Lamborghini

3.9L V12 with 375hp. Marcello Gandini design. 4140mm length. Five-speed manual. Weight 1065kg. 0-60 mph in 5.4 seconds. Top speed 179 mph. Scissor doors debut. Periscope rear mirror. Mid-engine rear-drive. Space frame chassis. Iconic wedge shape. Only 150 built.

3.9L V12 with 353hp. Wider fenders and spoiler. 4140mm length. Five-speed manual. Weight 1400kg. 0-60 mph in 5.9 seconds. Top speed 171 mph. Optional wing. Pirelli P7 tires. Flared arches. More dramatic appearance. 235 units produced.

4.8L V12 with 375hp. Larger engine displacement. 4140mm length. Five-speed manual. Weight 1490kg. 0-60 mph in 5.2 seconds. Top speed 182 mph. Improved torque. Better drivability. QV version with four valves per cylinder. 323 units built.

5.2L V12 with 455hp. Four valves per cylinder. 4140mm length. Five-speed manual. Weight 1490kg. 0-60 mph in 4.7 seconds. Top speed 183 mph. Downdraft carburetors. Improved breathing. 610 units produced. Most powerful Countach.

5.2L V12 with 455hp. Horacio Pagani redesign. 4140mm length. Five-speed manual. Weight 1680kg. 0-60 mph in 4.7 seconds. Top speed 183 mph. Updated styling. Side strakes. Revised intakes. 658 units built. Final Countach variant. Most refined version.

5.7L V12 with 485hp. Top speed 202 mph fastest production car. 4460mm length. Five-speed manual. Weight 1576kg. 0-60 mph in 4.1 seconds. Gandini design. Scissor doors. VT all-wheel drive 1993. SE30 special edition 523hp. SV rear-drive version. GT1 racing homologation.

5.7L V12 with 492hp. Viscous traction AWD. 4460mm length. Five-speed manual. Weight 1625kg. 0-60 mph in 4.0 seconds. Top speed 202 mph. Variable ratio steering. Improved traction. Roadster version 1995. More usable supercar. Better handling wet conditions.

5.7L V12 with 510hp. Rear-wheel drive only. 4460mm length. Five-speed manual. Weight 1530kg. 0-60 mph in 3.9 seconds. Top speed 205 mph. Larger rear wing. Adjustable suspension. More aggressive setup. Track-focused variant. Limited production.

6.0L V12 with 550hp (GT) to 575hp (6.0). Audi ownership era. 4470mm length. Five-speed manual. Weight 1490kg (GT). 0-60 mph in 3.5 seconds (GT). Top speed 211 mph. Fixed rear wing. Revised styling. Only 80 GT units. VT 6.0 AWD finale. SE special edition.

6.2L V12 with 572hp. AWD standard. 4580mm length. Six-speed manual or e-gear automated. Weight 1650kg. 0-60 mph in 3.8 seconds. Top speed 205 mph. Scissor doors. Active rear wing. Roadster 2004. Improved build quality. Audi engineering input.

LP 640 with 6.5L V12 631hp. LP 670-4 SV with 661hp. AWD. 4610mm length. Six-speed e-gear. Weight 1565kg (SV). 0-60 mph in 3.2 seconds (SV). Top speed 212 mph (SV). Glass engine cover. Carbon fiber body SV. Reventon special 670hp. Only 350 SV units. Final naturally aspirated V12 flagship.

6.5L V12 with 691hp. Carbon fiber monocoque. AWD. 4780mm length. Seven-speed ISR automated manual. Weight 1575kg. 0-60 mph in 2.9 seconds. Top speed 217 mph. Push-rod suspension. Scissor doors. Pirelli P Zero tires. Roadster 2012. Veneno special 740hp limited.

6.5L V12 with 730hp. Four-wheel steering. AWD. 4797mm length. Seven-speed ISR. Weight 1575kg. 0-60 mph in 2.9 seconds. Top speed 217 mph. Magnetic dampers. Improved aero. LDVI driving modes. SVJ with 759hp Nürburgring record. ALA 2.0 active aero SVJ.

6.5L V12 with 769hp most powerful. AWD. 4868mm length. Seven-speed ISR. Weight 1550kg. 0-60 mph in 2.8 seconds. Top speed 221 mph. Final naturally aspirated V12 Lamborghini. Only 600 coupes plus 250 roadsters. Celebration of V12 heritage. Combines best of S and SVJ.

