# Lamborghini Revuelto | 12 Cylinder Envy

## Метаданные

- **Канал:** savagegeese
- **YouTube:** https://www.youtube.com/watch?v=GNqYKQ9DKeU
- **Источник:** https://ekstraktznaniy.ru/video/44234

## Транскрипт

### Segment 1 (00:00 - 05:00) []

I guess you don't want it to repeat. — The Lamborghini Rouvalto. This is Lambo's flagship V12 supercar. And before we go any further, I am well aware that a starting price of $600,000 does not make this the most relevant car to the vast majority of our viewers. However, this is going to be part one of a two-part series where Mark and I head directly to Italy to walk you through both how the supercar was engineered with help of someone who spent their entire life working on these vehicles. And then Mark and I are going to head to the Bridgestone factory to show you how tires are made. Now, before we get started, let me walk you through what the Revoto is. This is Lamborghini's flagship supercar, and most importantly, it has a 6. 5 L V12. It is an updated variant of their V12, and just the engine alone puts out over 800 horsepower. to get it to pass modern emissions and to give it all-wheel drive capability. It has three electric motors, two in the front that do active torque vectoring and one in the back. The total system output of this car is just over 1,000 horsepower. It does 0 to 60 in the low twos and runs the 1/4 mile in the nines. This is a very, very quick car. It also has a carbon monoc chassis and it is double wishbone front and rear. It uses Magnaride dampers. It has 10 piston Brembo brakes in the front. the same brakes used on the 911 Turbo S. And those brakes are connected to a electronic brake booster by Bosch, known as iBoost, which means brake by wire. It also has the rear steer module off of a Porsche 911 GT3. The total curb weight of this vehicle is north of 4200 lb, which does not make this a lightweight. And of course, it has a starting price of $64,000. And the car behind us, which has a couple bits and bobs, comes in at an absolute bargain of just under $750,000. And I'm sure if you wanted to add some more exclusive bits, you could get it to be over $800. So with that, let's hear how this car was engineered. I'm David deavi. I'm head of vehicle motion energy management. I've been working for Lamborghini since 2019. So of course in Lamborghini I developed the Revoto the Taravio and all the recent version of the PHV. Before I've been working for Ferrari from the first nine years of my career I develop some of the iconic car Ferrari like 430 scooter 599 GTO GTB uh FXX and recent 458 Italia and California. Later I moved to McLaren Automotive in 2011 where I developed the McLaren P1 uh 675LT 600LT uh speed tail and recently the McLaren R2A. I got really fascinated when I was young. I've been always a mechanical guy. When I was a young kid I enjoy to watch tractors but I have to say when I was around 13 years old I was lucky and blessed that close to my home there was a Bugatti. So the Bugatti factory was basilia in Campogalaniano and I had the pleasure to meet in a pizzeria in a local restaurant Nicolola Matavasi. Nicolola Matavasi was the chief engineer that developed the Ferrari 40 and later on developed the Bugatti B 110 and I met him in this restaurant and I was just watching him talking and speaking. I think they were meeting in this restaurant Sunday night to do some technical work in advance uh in advance to the week. So they were meeting this restaurant and instead of eating the pizza I was just watching him talking with his people and how passionate he was and I got so fascinated that I committed to engineering really in young age when I was 13 years old and I had the pleasure to meet him again later at the university and uh and honesty for me was really a commitment from young age and later on there is also another funny story that my first boss in Lamborghini to Lamborghini was the Moritzio Vjani that was the city of Lamborghini that used to work in Bugatti. So that is another Bugatti is always coming back in my background but that was the main reason why I committed to become an engineer.

