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Lamborghini Sián FKP 37

Overview

The Sián is the car where Lamborghini's V12 finally accepted help, and it took the help in an unusual form. Instead of a lithium-ion battery pack, there is a supercapacitor the size of a small suitcase, and the complete electric system, storage and motor together, weighs 34 kg. The motor lives inside the gearbox casing and adds 34 PS, taking the 6.5-litre V12 from 785 PS to 819 PS combined, which made this the most powerful engine Sant'Agata had built. That is the headline, and it undersells the point. The motor's real job is to fill the torque gap while the seven-speed single-clutch gearbox changes ratio, which is the one criticism every Aventador review had made for eight years. The name is two dedications: Sián is Bolognese dialect for a flash of lightning, and FKP 37 is Ferdinand Karl Piëch, born 1937, the Volkswagen Group chairman who put Lamborghini under Audi and who died days before the car was revealed in September 2019. Sixty-three coupés and nineteen roadsters were built, both numbers pointing at 1963.

Distinctions

The defining attributes and collector status that make this car garage-worthy.

Octane Files Select

Renowned for its history, engineering, or cultural weight.

Collectibility scorecard

Rated 1 to 10 on the traits that matter for owning, driving, and holding on to a car like this.

Desirability

7/10

Rarity

9/10

Driving thrill

8/10

Investment trajectory

5/10

Usability

4/10

Ease of restoration

3/10

Cultural impact

5/10

Electronic dependence

Fully analogHeavily electronic

The most electronically dependent Lamborghini of its generation, and the first with an electrified drivetrain to manage. A 48-volt motor and a supercapacitor sit inside the gearbox casing, and their energy is harvested under braking and deployed automatically to fill the torque gap during shifts and to drive the car at manoeuvring speeds, all decided by software rather than by the driver. Layered on that are engine management, drive-by-wire throttle, the hydraulically actuated seven-speed ISR gearbox, electronically apportioned all-wheel drive, stability and traction control, selectable drive modes, and cooling vanes made of a smart material that rotate open as they heat. Almost nothing here is a direct mechanical linkage.

Market data

Demand tier, price trend, and typical values by condition. Our own assessment, not a quoted valuation.

Demand tier

EntrySolidHighBlue-chip

Strong, sustained collector demand. Good examples never wait long for a buyer.

Value trajectory

AppreciatingStableCooling

Values are softening. Patience buys better cars for less.

Price by condition

Driver

$2.3M

Excellent

$2.6M

Concours

$2.9M

The Sián is the only car in Lamborghini's few-off family currently trading clearly below its original list price, and the record is unusually clear for a car this young. It listed at about 2.6 million pounds before UK taxes and around 3.6 million dollars in the United States. Two verified public results, both in 2025: a 208-mile coupé sold at RM Sotheby's Monterey in August for 2,370,000 dollars, and a 410 km coupé from The Tailored for Speed Collection sold at RM Sotheby's in Zurich in October for 2,086,250 Swiss francs against a 1.7 to 2.0 million estimate. Eighty-two cars is a larger run than any of its siblings, which means more of them reach the market and the market gets to speak. Two things push against the trend over time: this is the first electrified Lamborghini, a position no later car can take, and the technology inside it is already superseded, which is the usual pattern for a first. The band below covers the coupé; the nineteen roadsters ask more.

Values as of August 2026.

Buyer's guide

What anyone seriously considering this car should know first.

Why it's worth it

Lamborghini's first electrified production car

Callout

A supercapacitor, not a battery: the entire hybrid system weighs 34 kg and adds 34 PS

What to watch for

This is the youngest car in the family and the one most likely to still be under some form of factory cover, so start there: establish the warranty position, what extensions exist, and whether the car has kept to Lamborghini's annual service schedule regardless of mileage. Most Siáns have covered a few hundred kilometres, which is normal and still something to price rather than admire, because fluids, batteries and tyres age on a calendar. Ask specifically about the hybrid system. The supercapacitor and the 48-volt motor are unique to this car and the Countach LPI 800-4, the dealer network is the only realistic service path, and you want evidence that the system has been checked rather than left dormant. The mechanical checks are Aventador checks: clutch condition on the single-clutch ISR gearbox, and confirmation that the recall software update covering Aventadors of the preceding years has been applied where relevant. Then specification. Registries record dozens of exterior colours and interiors across the run, all configured individually, so match the car to its build sheet, and remember that the Carbon Package was a six-figure option worth having documented.