5.2L V10 with 602hp. AWD. 4459mm length. Seven-speed dual-clutch. Weight 1422kg. 0-60 mph in 3.2 seconds. Top speed 201 mph. Carbon fiber and aluminum chassis. Spyder 2015. LP 580-2 rear-drive. Performante with ALA active aero 631hp. Evo with revised dynamics.

5.2L V10 with 631hp. LDVI torque vectoring. AWD standard (RWD available). 4520mm length. Seven-speed dual-clutch. Weight 1422kg. 0-60 mph in 2.9 seconds. Top speed 202 mph. Predictive logic control. Improved aero. 8.4-inch touchscreen. STO track-focused 631hp rear-drive.

Tecnica with 5.2L V10 631hp rear-drive. Sterrato off-road with 601hp lifted suspension. 4520mm length. Seven-speed dual-clutch. Weight 1379kg (Tecnica). 0-60 mph in 3.2 seconds (Tecnica). Final naturally aspirated V10 Lamborghini. Sterrato with rally-inspired design. Limited production both. Heritage celebration.

4.0L twin-turbo V8 with 641hp. Performante with 657hp. AWD. 5112mm length. Eight-speed automatic. Weight 2200kg. 0-60 mph in 3.5 seconds. Top speed 190 mph (Performante). Carbon ceramic brakes. Active anti-roll bars. Rear-wheel steering. Adaptive air suspension. ANIMA driving modes. Best-selling Lamborghini ever. Plug-in hybrid coming.

5.0L V10 with 493hp. AWD. 4300mm length. Six-speed e-gear or manual. Weight 1430kg. 0-60 mph in 4.0 seconds. Top speed 192 mph. Aluminum space frame. SE with 513hp. Spyder 2006. Superleggera lightweight 522hp. Very successful model launch.

5.2L V10 with 552hp (LP 560-4). Performante with 562hp. LP 570-4 variants to 570hp. AWD or rear-drive. 4345mm length. Six-speed e-gear. Weight 1340kg (Superleggera). 0-60 mph in 3.4 seconds. Top speed 202 mph. Direct injection. Edizione Tecnica final. Over 14,000 Gallardos total production.

The revolutionary V12 that launched the Lamborghini marque and established its engineering credentials. This 3,464cc 60° V12 featured dual overhead cams per bank with two valves per cylinder, designed by Giotto Bizzarrini to outperform contemporary Ferrari engines. The block used aluminum alloy construction with wet liners, while the cylinder heads employed hemispherical combustion chambers with a 65° included valve angle. The valve train used chain-driven camshafts with bucket tappets and shim adjustment, while the crankshaft was forged steel running in seven main bearings. The intake system used six twin-choke Weber 40 DCOE carburetors with individual velocity stacks, while the exhaust featured equal-length tubular headers. With 9.5:1 compression and a 7,000 RPM redline, it produced 270 hp at 6,500 RPM and 240 lb-ft at 4,500 RPM. The oiling system used a dry-sump design with twin scavenge pumps, while the cooling system featured a front-mounted radiator with thermostatically controlled electric fan. This engine's smoothness, sophistication, and power output immediately established Lamborghini as a serious competitor to established Italian marques.

The groundbreaking transverse-mounted V12 that created the supercar genre. This 3,929cc 60° V12 maintained the basic Bizzarrini architecture but was rotated 90° for transverse mid-engine placement. The block used aluminum alloy with silicon-impregnated cylinder walls, while the cylinder heads featured revised ports and larger valves. The valve train employed chain-driven camshafts with the same bucket tappet design, while the crankshaft was nitrided steel running in seven main bearings. The intake system used four triple-choke Weber 40 IDL carburetors due to space constraints, while the exhaust featured custom tubular headers wrapping around the transmission. With 9.5:1 compression and a 7,000 RPM redline, it produced 350 hp at 7,000 RPM and 262 lb-ft at 5,000 RPM. The oiling system evolved to a more sophisticated dry-sump design with triple scavenge stages, while the cooling system used side-mounted radiators with thermostatically controlled fans. This engine's transverse mounting and incredible power density made the Miura the fastest production car in the world at its launch, while its breathtaking appearance under glass established the template for every mid-engine supercar to follow.