### Segment 2 (05:00 - 10:00) [5:00]

So the Revoto is the Lamborghini car. So for one reason one simple reason V12 naturally respirated from 1963 Lamborghini has produced V12 naturally respirated. So the rev wealth is the reason why Lamborghini exist in my opinion because it's the heritage is the way how we keep our heritage and tradition in the going in the 2020. So we are keeping our history our roots they're coming from this car. Your experience of driving an I reving V12 naturally respirated is another for me really important point because it really talk about the passion and the feeling and you know the performance but as well there is a lot of component of the passion of Lamborghini developing car. Of course, we are talking about 1,5 PS as a combined power between internal combustion engine 825 PS and with the of course combined power we get to 1,5 PS we talk about 0 to 100 in 2. 5 seconds and we are talking about 0 to 200 in around 7 seconds. Of course we are talking a super sport car league in terms of performance and those are some of the key number and figures that I want to mention. I don't want to use the word despite because for me electrification is has always been an opportunity to do different and to do better. So I strongly believe that with electrification you have not we can do better for sure fuel consumption and the mission but we can help really to the engine to perform. So we can have we noted for example naturally aspirated engine 6. 5 L they got a really instantaneous transient response but I can make it even better because I can on top of the natural response of the engine I can help the engine with the using the electrification. So I think that electrification is a next opportunity to make the car better. There are a lot of things that you can do with electrification and I will take a couple of example. You can enhance the vehicle dynamic of the car in the Revuelto but also in the Taravi we got two independent e- machine connected with the two front wheels. So we have the possibility to do torque vectoring. So we can torque we can give torque in a different way to the front wheel to stabilize the car or to make the car more agile and nimble in the corner. We can improve for example and they take as the second example the Taravario in the Taravario what we have done you know tobocharged engines they are not able really to have a high ref span usually you stop at 7,000 8,000 is already a lot so in this car we were able to electrification to have to design a turbocharged engine able to do 10,000 RPM with the power spread between 9,000 and 10,000 but having 700 new meter of torque available from 2,000 RPM. So it's a really flat torque. So we join together the best of a naturally aspirated engine with a turbo and this is thanks to electrification. So transient response lowend torque and on the other end we make the car more agile and more stable to drive through electrification. So those are some of the benefit. I have to say that we have a several challenges. I think uh you know during the development we had failure we had issues of course we have developed bespoke component like the transmission is bespoke the front axle is bespoke the battery is bespoke of course even the packaging of the battery in the central tunnel of the vehicle is a really long battery and really tiny in terms of thickness so it was difficult to package all those component but I think the most interesting thing was the integration of all the different software and the control of the system and to being able to manage in a seamless way all those component because there we have a lot of interaction and I see it also from not only from a technical point of view but also from a human point of view when we started Revoto we decided together with the CTO to put together in my team all the competence so the electrification the control of the inverter the control of the stability system the control of the battery and the cult of engine and transmission and to merge together not only the longitudinal but the lateral and also the vertical behavior of the car. So it was great to lead this kind of team because I always we always I always push the team to work together and to work toward the same aim that was to develop the Revoto and that for me was great because it was um not only as I said it was great to get everyone together and to deliver the same project and to everyone was going in the same direction. Another important part of the vehicle that we develop here is all the carbon fiber chassis here has been evolved. So we have different technology in terms of development of carbon fiber.