The Story

Driving character

The supercapacitor gets the headlines and the V12 gets the drive. Testers who have driven the Sián are consistent on this: the 6.5-litre naturally aspirated engine is the reason the car exists, louder and rowdier than an Aventador SVJ, with an exhaust note that comes good in the last few hundred revs before the 8,500 rpm limiter, and evo simply called it one of the great V12 engines. The hybrid contribution is subtler than 34 PS suggests. Its job is to bridge the torque gap while the seven-speed single-clutch ISR gearbox swaps ratios, and the measurable result is roughly ten percent quicker from 30 to 60 km/h and twenty percent from 70 to 120, with the 0-100 km/h time unchanged at 2.8 seconds. The gearbox itself remains the car's argument: shonky and hesitant in the default Strada setting, transformed in Corsa where the shifts land crisply. At about 1,600 kg dry, with firm but well-damped suspension and enormous carbon-ceramic brakes, it is more composed than earlier Aventadors and less feelsome through the steering than the best of its rivals.

Design

Mitja Borkert's brief was to make a hybrid look like a Lamborghini rather than a science project, and the answer was to reach back and forward at once. The Y-shaped daytime running lights come from the Terzo Millennio concept, the hexagonal tail lights and the whole rear treatment nod at the Countach, and the proportions are pure Aventador because that is what is underneath. The detail worth knowing is functional. The cooling vanes on the engine cover are made of a smart material that rotates them open as temperature rises, so the car opens its own vents without a motor or a sensor, which is the sort of solution a company with a composites laboratory reaches for. The Roadster of July 2020 removed the roof entirely rather than folding it away, in keeping with every other open Lamborghini few-off. Where the Sián sits in the design story is as a hinge: the last of the Aventador-bodied specials and the first car to wear the hybrid language Lamborghini now uses on everything, from the Countach LPI 800-4 through to the Revuelto.

Motorsport pedigree

No Sián has raced and none was ever going to. Lamborghini's competition programme when this car appeared ran on V10 machinery through Squadra Corse, the Huracán Super Trofeo one-make series and the Huracán GT3 that won at Daytona and Sebring, and there was no class anywhere for an 819 PS hybrid V12 built in eighty-two examples. GT rules wanted production volume the car did not have; prototype rules wanted purpose-built machinery it was not. What makes the absence interesting here is that the Sián was a technology demonstrator for exactly the kind of hybrid system racing was moving towards. Its supercapacitor and 48-volt motor went into the Countach LPI 800-4 rather than into a race car, and Lamborghini's own hybrid competition effort arrived separately at the end of the decade with the SC63 prototype, built to a rulebook rather than derived from this. So the Sián sits in the odd position of having pioneered electrification for its maker while contributing nothing directly to its maker's racing.

In culture

The Sián's public life has been small, recent and mostly indoors, which is what happens to eighty-two cars delivered into private collections during a pandemic. Its widest reach has been through LEGO, which released a 3,696-piece 1:8 Technic model of it in 2020 complete with a working V12, an eight-speed sequential gearbox and a book of behind-the-scenes material, and that model has put the shape in front of far more people than the cars ever will. Racing games carried it too, as they carry everything from Sant'Agata. Beyond that, the cultural weight sits in the name rather than the car: FKP 37 is a public memorial to Ferdinand Karl Piëch, the executive who put Lamborghini under Audi in 1998 and made the modern company possible, and who died days before the reveal. Naming a car after a group chairman is an unusual thing for any manufacturer to do, and Lamborghini did it in the middle of the badge. That gesture will outlast the supercapacitor.

Rivals

Cars from other manufacturers that competed for the same buyers when new.