The evolution that powered the icon that defined wedge-shaped supercars for a generation. This 3,929cc 60° V12 featured the same basic architecture but with numerous refinements for the revolutionary Countach. The block used improved aluminum alloy with better cooling passages, while the cylinder heads featured larger ports and revised valve angles. The valve train maintained chain-driven camshafts but with improved tensioners, while the crankshaft was a forged steel unit with twelve counterweights. The intake system used six twin-choke Weber 45 DCOE carburetors mounted vertically in the V, while the exhaust featured equal-length stainless steel headers. With 10.5:1 compression and a 8,000 RPM redline, it produced 375 hp at 8,000 RPM and 266 lb-ft at 5,500 RPM. The oiling system used an advanced dry-sump design with four scavenge stages, while the cooling system employed twin side-mounted radiators with electric fans. This engine's dramatic appearance under the rear glass, complete with six velocity stacks, became one of the most iconic images in automotive history, while its power output kept the Countach at the forefront of supercar performance throughout the 1970s.

The marine-derived V12 that powered the outrageous LM002 off-road super-truck. This 5,167cc 60° V12 was originally developed for offshore powerboat racing, featuring the same basic architecture but with significantly increased displacement. The block used reinforced aluminum alloy construction, while the cylinder heads featured larger valves and ports to handle the increased displacement. The valve train used chain-driven camshafts with hydraulic lifters for improved maintenance intervals, while the crankshaft was a forged steel unit with twelve counterweights. The intake system used six twin-choke Weber 44 DCNF carburetors in early versions, later replaced by Bosch K-Jetronic fuel injection. With 9.5:1 compression and a 6,800 RPM redline, it produced 455 hp at 6,800 RPM and 368 lb-ft at 4,500 RPM. The oiling system used a wet-sump design more suitable for off-road use, while the cooling system featured a massive front-mounted radiator with twin electric fans. This engine's incredible torque and power, combined with the LM002's outrageous character, created one of the most unlikely and compelling vehicles ever to wear the Lamborghini badge.

The evolution to 5.7 liters that powered Lamborghini into the 1990s. This 5,707cc 60° V12 featured significant updates including four valves per cylinder for the first time in a production Lamborghini V12. The block used aluminum alloy with wet liners, while the cylinder heads employed pent-roof combustion chambers with a 50° included valve angle. The valve train used chain-driven dual overhead cams per bank with shimless bucket followers, while the crankshaft was a forged steel unit running in seven main bearings. The intake system used multi-point fuel injection with individual throttle bodies, while the exhaust featured equal-length stainless steel headers. With 10.0:1 compression and a 7,300 RPM redline, it produced 485 hp at 7,000 RPM and 428 lb-ft at 5,200 RPM. The oiling system returned to dry-sump design with multiple scavenge stages, while the cooling system used twin side-mounted radiators with variable-speed fans. This engine's combination of traditional Lamborghini character with modern four-valve technology successfully bridged the gap between the classic era and the modern supercar age.

The first V12 of the Volkswagen era, bringing modern engineering to traditional Lamborghini values. This 6,192cc 60° V12 featured significant revisions under Audi ownership while maintaining the classic Lamborghini architecture. The block used hypereutectic aluminum alloy with silicon-impregnated cylinder walls, while the cylinder heads featured variable valve timing on the intake camshafts. The valve train used chain-driven dual overhead cams with hydraulic lifters, while the crankshaft was a forged steel unit with twelve counterweights. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured equal-length headers feeding into a vacuum-controlled valve system. With 10.7:1 compression and a 7,500 RPM redline, it produced 572 hp at 7,500 RPM and 479 lb-ft at 5,400 RPM. The oiling system used a dry-sump design with multiple scavenge stages, while the cooling system employed twin side-mounted radiators with electronic fans. This engine demonstrated that traditional Lamborghini character could be preserved while incorporating modern technology for improved emissions, reliability, and performance.

The first V10 from Lamborghini, creating a new entry-level model that would become its best-seller. This 4,961cc 90° V10 shared some architecture with contemporary Audi V10s but featured extensive Lamborghini-specific modifications. The block used aluminum alloy with cast-in iron liners, while the cylinder heads featured four valves per cylinder with variable valve timing on both intake and exhaust camshafts. The valve train used chain-driven dual overhead cams with hydraulic lifters, while the crankshaft was a forged steel unit running in six main bearings. The intake system used variable-length intake manifold with individual throttle bodies, while the exhaust featured equal-length headers. With 11.0:1 compression and a 8,000 RPM redline, it produced 493 hp at 8,000 RPM and 376 lb-ft at 4,500 RPM. The oiling system used a dry-sump design, while the cooling system featured front and side-mounted radiators with electronic fans. This engine's compact dimensions, high-revving character, and accessible performance made the Gallardo Lamborghini's most successful model to date, bringing the brand to a much wider audience.

