Mitja Borkert: "Design isn't about nationality. It's about empathy, understanding and vision"

At Goodwood this year, we revealed the Temerario GT3, our first racing version of the model. A lot changes when we translate a road car into a race car, especially under the stringent conditions of GT3 regulations. At Lamborghini, every race car is more than just a machine, it’s an ambassador for the brand. And for me, as someone who loves both design and driving, that duality is essential. 

What’s exciting is how our iconic design DNA can still live and breathe within such functional constraints. On the Temerario GT3, for example, you’ll still see our rhythm: the hexagonal shapes, even in the race lighting. 

But of course, you’ve also got real functional elements like the S-duct at the front, specific brake air intakes and the imposing rear wing. These aren’t just aesthetic flourishes, they’re purposeful, performance-driven features. 

The key is collaboration, especially between the designer and the aerodynamics engineer. Sometimes their technical requirements inspire ideas I wouldn’t have reached on my own. On the Aventador SVJ, for example, we added aerodynamic blades to the front cheeks, something that emerged through dialogue, not dictation.

I don’t claim to be an aerodynamicist, but I do understand the fundamentals. If an engineer explains it well, I can internalise it and create from that foundation. This instinct, this gut feeling, it’s essential. You learn to find a balance. Often, hitting 85 or 90% of the technical requirement is enough. Pushing to 100% can ruin the design. You end up with a ‘potato’. 

Design starts at the front of the car, that’s where you meet the air. Take the front of the Temerario: those hexagonal light intakes aren’t just beautiful, they’re functional, channelling air to the front radiator. The cheeks and side surfaces of the nose prepare the airflow for the rear. If the surfaces are too angled, the air escapes. If they’re too flat, the car looks heavy. It’s a delicate choreography. 

Small adjustments matter. You’ve got to guide the air, especially around the front fenders, so it flows in a corkscrew motion along the body side. Sometimes it’s down to the last few millimetres. Of course, we use computational fluid dynamics (CFD) tools which simulate airflow digitally. But I still believe in the wind tunnel. In my old job at Porsche, we always used full-scale clay models. We’d add small bits of wax or aluminium elements, test them and make changes on the spot. That hands-on tuning teaches you a lot. It’s also about staying in control of the process. 

Interior design has been another evolution for me. I was trained as an exterior designer, but over time, and especially working with Manuele Amprimo (head of interior design), Luca Proglio (UX) and Jacopo Arcangeli (interior design), we’ve created a new interior DNA for Lamborghini. I drove a lot, frequently taking Aventadors to meetings across Germany. And while I realised these cars looked stunning, they didn’t always support the driving experience in the way I wanted. There wasn’t even a place to put a credit card! 

So now, in the Temerario and Revuelto, we’ve embedded real functionality. There is space for your sunglasses, phone, wallet and even cupholders. That might sound mundane, but when you’re driving long distances – or on the track – it matt ers. The daylight openings (DLOs) have been optimised so you can see the apex clearly when cornering. And the cabins still feel like a cockpit, but they’re spacious enough for most customers to wear a helmet. Performance demands are rising, and we’ve made sure our interiors meet them. 

Electrification is another exciting area. We’ve hybridised our current line-up, and when I drive the Revuelto in full electric mode, I love it. There’s something elegant – even surprising – about arriving silently in a Lamborghini. People turn their heads expecting a roar, but instead this beautiful, sculpted machine glides by like a spaceship. I love that reaction. 

Looking ahead, our strategy is clear, full electrification is coming. But as our CEO Stephan Winkelmann says, we don’t need to be first, we want to be the best. I’m proud of what we’ve done already with the Terzo Millennio and the Lanzador – I’m not afraid of the technology. 

On a personal level, this journey has been a dream. I grew up in a small town in East Germany where cars were rare. To now design and drive Lamborghinis, that’s something I never imagined. I’ve lived in Stuttgart, California, Modena and my son is growing up Italian. I feel at home everywhere, and maybe that’s why I believe so strongly that design should be international. 

Being a German leading an iconic Italian brand might surprise some, especially traditionalists. But design isn’t about nationality. It’s about empathy, understanding, and vision. I don’t feel like a German designer, I feel like a designer for Lamborghini. It’s my home now. And the road ahead is only getting more exciting.

This interview was originally published in Car Design Review 12. To order your copy, please click here.