### Segment 3 (10:00 - 15:00) [10:00]

All the chassis and all the body and white is made in Santagata. In the front of the car you can see quite peculiar in this car that are the two cones that have the one that they have to take all the energy when you have a front impact and those are made in a forge carbon that is a technology that we patent. Usually those part are made in aluminum because they have to collapse. So we were able with the forge carbon to have this kind of energy dissipation using a carbon fiber and that's for sure is something that we have all of Lamborghini has an important history in developments of carbo fiber and this is another evolution in terms of carbon fiber technology. Another thing that we building here we build here in Santaata Bologn you can see in the front part of the car there is the fronty axle. So we have two radial axel flux machine with two reduction stage and the inverter on top and this is a component that we choose from day one is so integrated in the front of the car that we have developed and built here. So our front axle is completely built over here. Other component like the battery and transmission they are bespoke for the car but they are built by our supplier. Currently we produce around 11 car a day. That means that they are built down a standard production line. Not fully robotized but with there is a lot of coexistence between uh manual work and the robotized production line. Let's look a little bit the topology of the car. So we got in the center of the car we have a battery. The battery has two exit to a power exit. one for the front E axle and one for the E- machine on the back. Of course, we have in the front we have two axle flexing machine permanently connected to the wheel. So until 350 kilometer per hour, that is the maximum speed of the car. The machine are permanently connected. We don't disconnect them because we want always to be four-wheel drive. No matter what is the speed, we want always to have traction in the front. And we got another machine in the back that is in P3 position. That means so it's connected to the output of the transmission but it can go in P2 configuration to start the to start the engine or to do stationary charge. So we are able to recharge the battery in 7 minute stationary. So we got a feature we are able to start from an empty battery to go the 3. 8 8 kilowatt hour of the battery in seven minutes just stationary using the engine and changing the configuration in the back. We are able to put the machine into position one in the output or we can with through a synchronizer we are able to go upstream of the transmission and that help us also to avoid the use of a starter motor or to do stationary charging. Creeping mode is one of the most um in terms of an engine is really not efficient to use the engine to creep the car because it's running at low speed spark retardant and whatever. So all the creep is managed through the front axle. So we do electrically because it's more efficient. We can modify the load of the engine on the back to the other machine in the way that we don't keep the engine in an efficient point operative point but we can creep electrically. E- machine are perfect at low speed. They also they don't have any kind of combustion issue. Uh the other interesting point what we can do with the front axle when we break we are able to regenerate energy that we can put back in the battery during corner. What we can do we can use in a different way the e- machine in the front. For example, if you're turning clockwise in the entrance of the corner with the E machine, we just put the torque in the way that the car tend to rotate anticlockwise and that help to stabilize the car in the corner. When you are in the exit of the corner with the machine, if you're turning clockwise, we just put the torque in the way that we accelerate clockwise and that help us to agize the car in the corner. So playing also with the torque distribution right left of the e- machine we just use the those machine also to give to enhance the vehicle dynamic of the car. Another interesting use that we use in the e- machine in the back. The e- machine in the back as I told you is connected with the engine. So what we can do is to use that e- machine to do interfr intervention. So instead of cutting spark or cutting cylinder on the engine, we can take energy out take torque out of the engine to that machine and this way we can give a better a more precise behavior in terms of torque delivery. We can do traction control with the machine and we can be more precise but also quicker and also keep anest efficiency in the engine. In the back we have um the differential is a limited slip diff but is a mechanical one but in the back we have a rear wheel

