Is it time for a friendlier Lamborghini? The Italian Supercar brand is known for brash, corner style and stimulating engine noise, but the new $ 258,636 hybrid-electric Urus SE softens those properties while still delivering the performance that Lamborghini drivers (and prospective drivers) expect.
That means that for my journey over the mountains between Bologna and Florence and over the fields of Tuscany, the rumbling 4.0-liter V8 engine from Twin-Turbo was supplemented with an electric motor that offers extra urgency while accelerating from the switch curves. And while he is through sleepy villages trund, the electric motor can take over and show the Urus with as little notice as possible when driving a Lamborghini.
The figures are impressive: the hybrid-electric powertrain combines combustion with electricity to deliver 800 hp and 700 lb.-ft. Van Koppel. This makes 0-60 mph gear possible in less than 3.4 seconds and a top speed of 194 mph. That speed makes it faster than the Urus, which is stopped together with the Urus Performante in favor of only the Urus SE for 2025.
The debut of the SE completes Lamborghini’s electrification of its product line, with hybrid electric power lines in all three models and a plan to offer a battery-electric crossover coupe model, the Lanzador called the Lanzador by 2030. An aspect of this Effective is a greater umus SE functions that are also cleared, which keyboards.
They may have become exaggerated, but they underline the dedication of the company to cleverness. A detail among the changes in the front and rear facias around the grid and the rear lights is a longer hood that extends to the grille opening. This eliminates a cutline that crossed the styling with a break between the hood and the fascia around the grill earlier.
Now the Urus SE has softened, less aggressive styling and power output that remains authentic muscular and at the same time offers the potential to silence the voice of the car while driving in EV mode. Lamborghini says that the Lithium ion battery of 25.9 kilowatt hours will feed the Urus SE of an estimated range of 37 miles, although it only went about 25 miles for me while cutting through the essences of mountain roads.
You might think that only on electric current running that the Urus can seem too little for rural highway, given the peak power of 192 hp. But the electric motor produces 356 lb.-ft. Van Koppel, which is enough to maintain a sturdy but-lital pace, while also trying to minimize the battle of your co-pilot with motion disease.
The Urus SE has four settings for the selectable strategy of the electrical performance: EV, which runs the car as a battery-electric, hybrid, which optimizes it for efficiency, charging, which uses the combustion engine to fill the battery for later use and performance, which exhaust the battery to maximize the combined performance and motorcycles.
In addition to electric performance modes, the Urus has driving modes for normal driving (Strada), sporty driving (sports), track riding (Corsa), sand (Sabbia), dirt (terra) and snow or ice (Neve). These make adjustments to the powertrain, the stability control system and the suspension to better meet the circumstances. Although the Urus feels great in Strada mode, selecting sport shifts more from the power to the rear wheels, making the feeling of a car rear drive with the possibility of causing a major over-corner. Corsa further strengthens this, so it must be used on the circuit.
[Related: 3 ultra-rare Lamborghini Miuras unearthed at junkyard. They could sell for millions.]
The Urus SE replaces the previous four-wheel drive system with a central transfer housing and a limited slip rear difference to offer torque vectoring that uses engine power to help the car. “The advantage [compared to the old all-wheel-drive system] Is that we can arrange the distribution of the couple, at the front to the back, but can also manage the locking speed on the rear axle, ”explained Lamborghini’s Chief Technical Officer, Rouven Mohr.
Unfortunately, during my day I did not come across the wheel or winter weather conditions, so I had no chance to test the modes that were designed to tackle those situations.
The Urus SE cabin retains the gadget-heavy theme that is a Lamborghini signature, with a dramatic red flip-up switch on the start button. Pull back on a steering wheel mounted Switch Paddle to involve Drive to start. Climate control and comfort functions such as seat heaters are all on the bottom of the two mounted touchscreen displays, while the top one treats the usual infotainment functions. Fortunately, there is a physical volume button on the console at the base of the Middle Display and the Operating Stack and you can change stations with the same button.
The curious coordination decision of the Urus Engineering team is the control of the car. The steering effort of the Urus SE is very light, with too much power aid. This seems misplaced for a vehicle with the character and heritage of a Lamborghini. The light control is reminiscent of that of American luxury cars of yesteryear. Even Cadillacs, Lincolns and Buicks now have strong, direct sensitive control.
But the control of the Urus SE is so light that it gives the driver little feedback about the grip of the front tires or the road surface. It is likely that customers who buy a hybrid-electric crossover SUV will prefer this, just as they give the less aggressive styling. But it seems that the best gamble from Lamborghini would be to lean in the characteristics in which the brand has built its image, in a global market of recent brands that compete for some of the same customers.
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