Big as a luxury cruiser, dynamic as a sports car: the Lamborghini Urus really pushes the power SUV principle with 650 hp to the extreme.
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The Lamborghini Urus in the test
Air suspension in the Urus
Lamborghini Urus at the Nürnburgring
The Lamborghini Urus is the fastest SUV we have ever tested – and even leaves the Cayenne Turbo behind. With 650 PS, it lives up to the principle of a power SUV!
The Lamborghini Urus presented in the test its 650 hp. On the one hand, there is the necessary – on the other the search for what is possible. One can be quite boring, the other has a special charm and drives people to do the craziest things – where the point is to set standards. None of this is necessary, but it is fascinating. Just like Lamborghini’s first SUV – sorry: SUV – since the monstrous LM002. The exercise of building just a sporty SUV would have been too easy. It had to become the ultimate power SUV, a benchmark in terms of dynamics. Fortunately, the VW group is behind the small sports car factory in Sant’Agata Bolognese. Because starting from scratch would not have been economically viable. So the Italians played car parts puzzles with chassis and on-board electronics from Audi and the group V8 Biturbo, which was originally developed by Porsche.
The whole thing spectacularly packaged in the Lambo way – the Lamborghini Urus was finished, which translates as much as auroch. It wasn’t that easy. For example, the four-liter V8 was equipped with new cylinder heads, between which the two twin-scroll turbochargers sit and generate up to 1.8 bar boost pressure. PS fetishists will rejoice when they read the number 650 – and will be amazed when they study the torque curve, which rises steeply, culminates at 2250 tours and only drops again when the colored band of the speed indicator has already passed the 5000 marks. The whole thing packed spectacularly in the Lambo way – the Lamborghini Urus was finished, which means something like auroch. It wasn’t that easy. For example, the four-liter V8 was equipped with new cylinder heads, between which the two twin-scroll turbochargers sit and generate up to 1.8 bar boost pressure.
PS fetishists will rejoice when they read the number 650 – and will be amazed when they study the torque curve, which rises steeply, culminates at 2250 tours and only drops again when the colored band of the speed indicator has already passed the 5000 marks. The whole thing spectacularly packaged in the Lambo way – the Lamborghini Urus was finished, which translates as much as auroch. It wasn’t that easy. For example, the four-liter V8 was equipped with new cylinder heads, between which the two twin-scroll turbochargers sit and generate up to 1.8 bar boost pressure. PS fetishists will rejoice when they read the number 650 – and will be amazed when they study the torque curve, which rises steeply, culminates at 2250 tours and only drops again when the colored band of the speed indicator has already passed the 5000 marks.
between which the two twin-scroll turbochargers sit and generate up to 1.8 bar boost pressure. PS fetishists will rejoice when they read the number 650 – and will be amazed when they study the torque curve, which rises steeply, culminates at 2250 tours and only drops again when the colored band of the speed indicator has already passed the 5000 marks. between which the two twin-scroll turbochargers sit and generate up to 1.8 bar boost pressure. PS fetishists will rejoice when they read the number 650 – and will be amazed when they study the torque curve, which rises steeply, culminates at 2250 tours and only drops again when the colored band of the speed indicator has already passed the 5000 marks. More on the topic: The latest cars in the test
THE LAMBORGHINI URUS IN THE TEST
Because the Italians are known for deep stacking at the factory, it is not surprising that the Lamborghini Urus also undercuts the promised acceleration values in the test. Right from the first attempt supported by Launch Control, we top the factory specification from 3.6 s to 100 km / h by one-tenth of a second. On the next attempt, it is two tenths, then the display reports 3.2 s. Up to 200 km / h, the test car even extends its lead to 1.1 s. Not only the bare number (11.7 s) is fascinating – after all, the Urus sprints here at eye level with the Porsche 911 Turbo, Nissan GT-R or Mercedes-AMG GT R – but how it whips the Lambo forward from a standing start. First, the speed settles at 2500 tours, then the bull jumps from nothing to speed 30, and after the eight-speed automatic converter has sorted itself in a fraction of a millisecond, the Urus shoots without interruption in tractive power and turns the gears off by almost 6800 tours. The delay is just as extreme as the sprint.