Owning One

Why collectors want it

The Sián is the historical marker in Lamborghini's modern range, which is a different claim from being the most desirable one. Every hybrid Lamborghini since starts here: the supercapacitor system went straight into the 112-car Countach LPI 800-4 in 2021, and the principle of an electrified V12 became the whole company's direction with the Revuelto. If you want the first electrified car from a marque that spent sixty years refusing to compromise the V12, this is it, and there is only one. The counts do their own work. Sixty-three coupés and nineteen roadsters, both chosen as references to 1963, add up to eighty-two cars, which makes this the largest run in the few-off family and the reason it is the most attainable of the five. That extra availability is exactly why it is also the only one currently trading below its original list price, and a collector willing to hold has the most interesting entry point in the group. The technology it introduced dates quickly. Being first does not.

Which one to look for

Two body styles, one drivetrain, and the numbers are the point. The coupé came first, sixty-three cars, revealed in September 2019 and delivered from 2020, and the count is a deliberate reference to 1963, the year the company was founded. It sold out before the public reveal, which is why the Roadster exists at all: nineteen cars, shown in July 2020, again a 1963 reference, and again sold before the announcement. Both carry the same 819 PS hybrid V12 and the same claimed performance, so the choice is roof or no roof and, in practice, price, because nineteen cars command more than sixty-three do. Every one of the eighty-two was configured individually, and registries document dozens of exterior finishes and interior combinations across the run, including a factory Carbon Package that added a six-figure sum to the list price. The car to look for is a documented, well-specified example with its hybrid system properly maintained rather than a particular body style, since neither is rare in the way a Veneno coupé is rare.

Coupé · 2020–2022

Revealed online on 3 September 2019 and publicly at the 2019 Frankfurt Motor Show, with deliveries from 2020. The 6.5-litre V12 at 785 PS plus a 48-volt, 34 PS electric motor built into the gearbox casing, fed by a supercapacitor rather than a battery, for 819 PS combined. The complete electric system weighs 34 kg.

Roadster · 2020–2022

Open version revealed in July 2020 with no fixed roof, mechanically identical to the coupé at 819 PS combined and the same claimed performance. The scarcer of the two by a factor of more than three, and priced accordingly.

What owning one is like

The newest car here and the most straightforward to live with, which is a low bar but a real one. Most of it is Aventador, meaning a V12 and a seven-speed ISR gearbox that Lamborghini has built for over a decade, a mature dealer network, and predictable annual servicing regardless of mileage. The single-clutch gearbox behaves as it does everywhere: sharp when the car is being driven properly, hesitant and shuddery at crawling speed, and a five-figure job when the clutch is finished. The hybrid hardware is the genuine unknown, and honesty is better than reassurance here. The supercapacitor and the 48-volt motor are shared only with the Countach LPI 800-4, so the population is small, the service path runs through Lamborghini rather than an independent, and there is no long-run reliability record yet because most cars have covered a few hundred kilometres. That low use is the pattern for the model and creates its own maintenance list: fluids, tyre dates and battery health matter more than the odometer. The bodywork is specific to eighty-two cars and repairs run through Sant'Agata.

Upkeep & parts

The mechanical side is the easy part and the electrical side is the part to plan around. Servicing follows Lamborghini's normal schedule, annual regardless of use, and the dealer network handles the car properly, with many examples still recently enough delivered to be inside an extended warranty. Consumables are what a 819 PS all-wheel-drive car makes them: carbon-ceramic brakes, bespoke Pirelli fitments, and a clutch that is the significant scheduled expense. The hybrid module is the item with no aftermarket. A 48-volt motor built into the gearbox casing and a supercapacitor fitted to eighty-two Siáns and 112 Countach LPI 800-4s means no independent supply chain, no reconditioned units and no specialist alternative to the factory, so a warranty position is worth more on this car than on any of its siblings. Bodywork has the same constraint every few-off has, with panels and lights made in a run of eighty-two. Practical advice is unglamorous: keep it serviced, keep it exercised, store it properly, and keep the paperwork in one place.