Lambo Asterion a toe-in-the-water exercise

Lamborghini's Asterion LPI 910-4 may have generated much of the hype at the Paris motor show, but neither its swoopy grand-tourer bodyshell nor the hybrid powertrain cloaked within it have been developed with production intent.

"For us this was a technological demonstrator to prove what a Lamborghini plug-in can be and to gauge what is the reaction among customers and opinion leaders to the premises we used to build this car," Lamborghini R&D chief Maurizio Reggiani told motoring.com.au at the Paris motor show.

Reggiani says the car could theoretically be developed and productionised in four years, but he categorically stated it was not on the agenda.

"At the moment there is no plan to have any additional model line [apart from the upcoming Urus SUV]. This is purely a technological demonstrator.

"We don't think this is a car [oriented] towards handling behaviour, because we think this is something that is difficult to achieve with the added weight of the plug-in [powertrain]. This is a car that is more dedicated to cruising."

The Asterion's propulsion comes from Lambo's trusty 5.2-litre V10, aided by three electric motors; Reggiani says the plug-in hybrid system adds 250kg to the weight of the car.

However, the concept's weight distribution isn't impaired as the removal of the front differential is offset by the two electric motors that drive the front wheels. Meanwhile, the transmission tunnel that formerly housed the propeller shaft is now stuffed full of batteries for the electric motors.

"The big increase in weight has been concentrated in the centre of the car," Reggiani explains.

Although the Lambo R&D chief is dismissive of hybrid powertrains as a source of propulsion for focused supercars, he concedes there may come a time when the company will be forced to go down that path.

"At this moment it [hybrid power] is not on our radar. The people who set the limits are the governments, so we need to see what can be [the] right solution for Lamborghini when the need arises.

"What we need is an agreement between manufacturers and governments as to what is achievable in the timeframe available."

For the time being, Reggiani says there is more emphasis within the company placed on reaping greater thermodynamic efficiency, while reducing rolling resistance and aerodynamic drag.

Answering a question as to why Lamborghini didn't use a force-fed V6 or V8 (easily available from within the VW Group) in lieu of the V10, Reggiani says the priority was to use an engine from the marque's existing range.

"At the moment, the smallest engine in our portfolio is the V10. Naturally aspirated engines are the DNA of Lamborghini as they provide the right sound and level of emotion."

The V10 was also compact enough to provide room in the Asterion's Aventador-based frame for the battery, electric motors and other powertrain elements to be accommodated.

The hybrid powertrain was developed completely in-house by Lamborghini, rather than leveraging off existing work done by the VW Group, says Reggiani. "This is a Lamborghini and there's not one thing [in the Asterion's powertrain] that's applicable to another car."

In case you're wondering, neither the Huracan nor the Aventador in their current form can be adapted to a hybrid powertrain as they cannot generate sufficient cooling.

Reggiani says Lamborghini also has no intention of creating a mega-expensive hybrid rival to the likes of the Porsche 918 Spyder and McLaren P1, both of which use petrol-electric powertrains.

"If you want to do a car with extreme performance, whatever weight you add due to electrification, you must take out elsewhere. In this way, you end with a car that costs more than one million dollars... a hypercar. We don't want to do this," he says.

"If you want to keep weight down, you have to resort to expensive materials such as magnesium and titanium, or you make an HEV (non-plug-in hybrid), in which case there is no CO2 reduction (based on the NEDC scale) as you have to fulfil a cycle.

"The Asterion is an interpretation of a hybrid supercar that is in line with the price of an Aventador, plus the cost of electrification. I have used what is on the shelf to create what is our vision of a hybrid supercar of today."

Given that Reggiani feels the hybrid powertrain isn't suited to a focused supercar that prioritises handling and light weight, would it be better suited to a vehicle such as the upcoming Urus SUV? In a word, no.

"We've engineered this powertrain to have the [emotive] sound of the V10, and coupled it with the electric motors and double-clutch gearbox. If you think of the torque requirements and off-road demands of an SUV, this is not the best solution," he says.

This partially explains why Lamborghini created the Asterion concept to showcase the hybrid powertrain. "We went for a grand tourer as it's completely out of the field of Lamborghini, so it doesn't create any conflict," Reggiani says.

However, there is nevertheless much that Lamborghini can draw from the Asterion and subsequently apply to the Urus, most notably the ease of use that is claimed to be a hallmark of the GT concept.

"It should not feel claustrophobic inside, the dashboard should not be too close, and the car should be easy to get in and out of... these are all elements of what I call cruising," he says.

"In a super sportscar like the Aventador, you are compromised, in the Huracan less so. However, in our heritage, we have everything, including an SUV [LM002] and GTs – such as the Espada and 350 GT," he adds.

Reggiani says the focus for the Asterion was to optimise the comfort, roominess and ergonomics within the car. "With the shape of the car and features, we have tried to give the best that is possible today."

Lessons learnt from – and public reaction to – the concept will undoubtedly be applied to the Urus.