the ratio between bore and stroke, critical piston speeds, and stiffness of the valvetrain. A big topic is how you manage airflow inside the engine. With a turbo engine, you must bring enough air at this high rev limit, or the power curve drops too early, and it makes no sense to rev it. This is only possible in combination with the electric motor.

And people forget how difficult the integration is with a flat-crank V8. You have unbalanced masses and oscillations, and as you rev higher, it gets more critical. Even small things like the wiring harness had to be decoupled; otherwise, you risk broken cables. It was a challenge but also a lot of fun.

Could you have stopped at 9,500rpm, or did you go to 10,000rpm because it's a nice story?

You could have the same characteristics ending at 9,500. But no one did 10,000 before. Let’s see if we can achieve it – that was the mindset. And if you want to really rev to 10,000, the mechanics must be protected beyond that. The engine is safe at least above 10,500.

So it's not a big performance gain going beyond 10,000rpm but more of a statement?

Exactly. Go much higher, and there’s no advantage in perception or performance.

Would dropping from the V10 to a V6 have felt too drastic for buyers, and is that why you chose a V8 for the Lamborghini Temerario?

That was one argument. Engineering-wise, we evaluated a V6. But coming from the V10, a V6 would have been perceived as a strong downgrade, which we didn’t want. We also considered power potential across the lifecycle.

We are a small company; we don’t do a new engine every year. We needed reserves for the future, and a 4.0-litre V8 provides that more than a 3.0-litre V6 would have.

Sound is intrinsic to Lamborghini – V10 had that high-pitched NA tone. With new noise regulations, is that the big challenge now?

For sure. The V10 was fantastic – I still love it, and it will be an icon. But as a future-oriented manufacturer, you must take the next step. A turbocharged engine was a must. If you certified a V10 today, the sound would also drop. It’s not really a drop, but a different kind of sound. You cannot compare an NA V10 with a twin-turbo V8. It’s different, but still authentic.

Lamborghini Temerario feels easy to drive – so is the hybrid system more about torque vectoring and balance than outright power?

Exactly. The combustion engine alone has 800hp – more than enough. The hybrid system shapes the dynamics: it makes the car rotate easily but not too fast, so it’s smooth to handle. A mid-engine car with a lot of horsepower will rotate quickly if you do nothing.

Our philosophy is predictable behaviour that feels natural, so customers can approach the limit. Some cars deliver marvellous lap times with a pro driver, but most customers are overwhelmed. We want the majority to explore the potential.

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