### Segment 4 (15:00 - 20:00) [15:00]

steering. So we are able to modify we have also able to steer the rear of the car plus minus 3° we are able to do it. So we also stabilize the car in the corner. So rear wheel steer can be used for of course to do maneuvering of the car in the tight spot but we use it also to stabilize the car and to agilize the car. So the front system has to talk also with the rear the walking combination when we drive the car in the track to be able to stabilize the car when you are break under braking and when you are turning in and also to agilize the car in the exit. So in the in the back we use the the wheel steering to be able to do it. So we have an electricical steering in the back as well. Usually when I start to work in 2003 mainly the control system was an ECU controlling the engine and one controlling the transmission and someone else was doing the stabilization of the vehicle what was called the ESP and so on. Usually everyone was working in his own parimeter. Okay. I was in charge of the drivability. So making sure you have a good feeling of the pedal. I was just working most of my time on the straight and checking the interface with the transmission. That was the controls engineer job and someone else often an external supplier Bosch to name one was doing the ESP application remote. Now the how the control system is evolved is not anymore that the way because un everything now talk together. I mean the stability of the vehicle is it something that depends from a lot of aspect. So for example if and there are a lot of influence on it. For example in this car is a four-wheel drive car but that needs to have energy in the battery to be four-wheel drive. So at the end the stability of the vehicle is not anymore a problem only of transferring torque to the front but we have also to store enough energy in the battery to be able to keep always the car four-wheel drive because if the car become from four-wheel drive two wheel drive for the driver is quite I don't want to use a strong word but you get a different car and that of course we have really to work seamlessly between the energy management the stabilization of the vehicle and we have to work you know in a closed environment. So it's not possible anymore to think about an external supplier taking the car and doing his own things. Now we work a lot of the work for example we have done at the driver simulator. So we have a driver simulator with also our partner like Bridgestone has provided in a virtual way the tires. Now they give quite a comprehensive model. So there is the grip level. Of course the other interesting point that we start to develop with them was also the decay of the car of the tire with time. So of course we were able also to be quite predictive in how much the tire decay the performance will decay with the time and that was something that we have tested at the simulator they start also to quite good and predictive in the way how to simulate that and after they do also physical test in their test center. So when they have the flat track and they are able to test also those kind of decay physically with the component and after to implement in the model this kind of decay based on temperature wear of the tire and so on. So the model is really comprehensive not only at the grip level but also including the temperature the decay with the wear and so on. So this is the kind of modelization we got out of them. In the past I think also the way our tires were developed was quite empirical. So you just were going doing a track session with they were coming with three, four, five, 10 different kind of tires and you were and there was a driver assessing it and say oh this is better this is a lot a little bit worse and so on. Now this kind of methodology first of all is not really environmental. I mean from a point of an environment point of way you scrap a lot of tires and the point also when you rebuild those tire in the production facility maybe they are even different from what you have decided. So that is something that I saw a lot of time in the past now the process is a little bit more virtual. So of course for with our partner Bridges of course we have two three option that we got in a virtual environment. So the driver simulator and often they are really close to what they will produce us physically. I mean you do the simulation but it's not that you have done the simulation you have completed the simulation and the people the simulation team is going in holiday in my team often the simulation team is also who is doing the application in the

### Segment 5 (20:00 - 25:00) [20:00]

vehicle. So what they do the work in the vehicles they go back to the model and they update the model based on the physical data because after the important point on those model is the correlation. So the same is bridges is delivering to us a tire model and there was also an evolution in the tire model a loop where you just get data improve the model get other data improve again the model and you just use the simulation. The simulation is not something you do once per life. You use it as a continuous tool for development before going in the car and to test. But that is a the simulation is a tool and the simula and the simulation has to be continuously readjusted with the data you get out and after the g data can be from a component level test like what bridges does or could be even testing the full vehicle. So we put all this software and all my team everyone in my team has his own CA team. So everyone develop his own model or was the after they will apply in the car we put together in the driver simulator and the professional driver that will drive the car later on. They start to get confidence how the car behave in the driver simulator. At that point you start to evolve into the first virtual calibration but with eight nine people sitting in the room and everyone but they work together and they say okay what is our design our desire for example is to always have the car four-wheel drive and that was really important for us because we didn't want we want for example to have the purity of the feeling of the steering if you start to move front rear and just moving in the front on demand you start to have some torque on the steering that is really not nice especially when you walk in a low mus phase this kind of is not really natural you have the feeling that there is a control system working maybe working always with a little bit of delay and that we didn't want so at that point we set the challenge we want always to keep the car four-wheel drive how we can get enough energy to always keep a little bit in the of torque in the front we never go completely zero always keep a little bit of torque And then we set up the challenge. We start to work with the energy management. So we how much energy we can recover on the back, how much when we break and then we create all those kind of energy balance and the team was able to come with an idea how to make that possible. I think is really now a team work with different experts. So you got the expert of electrification inverter, the people of the vehicle stability and also the people the standard power train team but they don't work anymore thinking only to my own software. I think as a global project what is the car and how we should make it and after they set the challenge and they work together on the solution they don't put the bar okay this is my own perimeter no I have to go above because I work in a bigger team and we have to together to find the solution to the project and that is a little bit more the collaboration work what I ask also often my engineer is if you are in a test track and there is not maybe and you are maybe the in charge of the software the transmission you must be able also to log and check what the inverter does or the other way around everyone is a I say is a EM guy em is my team you are an EM guy you should be able to connect with whatever is the module in the car and you should know the basis how it work and all the things so that for me was a important in this car we don't have um we have the what is called IPB is a special ESP system where with you don't you are not braking completely on hydraulic system you're breaking on an emulation because we have to blend the braking system with the electrification. So of course with the regenerative torque that we are getting from the front axle and of course as a benchmark we decided to use the STO because was a really good car and also we use the McLaren 720 to get this kind of characteristic but the important things was also in terms of feeling was to develop all the braking system to be able after to deliver that kind of characteristic. We didn't want people to, you know, the brake and the steering are so important is the first thing that you touch and you feel in the car. And if that disappoint the people is probably the worst thing for us because honesty is the first thing you use every day, you break every day, you accelerate every day. Those are the and those you change gear every day. Also, the emotion in the transmission. We want to have different feeling, different behavior and really a natural driveability. I think I always say that the good drivability is good when you're driving in New York but is good also when you're driving at no ring. There is