The first all-new Lamborghini V12 in over 40 years, designed specifically for the Aventador. This 6,498cc 60° V12 featured an entirely new architecture with emphasis on lightweight construction and high-revving capability. The block used aluminum alloy with closed-deck design and integrated cylinder liners, while the cylinder heads featured four valves per cylinder with variable valve timing and variable intake manifold. The valve train used chain-driven dual overhead cams with hydraulic lifters, while the crankshaft was a forged steel unit running in seven main bearings. The intake system used variable geometry intake manifold with twelve individual throttle bodies, while the exhaust featured equal-length headers with vacuum-controlled valves. With 11.8:1 compression and a 8,350 RPM redline, it produced 691 hp at 8,250 RPM and 509 lb-ft at 5,500 RPM. The oiling system used a dry-sump design with multiple scavenge stages, while the cooling system employed triple radiators with variable-speed fans. This engine's specific output of 106 hp/liter from a naturally aspirated design represented the pinnacle of traditional Lamborghini V12 development.

The evolution of the Lamborghini V10 that combined naturally aspirated purity with cutting-edge technology. This 5,204cc 90° V10 featured an all-new design with emphasis on high-revving character and instantaneous response. The block used aluminum alloy with cast-in iron liners, while the cylinder heads featured four valves per cylinder with variable valve timing on both intake and exhaust camshafts. The valve train used chain-driven dual overhead cams with hydraulic lifters, while the crankshaft was a forged steel unit running in six main bearings. The intake system used variable geometry intake manifold with individual throttle bodies, while the exhaust featured equal-length headers with electronic valve control. With 12.7:1 compression and a 8,500 RPM redline, it produced 602 hp at 8,250 RPM and 413 lb-ft at 6,500 RPM. The oiling system used a dry-sump design, while the cooling system featured multiple radiators with advanced thermal management. This engine's incredible 12.7:1 compression ratio and 8,500 RPM redline demonstrated Lamborghini's commitment to naturally aspirated performance even in an era of increasing turbocharging.

The first hybridized Lamborghini V12, incorporating supercapacitor technology for instantaneous power boost. This 6,498cc 60° V12 was based on the Aventador engine but featured significant modifications for hybrid operation. The block used reinforced aluminum alloy construction, while the cylinder heads featured revised combustion chambers and updated variable valve timing. The valve train maintained chain-driven dual overhead cams with hydraulic lifters, while the crankshaft was a balanced forged steel unit. The intake system used variable geometry intake manifold, while the exhaust featured equal-length headers. With 11.8:1 compression and a 8,500 RPM redline, it produced 774 hp at 8,500 RPM and 531 lb-ft at 6,750 RPM. The hybrid system used a 48-volt electric motor integrated into the transmission producing 34 hp, with power stored in supercapacitors rather than batteries. The complete system produced 808 hp, with the electric motor providing instantaneous torque fill during gear changes and acceleration. This engine represented Lamborghini's first step toward electrification while maintaining the character and drama of the traditional V12.

The most powerful Lamborghini V12 ever produced, designed from the ground up for plug-in hybrid operation. This 6,498cc 60° V12 featured an all-new architecture with the rotation reversed compared to previous V12s. The block used aluminum alloy with redesigned oil and water passages, while the cylinder heads featured revised combustion chambers and updated variable valve timing. The valve train used chain-driven dual overhead cams with hydraulic lifters, while the crankshaft was a new forged steel design. The intake system used variable geometry intake manifold, while the exhaust featured equal-length headers. With 12.6:1 compression (the highest ever for a Lamborghini V12) and a 9,500 RPM redline, it produced 814 hp at 9,250 RPM and 535 lb-ft at 6,750 RPM. The hybrid system added three electric motors (one on each front wheel, one integrated with the new 8-speed dual-clutch transmission) producing combined 187 hp, for total system output of 1,001 hp. This engine's incredible 9,500 RPM redline and 12.6:1 compression ratio demonstrated that hybridization could enhance rather than compromise traditional Lamborghini values.

