Lambo hybrid V12 to feature world‑first forged carbon structure

Created out of short carbon fibres soaked in resin, the forged composite structure is said to save weight – it’s 20 per cent lighter than the equivalent alloy structure in the Aventador – and boost torsional stiffness by 25 per cent. Frontal crash absorption is said to be double that of the Aventador. 

Forged (rather than made in an autoclave) composite structures like this go back to 2008 and a Lamborghini research project with Boeing that led to the development of the limited-run Sesto Elemento. In the new car, there is still an aluminium subframe at the rear but one lighter and stiffer than that in its predecessor.

It’s a recipe that Lamborghini claims will guarantee best-in-class dynamics for its first series-production plug-in hybrid. To be fully revealed in coming weeks, the new model is destined to take its place as the brand’s new flag bearer and latest in a distinguished line of mid-engined V12 supercars that began with the Miura and ran through Countach, Diablo, Murcielago and Aventador. It is still known only by its codename of LB744; something more emotive, and inevitably bull-related, is likely.

As GRR has already reported, its combination of 6.5-litre V12 and trio of electric motors will deliver 1015PS (747kW) to make it the most powerful series-production Lambo ever. With the V12 and an electric motor powering the back end and two electric motors on the front axle, it will be all-wheel drive while also having the ability to run for short distances on electric power alone (the battery is tiny at under 4kWh).

More petrol power, instant electric torque and all-wheel drive are likely to deliver the kind of outrageous performance you expect from a V12 Lamborghini: the figure to beat is 2.84 seconds for 0-62mph which is what the run-out Aventador model, the 780PS (574kW) Ultimae, was credited with, along with a top speed of 221mph. 

The Aventador Ultimae tipped the scales at 1550kg so how much will Lamborghini’s debut plug-in hybrid weigh in at? That we don’t yet know, only that the chassis tips the scales at 10 per cent less than its predecessor’s. Given all those weighty motors and associated hybrid tech, if they manage to stay close to a tonne and a half they surely will have done well. Over a thousand horsepower, 9500rpm rev limit, trick new chassis – all we need now is to see what this thing looks like…