### Segment 6 (25:00 - 30:00) [25:00]

not really this huge difference. What is good in New York in a queue is good also no bugling and the other way around. You wanted the cars to do what you ask to do as fast as possible without creating jerk of discomfort. That is the good drivability. And on the transmission, you want to be comfortable when comfortable, but you want to have also motion. And that we use, for example, Ferrari, but we try also a little bit of our history of the Aventador. Aventador had some gear change that were pretty spectacular and we try to retain also in this car this kind of emotion. By the way, there is for me super sport car. I know that I will be strong on it. A car where you are not able to deactivate the ESP and to do donuts or to do spinning wheel lodge for me is not a super sport car. So of course we have also if you turn everything you go ESC off use lemon accelerator we have also the do burn burnout launch that we use. I know that is a way that where Bridgestone can get more tires sold to us but it's not sponsored by Bridges but it's a cool feature. Honestly, I you know, someone used to call it antisocial behavior. It depend where you do. If you do in a close environment for me is a good way to have fun. — I want what you need to get away. What I feel underneath my feet What's that? That's a B12 Mark. And this is not Autobon Country Club South Circuit. This is Bridgestone's European proving grounds right outside of Rome. And we're in a role. So, walk me through what you feel in the car, Mark. A lot of engine. That's what I like about it. I like the sharpness in the gearbox and I like the engine sound. That's what this car is about 100%. You mean the 1000 horsepower you combined output V12. The theater level of this drivetrain is at like a 10. Oh my god, dude. You know, the gearbox sharpness at lower speeds isn't quite PDK good, but at high speeds, it's God. So, we've talked through a little bit of the drivetrain. There's lots of power. There's lots of grip. The gearbox is very, very sharp. How is this car dynamically? Uh, it's interesting because it's it just seems like a massively big car, but what we talk about with all these modern like supercar things is rear steer, right? Like the rear steer shrinks this thing down so much. And because it has a linear steering rack, it just feels really direct. Like super fast, almost like to the point of uh giving you a false sense of security because it feels so nimble. Um, but it's really got a safe like under steer to over steer thing going on. You get on it too much. It under steers a little bit. Lets you know like, hey, you're over the limit and then it'll start to move on you in the back. But it just feels like a really easy car to drive fast. And I really do love the sharpness of it. I mean, it's just like the tight stuff with the mechanical grip part. Obviously, you don't have really any arrow on here, but it's great in the tight stuff. the uh the active torque vectoring in the back I think does a very very good job neutralizing the fact that you have a very powerful V tall behind you. Um the level of approachability of this car. This is a track you and I don't know at all. And again it's really set up to figure out how to develop tires more so than like a driving circuit. Um, god damn it. Um, it they've somehow made a 1000 horsepower car essentially idiot approved. You and I just spent time in the 1000 horsepower ZR1 around a very tight technical track, South Circuit Autobon, and that car is far more intimidating than this is. — Yeah, I would say far more intimidating, — I would say. So, but it also has some similarities, doesn't it? Like in terms of braking, it's got some of the same issues that we're finding with some of these kind of first dish generation electronic brake boosters. — Yeah, walk me through that. So, this has