The first turbocharged engine from Lamborghini, powering the brand's breakthrough SUV. This 3,996cc 90° V8 featured twin turbochargers mounted in hot-V configuration, sharing some architecture with Audi and Porsche V8s but with extensive Lamborghini-specific modifications. The block used aluminum alloy with cast-in iron liners, while the cylinder heads featured four valves per cylinder with variable valve timing and lift on both intake and exhaust camshafts. The valve train used chain-driven dual overhead cams with hydraulic lifters, while the crankshaft was a forged steel unit running in five main bearings. The turbochargers were twin-scroll units with electronic wastegates and water-cooled bearings, producing 1.5 bar (22.1 psi) of boost. With 10.1:1 compression, it produced 641 hp at 6,000 RPM and 627 lb-ft at 2,250-4,500 RPM. The oiling system used a variable-displacement vane pump, while the cooling system featured multiple radiators with advanced thermal management. This engine's combination of turbocharged torque and Lamborghini character made the Urus both the fastest production SUV in the world and Lamborghini's best-selling model, proving that forced induction could be compatible with Lamborghini's performance values.

The bespoke, longitudinally-mounted 7-speed single-clutch automated manual transmission (ISR - Independent Shifting Rod) developed exclusively for the Aventador. Lamborghini deliberately chose a single-clutch design over a dual-clutch for its more aggressive, raw, and theatrical character. The ISR gearbox uses independent shifting rods, similar to a race car sequential, to achieve shift times of just 50 milliseconds—faster than any contemporary dual-clutch at its launch. Shifts are accompanied by a violent, mechanical 'thump' and a dramatic exhaust bark, intensifying the driving experience. The transmission features three driving modes (Strada, Sport, Corsa) that progressively increase shift speed and firmness. While not as smooth in low-speed traffic as a DCT, its brutal, uncompromising nature perfectly matched the Aventador's savage V12 personality. The entire gearbox and rear differential are housed in a single structural carbon fiber case to save weight and increase rigidity.

The in-house developed 7-speed dual-clutch transmission used in the Huracán and the new Revuelto. In the Huracán, this LDF transmission is a masterpiece of packaging and performance, offering shift times under 50 milliseconds. It features multiple driving modes (Strada, Sport, Corsa) that alter shift speed, throttle response, and all-wheel-drive torque distribution. In Corsa mode, it provides full-bore launch control and the fastest, firmest shifts for track use. In the Revuelto, the LDF is a key component of the hybrid powertrain. It is mounted transversely behind the all-new V12 and is uniquely coupled to *three* electric motors—one integrated directly into the gearbox, replacing the traditional reverse gear and providing torque vectoring to the rear wheels, and two on the front axle. This allows for pure electric front-wheel drive, complex torque vectoring, and mind-bending acceleration.

The electro-hydraulically actuated single-clutch automated manual that brought paddle-shift technology to Lamborghini in the Murciélago and Gallardo. Based on a traditional gated manual gearbox, E-Gear used hydraulic actuators to operate the clutch and select gears via paddle shifters behind the steering wheel. Shifts were notoriously brutal, especially at low speeds, with a significant jolt and head-toss during gear changes. However, at full throttle, the upshifts were lightning-fast and accompanied by a dramatic ignition cut and exhaust crackle. Its low-speed behavior was often described as 'temperamental,' but this raw, unrefined character was part of its appeal, providing a challenging and engaging drive that felt closer to a race car than a refined supercar. It was offered alongside a true gated manual in earlier models, becoming the more popular choice.

The iconic, purely mechanical gated manual transmission that defined the classic Lamborghini driving experience. The open, metal gate with its precise, rifle-bolt shifter mechanism is one of the most romanticized elements in automotive history. Shifting required skill and force, with a heavy clutch and a precise, mechanical throw that connected the driver directly to the transmission. The sound of the metal shifter clinking against the gate is unforgettable. Found in models from the Countach to the late-model Murciélago LP 640, this transmission was the choice for purists who wanted total control and the most authentic, unfiltered connection to the car's mighty V12 engine. Its rarity and visceral appeal have made it the most sought-after transmission in any classic Lamborghini.

The heart of the Revuelto's 'monofuselage' carbon fiber chassis is a new transverse 8-speed dual-clutch transmission. This is a significant evolution from the Huracán's 7-speed LDF, adding an extra gear to better manage the power band of the new, naturally aspirated V12 and the hybrid system. The transmission incorporates a 110 kW (150 hp) electric motor directly within its housing. This axial flux motor serves multiple functions: it acts as a starter, a generator, provides torque fill during gear shifts, enables pure electric driving, and, most impressively, provides independent torque vectoring to the rear wheels. The transmission works in concert with two additional electric motors on the front axle, creating a complex but incredibly capable all-wheel-drive system with thirteen different driving modes. This setup represents the pinnacle of Lamborghini's current transmission technology, blending brutal performance with hybrid sophistication.