Lamborghini Revuelto Tuning Guide — Best S2 Setup

Class Range: S2 | Base Horsepower: 1015hp | Drivetrain: AWD | Weight: 1,772kg | Best Class: S2

The Revuelto is Lamborghini's first true hybrid production flagship — unlike the Sian's 48V mild hybrid, the Revuelto has a real PHEV system: a naturally-aspirated V12 plus three electric motors, for a combined 1015 hp. But the numbers are scarier than the feel. Drive it for a few laps and you'll realize the car's core contradiction: it has 1,015 hp, but it also has 1,772 kg. 1,772 kg. That's not supercar weight, that's a loaded BMW M5.

The good news is Lamborghini's engineers managed that weight remarkably well. The carbon monocoque makes the structure extremely stiff, and the three-motor hybrid system makes torque distribution almost digital in its precision — the two front-axle motors each control their own front wheel and can actively send torque to the outside wheel to help you turn in. FH6 simplifies this system down to AWD parameters, but the effect survives: the Revuelto's turn-in response is far sharper than you'd expect from a 1.7-ton car. The bad news is the laws of physics don't disappear just because you used carbon fiber — 1,772 kg will come back to collect in the braking zones, in rapid direction changes, and in tire temperature management.

Tuning the Revuelto is backwards from most AWD supercars: normally you're fighting understeer, but the Revuelto's front-axle motors have already solved most of that for you — what you need to solve is the rear mass inertia and the dive under braking. This car's body attitude changes dramatically under heavy braking and turn-in (because it's heavy), so you have to control that movement with springs and damping, rather than focusing on front-axle grip the way you would tuning a Countach.

Best Tuning Setup by Class

The Revuelto really only runs S2 — 1015 hp base is too high, and squeezing it down to S1 means sacrificing too much. S2 is its natural battlefield, facing off directly against the P1, 918 and LaFerrari. The handling score is already 9.1 stock, and upgrading tires and suspension can take it to 9.3-9.4.

Tuning Parameters — The Details Matter

Tire Pressure

Front: 32.5 PSI, Rear: 31.5 PSI. 1,772 kg is a heavy car, and you need enough pressure to support the tire sidewalls. Too low and the sidewalls flex excessively through corners, tire temps spike, and grip falls off. Front 32.5 PSI also guarantees steering response — the front axle has two electric motors helping, but if the sidewalls are too soft the tire response still lags half a beat.

Gearing

Final Drive Ratio: 3.80 (S2). 1015 hp pushing 1,772 kg means the power-to-weight ratio isn't as wild as you'd think (about 572 hp/ton). Slightly shorter gearing (3.80) makes low-speed corner-exit acceleration more violent — the combination of instant motor torque and the V12 climbing through the revs is at its most brutal with short ratios. The cost is a top speed drop to roughly 340 km/h, but in S2 racing you'll almost never see 340+ anyway (unless it's a highway race).

Alignment

Camber: Front -2.8, Rear -2.2. The Revuelto needs more negative camber than most cars — not because it rolls a lot, but because it's heavy and the tires take more lateral force through corners. Front -2.8 looks aggressive but it's justified at this weight. Rear -2.2 keeps the rear contact patch flat under AWD acceleration. Toe: Front 0.0, Rear 0.2. The front-axle motors already provide active torque distribution for turn-in, so zero front toe is responsive enough. Rear positive toe settles that heavy tail. Caster: 7.8. The higher caster helps the front tires hold their contact patch under braking while also aiding high-speed stability.

Anti-Roll Bars

Front: 35.0, Rear: 33.0. 1,772 kg doesn't roll gently, so both bars need to be stiff. Front 35 is the highest value on this list — without that stiffness, the nose leans hard when you brake hard and then turn, the outer tire shoulder gets overloaded, and it turns into understeer. Rear 33 helps the rear axle settle quickly through continuous corners, avoiding the "pendulum" delay heavy cars are known for.