### Segment 7 (30:00 - 35:00) [30:00]

a EBB system because this car is a hybrid. It has regen. EBB isn't limited to hybrid cars. So, things like the GTD, every Corvette, all the new M cars, and essentially the pedal is a simulator, right? Think of a iRacing setup. Well, yes, there is a physical connection in the case of total failure to the master, but the feedback loop where you're in ABS, how much pedal pressure is all fake. It's all digital. And even the pro driver, the development driver from Lamborghini will tell you the same thing. This is almost like the '9s all over again with drive by wire. This is actually the only time anyone's ever explained it to me this way, but it's the same idea. you drive by wire was new or wasn't very good. Same with EVB. The car stops phenomenally well. The brakes are incredible. It's the feel part. It's knowing when you're in ABS, which it doesn't tell you. — Yeah. And where you're as far as mechanical grip goes in the pedal, right? I mean, this car is not on Bridgestone stickiest track tire. The This is the Batanza Sport, which I'm going to be honest, outside of this being, you know, or us being partner of the Bridgestone, this tire is phenomenal for what this car is out here asking so much of this tire. It's a big heavy Lamborghini with a 1000 horsepower and it puts the power down. Um, you know, that's just, you know, where we're at now with cars. As an experience, though, as just a raw emotional experience, you know, I had this conversation with the engineer. You know, everything's fast now, right? Everything's fast. Every expensive car is fast. — The reason you're buying this isn't to do this, right? the the number of people who are going to track their Ruvoto is like zero. It's you want an emotional experience. — Yes. — You want a car that you can put on your wall, which this car is a perfect poster car, and you want something that you can actually drive, you can put anyone into as long as they have the money and go phenomenally fast, feel like a hero, and also just cruise around, which is what the hybrid part of this does super well. The Aventador was a very characterful, very cool car, but a deeply flawed one. This fixes the flaws part. Yeah. And I think what kind of surprised me if I had wait after talking to the engineer looking at all the stuff that went into this is how much of a good GT it is. Like now that I've just kind of got over my jollies of listening to the engine and the gearbox, you know, some of the things that it it does amazing is it just you can drive this anywhere. And I know visibility isn't the greatest and you have supercar problems, but it definitely has the feeling that you can go anywhere in it and you don't feel like you're in this like crazy esoteric supercar thing because it's so comfortable. But I know you brought this up that anybody can get in here and kind of like get their jollies. — That becomes the do you want the supercar to be democratized and that anyone can drive it or do you want the supercar to be something that only people and you and I we're not pro drivers. We have a lot of track experience now. Only people who are comfortable driving cars, in my case, sideways, you know. What do you want out of a car like this? Do you want the car to kill you? — I don't know, man. Like, it's a problem that even the engineers have to struggle with because this car had to be developed for that same thing as they wanted their clients or their customer to be able to go out and be safe in it and be comfortable much like the Corvette team has to deal with a lot of these other brands. They're trying to make it do all of these different things. and — in some cases Porsche as well, — right? No, exactly. Like all these brands have to make a car that is totally usable every day and then it sacrifices its rawness where this brings some of it back is in the gearbox calibration because you feel the shifts and not in a bad way. You feel some type of G-Shock to let you know the car is going. the engine makes up for it, but in the driving balance of it and some of the the last the at the limit things are just because they're so softened up a little bit, it loses some of the driving rawness that you made the point nobody's ever going to track these cars probably. — And this is the first, right? You know, like with the Tamario, their midsize sports car and the RATO, these are step one. They're going to be more track focused versions. So, Mark, — yeah, no, you're right. And I think that's it. This is if you're looking at this as a pure supercar GT with an incredible engine. Like even the hybridization stuff makes this better and it's mostly transparent. Um I'll be curious to see when they take this and really did what they did with the STTO to this car and like give me some of that like raw emotion. I'm feeling like the car is more balanced and edgy. Like I can really play with it more. Um but as a GT, this is I mean it's hard to argue this. — All right, Mark. So with that, show me what I paid my many hundred thousands of dollars for, sir. Show me V12. Okay, son of a — We're going in EV mode. There you go. Thank you. Listen to that.

