The 2027 Lamborghini Revuelto SV Is Basically a Race Car With License Plates

Black and red Lamborghini Revuelto SV parked in a concrete studio, three-quarter front view showing its angular headlights and rear wing

 Lamborghini doesn't hand out the "SV" badge casually. Miura SV, Diablo SV, Murciélago SV, Aventador SV — every one of those became the definitive version of its generation. The 2027 Revuelto SV, unveiled this week, is set up to do the same thing to the standard Revuelto.


The power bump is smaller than you'd guess — and that's the point

The SV adds roughly 50 horsepower over the standard Revuelto, landing at a combined 1,050 hp and 1,051 lb-ft of torque from the same plug-in hybrid setup: a 6.5-liter naturally aspirated V-12 paired with three electric motors. That's not a huge jump on paper.

What that number actually undersells is where Lamborghini spent its engineering budget instead — mostly on making the car do more with roughly the same power, not just adding more of it. That's a meaningfully different philosophy than most performance upgrades, which usually just chase a bigger horsepower figure.



Aerial rear view of the Revuelto SV highlighting its double-wing rear spoiler and quad exhaust tips


The real story is grip and cooling, not the engine

Downforce is up 80% over the regular Revuelto. Front aerodynamic balance is up 100%. Overall aero efficiency is up 60%. Cornering grip is up 10%, and Lamborghini claims the car can carry 17% more speed through corners as a result.

None of that comes from the engine. It comes from a redesigned rear wing with a motorsport-style double-wing layout, a Gurney flap that does double duty improving both downforce and radiator cooling, and reworked underbody channels feeding the brakes and side coolers. This is the part of the car that actually separates a genuine track tool from a straight-line bragging-rights machine, and it's where Lamborghini clearly chose to spend its effort.


Brakes borrowed straight from motorsport

New CCM-R Plus carbon-ceramic discs — 16.5 inches up front, 16.4 in the rear — bring an 11% increase in peak deceleration and 23% better heat dissipation, while running 12% cooler than the standard Revuelto's discs under hard use. For a road car, that heat-dissipation number matters more than the outright stopping distance figure most reviews focus on — it's what determines whether the brakes still work the same on your fifth hard stop as your first, which is the actual failure point on most road cars pushed on track.


A drive mode built specifically for people who'll actually track it

Alongside the existing Strada and Corsa modes, the SV adds a new mode called Pilota — a five-stage traction control system adapted directly from Lamborghini's GT3 race program, controlled through its own dedicated knob on the steering wheel. It's a genuinely different level of specificity than most road-car drive modes, which tend to be marketing-driven presets rather than something borrowed wholesale from an actual racing program.

Lamborghini Revuelto SV on display at an auto show in matte black and silver livery, under stage lighting

The honest numbers on speed

0-62 mph in 2.4 seconds. Top speed above 214 mph. That makes it the fastest and most powerful car Lamborghini has ever built at its Sant'Agata Bolognese factory — a genuinely significant claim for a company with the Aventador SVJ and several other extreme models already in its history.


What it'll actually cost, and who this is realistically for

Lamborghini hasn't announced official pricing. Given the standard Revuelto starts just north of $600,000, industry estimates put the SV somewhere in the $650,000-700,000 range. It'll be built in limited numbers, with production starting late this year and deliveries beginning in early 2027.

Worth being direct about this: nothing here is remotely relevant to a typical car buyer's decision-making, and that's fine — this isn't that kind of vehicle. What makes the Revuelto SV worth covering isn't "should you buy one." It's what Lamborghini chose to prioritize when given a clean sheet to make its best car even more extreme — grip, cooling, and braking consistency over a bigger horsepower number. That's a genuinely telling decision from a company that could have just chased a bigger peak power figure instead, and didn't.

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