There’s noise, too, and quite a lot of it. You will hear how loud it is, they said; and they were right. But there’s augmentation going on here too. Through a natural symposer using the intake system’s natural frequencies, yes, but augmentation nonetheless. It’s good, but I think an AMG V8 sounds better.
What else does it do? Stop, tremendously well given the weight – carbon ceramics with 10 (ten) piston calipers are standard. And it rolls, too, despite lowering the ride height in sports mode, stiffening the dampers, and the adoption of 48V active anti-roll bars like you’ll find on its cousins. But that’s fine – a little body angle gives you something to lean on, the quick-ish steering weights up rapidly but doesn’t give genuine natural feel, and then you feel the differential doing its thing, straightening a cornering line and, well, in short, this car is daft-quick around a track. Which would be amusing for a few minutes if you owned one and knew what you were doing with it: because it would go more quickly than most sports cars.
Sports cars are not typically as comfortable as this on the road, either. In its streety mode, the Urus is pretty amenable on good surfaces, albeit fidgety on bad ones: you can thank the optional 23in wheels with 30-profile tyres for that one, plus the fact that, even when the dampers are in an easier-going mode and the anti-roll bars are allowing the wheels to move independently, at heart this is still an SUV that tries to prioritise handling while weighing 2.2 tonnes.
Honestly, it’s fine: it’s not uncomfortable, and it would be as easy as any big car from this batch to mooch around in. The seats are good. The boot is decent. Ergonomically, it’s sound. The steering remains light, and responsive. Pedal feel and response is strong. The digital instruments and array of infotainment are of a fine standard.
What’s bad? The engine’s too quiet unless you turn up the suspension to hard, and visibility – because of the high window line – is a bit iffy. But, then, while parking the cameras are tremendous.
And then there’s off-road too. Lamborghini says it wants the Urus to have “best in class” handling, with off-road ability “in the best class”. I don’t doubt it has nailed the former but as yet I’m not sure about the latter: the ride height in the off-road modes is 215mm, and put the right tyres on it and I guess it’ll go most places people want it to. Sand dunes, most likely.
I tried it on a gravel track carved into some hills and it was great fun: it’s easy to ride on its torque, it felt agile and you could feel the rear differential straightening its line on corner exit. It is, and I really do mean this, remarkable, in that it is so competent on a circuit, so amenable on the road, and yet still capable of shrugging off-road lumps aside. I’m genuinely impressed. I don’t think there are many cars, if any, that can do all of those things better.