### Segment 8 (35:00 - 40:00) [35:00]

No more annoying V12. Who wants a V12? That's too many cylinders. Now, this is how I like it. Back in Illinois. — You mean the Rome of the Midwest? — That's right. Quiet EV experience. I can enjoy my carrot cake. All right, none of that, Mark. We're going to get out of city mode. I'm going to start up my V12. Put it into Corsa performance mode. I'm gonna soften up the suspension because uh — soften up because I'm soft. I'm gonna lower the front nose. Got a lot of — stuff you have to do here. — About a million different things. Mark, — just send me. There's no place to put my head. I know what's going to happen here and I'm going to get sick. Oh god. Thrust possible. Whoa. Oh my god. Oh my god. That's a proper supercar, sir. — Dude, you smashed my car. — One more time. — 95 or 9,300 RPM out of a V12. — Yes, Mark. — That sounds like too many RPM. Too big of a V12. — Oh, yeah. That's too many. That's more cylinders than my entire garage has. So, we've discussed how this car drives on the track. And what I will say is that this is not a track car. What this is a street car — on snow tires. — On snow tires on a 345 Blizzac. — It's it that's like 4 months mortgage for me for those four tires. Um I my question for you knowing what these cars are is what is a supercar supposed to be in today's world? Everything's fast now. So what does a supercar have to accomplish? — This is a very uh fundamental argument about modern supercars. And I think the philosophical part of what they used to be versus what they are now is totally different. And I think because all these cars are so unbelievably fast, the point of this car has to have a lot of personality. It's got to have a V12. Lamborghini heritage. And I think it does that. But my issue with it isn't that it doesn't do all these things. It's the fact that to use this V12 because it makes so much power, you can't even enjoy it on the street. Like you're literally what 2 seconds in before you're in triple, 3 seconds in — I have the optional blurry speedometer. — Yeah. Exactly. But that's what I'm saying is you The whole point is the engine, right? This is what's special about it is to hear it, to feel it, and then you just can't on the street because you're running the risk of killing yourself, someone else, or just going to jail. And that it really zaps the fun out of it. So, you have to take it to a track. — And how many people are actually going to do that? Put their $750,000 car at risk. Very, very few. So, the speed part of supercars now, they have to be so fast because everything is fast. you now have to be in like the two second n you know 2 second 0 to 60 somewhere in the nines for the quarter range which is to your point so excessive but what I think this car does so exceptionally well that you don't really appreciate on track cuz you're so focused on not crashing your supercar — is the theater part of this you know you and I have now — experienced a lot of supercars we've driven the ZR1X which is faster than this I've driven the 849 Tessterosa which is sort of its closest really competitor about the same price, similar mission. And while this car is not necessarily as technically proficient as the Ferrari or as fast around the track or as fast in a straight line as the Corvette, what this car has is this. Yeah. No, the and we said it on the track, the trans calibration and the engine is what really is so magical about this car. And I know that the e- motors are in the background like giving you that torque fill and that thrust down low where the engine isn't making like the maximum torque. So, it's got all of those things going on for it, but it's just like, man, I can't, you know, you just can't get all of it here, you know, like you're in such a small window to get all of it. And that's not just this car's problem. It's ZR1X problem. It's all these super cars. when you really use this car as a street car. Yes. — The counterintuitive part is one of the best things about it and I found is I had a very serious conversation I needed to have in this car when I was driving it and I literally flipped it over to EV mode. It went as quiet as a car like this could possibly go and I could spend the next 20 minutes almost not being interrupted by the engine. And I kept