Spontaneously on the front axle, two ten-piston saddles take hold of the 44 cm diameter carbon-ceramic discs and bring the giant to a standstill in just 32.3 m from 100 km / h (warm). This is all the more impressive since the scales certify the 5.11 m colossus a mass of 2257 kg (fully fueled without driver and luggage). Spontaneously on the front axle, two ten-piston saddles take hold of the 44 cm diameter carbon-ceramic discs and bring the giant to a standstill in just 32.3 m from 100 km / h (warm). This is all the more impressive since the scales certify the 5.11 m colossus a mass of 2257 kg (fully fueled without driver and luggage).
Spontaneously on the front axle, two ten-piston saddles take hold of the 44 cm diameter carbon-ceramic discs and bring the giant to a standstill in just 32.3 m from 100 km / h (warm). This is all the more impressive since the scales certify the 5.11 m colossi a mass of 2257 kg (fully fueled without driver and luggage).
AIR SUSPENSION IN THE URUS
In addition to the drive, the Italians also looked after the chassis in the Lamborghini Urus, which has air suspension and adaptive dampers. The active stabilizers also have a major impact, with their stabilizer halves braced against each other at lightning speed in the curve, thereby preventing the body from tilting. On the other hand, when driving straight ahead, the stabilizers are decoupled so that the Urus suspension responds sensitively and easily even on bumpy slopes. We first tried this in the test on public roads, where the basically tight set-up and the rigid body are noticeable. The Urus is not a palanquin, but the fear of herniated discs is unfounded. On the contrary. You can even travel quite relaxed in the almost 1.64 m high Lamborghini.
In the front, you sit comfortably on well-contoured seats and have space as in the luxury class, in the back it doesn’t get too tight above the top despite the sloping roofline. The Urus offers plenty of space for legs and elbows. If you want, you can even put a luggage partition net between the rear and the 616 l trunk. In addition to the air conditioning touch controls, it takes some getting used to the gear controls: Because the large lever for activating the reverse gear is so easy to reach between the driving mode switches, Urus novices like to think of it as the gear selector lever.
However, as in every Lambo, you can only engage first gear with a pull on the right steering wheel shift paddle. Once you have internalized that, you are on the road with a high level of confidence with a consumption of 13.8 l Super Plus per 100 kilometers as long as you leave the acceleration potential of the Lamborghini Urus largely untouched. The background noise in the test also fits, especially at higher speeds. One is almost tempted to let the crowd of distance-regulating, lane-keeping and blind-spot assistants take the helm.
LAMBORGHINI URUS AT THE NÜRNBURGRING
Test change from the road to the Nürburgring – let’s see if the Lamborghini Urus also works when it has to drive races. Yes, it works. And how. There seems to be something to be said about the hymns of praise from the press kit and the theory that active roll stabilization keeps the tire contact patch constant. At least it is impressive how you can make such a heavy car so stable that it feels as agile as a sports coupe and even brakes a bit into the curve on the last groove without sluggishly pushing over the front wheels. Even at the exit of the curve, you won’t run out of distance even if you consciously step on the gas too early. The active rear axle differential transmits power to the outside rear wheel at ultra-fast speed, thus generating a slight insertion without interrupting the advance. In addition, the rear-axle steering contributes significantly to cornering dynamics and driving stability. After a few timed laps, one thing is certain: The Lamborghini Urus is the fastest SUV we have ever tested, even trumps a Porsche Cayenne Turbo and is on par with a brand new super sports car like an Aston Martin Vantage. If you want to experience all this yourself, you have to invest at least 204,000 euros. The Urus is also a real Lamborghini on this point: a very special SUV for a very special clientele. trumps even a Porsche Cayenne Turbo and is on par with a brand new super sports car like an Aston Martin Vantage. If you want to experience all this yourself, you have to invest at least 204,000 euros. The Urus is also a real Lamborghini on this point: a very special SUV for a very special clientele. trumps even a Porsche Cayenne Turbo and is on par with a brand new super sports car like an Aston Martin Vantage. If you want to experience all this yourself, you have to invest at least 204,000 euros. The Urus is also a real Lamborghini on this point: a very special SUV for a very special clientele.
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