So does this self-proclaimed ‘super-SUV’ look super enough? On balance, our testers thought so, even if all were in agreement that the Urus is no modern-day LM002 in terms of raw presence.

The silhouette is most similar to that of an Audi Q8 – hitherto comfortably the most striking car of this ilk – though the roofline tapers much more dramatically and is considerably lower in general. The Urus is also wider than many full-size SUVs such as the Range Rover, and its aluminium bodywork wears enough creases and gaping air intakes to remind onlookers that Lamborghini is, above all else, a maker of shamelessly brash supercars.

Door handles seem like an untidy afterthought. Much neater are the doors themselves, which are frameless front and rear. Note also the aggressive glasshouse, which tapers to a point. Very supercar.

Mechanically, there is less scope for debate: the Urus is unquestionably super, and equipped with a more powerful derivative of the ‘hot-vee’ twin-scroll, twinturbocharged 3996cc V8 found in the Porsche Cayenne Turbo. It is a wildly potent engine, delivering 641bhp and 626lb ft, with the latter arriving as soon as 2250rpm and helping the 2285kg Urus accelerate from rest to 62mph in a claimed 3.6sec and on to a top speed of 190mph.

Downstream sits a ZF eight-speed automatic transmission with lock-up clutch, its lower ratios clustered for maximum performance. Torque is then split between the front and rear axles by a central Torsen differential, delivering 60% rearwards in normal driving but increasing that to as much as 87% when needed.

Meanwhile, in the car’s Neve (snow) and optional Terra (off-road) and Sabbia (sand) driving modes, up to 70% can be delivered to front axle, to maximise traction. There are six modes in total, including Ego, which is borrowed from the Aventador and allows the driver to combine different settings for steering, gearbox and engine response, exhaust note and the suspension. At 13.3:1, the electromechanical steering is also almost supercar-quick.

Elsewhere, the chassis technology on offer is much as you might expect of a product with class-leading aspirations. There is active torque vectoring via the rear differential, and four-wheel steering is said to effectively either shorten or lengthen the wheelbase to the tune of 600mm, depending on cornering speed.

The Urus is also the first Lamborghini to feature active anti-roll bars, and carbon-ceramic brake discs measuring 440mm at the front are standard-fit, gripped by 10-piston calipers. Consequently, the Urus (which wore optional Pirelli P Zero Corsa tyres for our track testing) should stop as well as it goes – which is to say better than a 2.2-tonne SUV has any right to.


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