### Segment 9 (40:00 - 45:00) [40:00]

thinking to myself, I'm lugging around this dead lump behind me just so I can have that flexibility. And I think that's where this car really stands out for me. reminds me a lot of the second gen NSX, but way obviously way better because that car also disappeared. It allowed the engine and transmission to disappear and you could be in this like really comfortable street car. And that's what is really special about bringing hybridization to something like this where it doesn't have to be vibration and buzzy and droney and like constantly in your ear the whole time. You can get rid of it if you needed to like right now. I mean, and this is what makes it special to me when you're driving it every day. But it's also one of those weird things about where we're at with modern supercars, you know. — Yeah. I What I'm gonna say is as we wrap up this video is — to me it's amazing that unlike the 849 and the 01X, you have the sound. Yes. — The sound is so missing in this space. The fact that they kept it around because they went hybrid — is amazing. And the fact that it's also still a pretty good within, you know, within reason street car that you can pull into your garage absolutely silently. You can drive this thing around town and doesn't beat you up. And because of the e allohe drive and the torque vectoring, while it's not the most seamless on a racetrack, I drove this in the snow and rain and in bad weather, you have complete confidence that this car isn't just going to spit you into a ditch. Well, I think the real world things, the flexibility of doing the very things you just talked about that it becomes usable every day, which again is counterintuitive despite how this thing will attract so much attention. I do love the fact that I can start it up in the garage and not wake up my family. I can pull it into my neighborhood with not allow alerting everybody. We can pull it into the shop into work or I put in an emote and you don't let 500 other people know that you're an pulling up. — Yeah, exactly. Like that's what's amazing about some of the flexibility and it just if you have the money for this, you're really going to appreciate those things. Assuming all of these systems are working properly, I I really do like what they did here, but it's we're in a weird space for the supercar or hypercar. I I I'm grateful that this car exists. I'm going to be excited to see long term how Lamborghini and really VW Group as a whole works on this hybridization to to reinvolve the driver, make a lot of these systems more transparent to you as someone who likes driving. So Mark, as we head into the final thoughts, let's listen to the V12. Final thoughts on the Lamborghini Rouvalto. First off, huge thanks to Lamborghini for giving us access to their factory and one of their engineers. Of course, our title sponsor Bridgestone that funded this video along with their upcoming video on how tires are made. And yes, this is a Bridgestone funded project, but when we walk you through the factory and how tires are actually manufactured, this manufacturing process can apply to multiple brands and we'll show you that tires are more than just rubber, oil, and steel. So, what about the car? Mark and I have talked about this now excessively on what a supercar should be in today's world. And one of the troubles that every manufacturer has is everything is now much faster than it used to be. 10, 15, 20 years ago, a V12 supercar can make 4, 500 horsepower and do 0 to 60 in 4 to 3 and a half seconds and be worlds quicker than a regular sports car or regular sedan or compact vehicle. And because that car wasn't so excessively quick, or at least by modern standards, you could experience the loud V12 or V10 and actually use it on the street because everything's fast. The Revoto and cars like it now have to do 0 to 60 in the twos and the quarter and the nines and eights, which makes a lot of this performance unusable. And on top of that, modern emissions and noise regulations make it very difficult for a car like this to sound spectacular. That is one of the things that Lamborghini has done very well. They kept the V12 alive, which means it has far more character than a lot of its, let's call it, modern-day competitors that have all moved towards twin turbo V8. That's one of the things that this car does exceptionally well versus say an 849 Tessterosa or even a ZR1X. The carbon fiber monok chassis is unique. Yes, McLaren does it, but it is a standout to this car. And of course, the way it looks, the fact that while a 1000 horsepower is going to land you in jail, the all-wheel drive or the e all-wheel drive does a good job putting it all down is impressive. The con of a lot of this is because it's their first iteration and their first attempt at sort of electrification, this very complicated supercar recipe, not all of the electrome mechanical systems are as transparent as they are in the latest say 849 Tessterosa, which to be candid, Ferrari has taken the lessons they learned in the SF90 and improved that formula. I think in the future as Lamborghini spends more time working on this platform and say the Tamario

### Segment 10 (45:00 - 45:00) [45:00]

they're going to take those learnings and improve this car further. I can't wait to see what Lamborghini does with the Revolta with some of their more special trackbased editions. But as a hypercar supercar, this thing is very special. Does get a tremendous amount of attention. And who doesn't love a big V12? So that thanks for watching. Hope to see you again soon. Heat up here.