Springs

Front: 800 lb/in, Rear: 750 lb/in. This is the stiffest spring setup in this whole guide — the weight is what it is, and soft springs can't hold it. Front 800 sounds harsh but the Revuelto's pushrod suspension motion ratio isn't that aggressive, so the actual wheel-rate spring stiffness is reasonable. Rear 750 runs slightly softer than the front so the rear axle can compress under acceleration — weight transfers rearward on full-throttle exit, and rear springs that are too stiff limit that transfer and actually cost you traction. Ride height: lower by 0.6 inch. It's already low; drop it a touch just to clean up the wheel arch gap.

Damping

Rebound: Front 9.2, Rear 8.8. Bump: Front 6.0, Rear 5.5. Rebound damping needs to be high enough to absorb the nose's rebound after the massive weight transfer under braking — if it's too low, the car "bounces" twice before settling, and those two bounces are two stretches of lost grip on track. Bump stays conservative, because road imperfections hit a heavy car harder at speed — bump that's too stiff leaves the tires hanging in the air.

Aero

Forza front splitter with a cornering bias, rear wing downforce at 75%. This car needs aero — 1,772 kg relies on downforce to make up for its mechanical grip deficit in high-speed corners. Rear downforce at 75% is a high setting, but because of the weight, the faster you go the better the aero works, and high-speed corner stability improves noticeably. The cost is still top speed — but for a car built for laps rather than top speed, that's fine.

Brakes

Balance: 58% Front, Pressure: 115%. Braking 1,772 kg from 300+ km/h takes enormous force. The front brakes do the heavy lifting (58% forward bias), and 115% pressure is basically the top of this list. Carbon-ceramic brakes manage heat okay in FH6, but the Revuelto's brake fade arrives sooner than you'd think — the first two laps the brakes bite like a bull, and by lap three you can feel the braking points creeping earlier. For endurance races, drop pressure to 110% and brake early.

Differential

Center diff: 55% rear bias. Front diff: Accel Lock 25%, Decel Lock 10%. Rear diff: Accel Lock 55%, Decel Lock 30%. The Revuelto's front axle already has two motors handling each wheel independently, so the mechanical front differential doesn't need much lock — the motors are already doing the torque distribution. The 55% rear-biased center diff gives the car a RWD feel on purpose — a RWD-feeling AWD car is the most fun to drive. Rear diff lock stays conservative because the three-motor assist already provides enough corner-exit traction, and too much lock just makes the steering heavy.

Best Race Types

S2 road racing is the Revuelto's home turf. It performs best on medium-to-high-speed circuits — the faster you go, the more the aero works. Technical low-speed tracks: it'll lose to lighter rivals, but the AWD + three-motor corner-exit acceleration can claw the time back. In the rain, the Revuelto's AWD advantage is huge — while other S2 RWD cars are tiptoeing around in the wet, you're already setting laps. Don't run off-road — and I'm not joking, the repair bill after jumping a 1.7-ton carbon monocoque would buy you an actual Miata. Drag racing: the launch is unbeatable (three-motor instant torque + AWD), but top speed is only mid-pack for S2, so the 1/4-mile time is excellent while the 1/2-mile lets higher-top-speed rivals reel you back in.

Tuning Share Codes

The Revuelto is new, and the tuning community is still figuring out this car's limits. If you've got an S2 Revuelto tune that can consistently beat the P1 and the 918, please share — every setup I've tested loses speed in high-speed corners, possibly because the aero isn't dialed in right.

Common Tuning Mistakes

Springs too soft. You see 1,772 kg, assume FH6's data is wrong, and set the springs for 1,200 kg — the springs can't hold the weight, and it drives like a boat through corners.

Ignoring brake fade. Three laps of confidence, then on lap four the braking point stays the same and you sail straight into the runoff. The Revuelto's brakes need management — it's not just stomp-and-done.

Center diff too rear-biased. Trying to give the Revuelto a RWD feel — you end up wasting the two front-axle motors. Too much rear bias erases the front motor torque-distribution advantage, and turn-in response actually gets worse.

Lowering the ride height too much. The Revuelto is low enough from the factory; lowering it further ruins the suspension geometry (pushrod suspension is very sensitive to ride height), accelerates tire wear, and reduces mechanical grip.

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