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Lamborghini Urus 2018: data, price, market launch, driving report

Driving report Lamborghini Urus (2018)
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  • Fahrbericht (NEW)
  • Unusual color combinations possible
  • Exclusive accessories for the premiere
  • The interior concept
  • The driving systems
  • S o drives the prototype on and off the racetrack

24 years after the end of production of the LM002, the Italian sports car manufacturer is again building a crossover. This time it is not supposed to scare, but to become Lamborghini's door opener for customers who have an Lamborghini want but need a family car. Chef Stefano Domenicali wants to boost sales with the new family friendliness. As Porsche, Jaguar, Bentley and Maserati have done with an SUV, as Lotus, Rolls-Royce and at some point arch-rivals Ferrari will do.

Lamborghini invested a lot of money in the Urus project. The Italians built a new production facility and paint shop in Sant’Agata Bolognese and hired new engineers. In 2015 the first prototypes were sent on a test drive. More than 50 test carriers toured in cold, heat and performance tests for more than two years in Europe, Africa, the Middle East and the USA. Together they scrubbed more than a million test kilometers. If Lamborghini had just sent a Urus on a test drive , the Italian sports car manufacturer calculates that it would have been on the road for the same distance for more than 100 years.

The fastest SUV in the world

With the new Urus, the Italians are breaking the naturally aspirated engine Tradition. You justify it with the driving values. 0 - 100 km /h: 3.6 seconds. The rear-wheel drive Huracán Spyder, Mercedes-AMG GT R and Mercedes-AMG E 63 T-model are just as fast. 0-200 km /h: 12.8 seconds. Top speed: 305 km /h. The Urus is the fastest SUV in the world. A Bentley Bentayga reaches 301 km /h, a Porsche Cayenne Turbo 286 km /h and a Range Rover Sport SVR 280 things.

A Lamborghini with the engine in front of the driver's cab was last in the LM002, which also has Lambos last carwith more than two seats. A colossus (4,900 x 2,000 x 1,850 millimeters), whose original version Cheetah should have made the US military happy, but technically failed.

Let's go: How does the Urus in curves? Are the brakes fading?

So then, into the Urus, the engine has already warmed up, and who's already in one A8 of the current generation will not be long strangers to the Urus. Many control units come from Audi. Which is not bad, because it can hit you worse in a small-series exotic. And it's not all like Audi, hexagonal shapes dominate the interior, a Lambo-typical style element that goes back to the prototype Marzal from 1967.

The traffic light jumps to green, snap in first gear and Come on. The two so-called tamburi, control panels for driving programs, suspension settings and transmission, are located on the center console and are easy to feel. 'Sport' is selected in the left tamburo, the exhaust system sharpens its pitch and the adaptive dampers tighten, but this is barely noticeable on the perfectly flat racetrack. The wide corners before and after the Urus are more comfortable than the meandering between the back straight and the pit lane.

The Urus in the corners: long neutral

After the first lap, tire temperatures and confidence increase Car, the photographer doesn't protest, and neither does the Lambo. Tight, gripping steering, no hint of understeer, the Urus eats its way into the corners, not light-footed, rather determined and emphatic. After a few bends you get the hang of it: brake, put your weight on the front wheels, don't turn too hectically, aim for the apex and hit the gas again. Then the Urus remains neutral for a very long time until it gently begins to slide all four wheels outwards.

'We weren't sure whether it was a good idea to present the car on the racetrack,' says Head of Development Maurizio Reggiani in the pit lane and asks how the brakes were. The Urus comes as standard with four Karon ceramic discs (front 440,rear 370 millimeters), the system is correspondingly stable. Fading? No.

8-speed automatic from the VW Group

The passengers hardly notice how fast the Urus is.

Thunder on the route outside two more Urus pass by, both in white, Bianco Monocerus, they are not quiet, but by no means annoyingly loud, despite full load in the twisted fifth gear. Incidentally, the transmission, like the drive and chassis, comes from the Group's modular system; the Lamborghini shares many components with the Cayenne, A8, Bentayga or Panamera. In the Urus, the eight-speed automatic converter shines with quick gear changes in manual mode, and manual in this car also means that the engine rattles into the limiter when the speed limit is reached at 7000 revolutions. Automatically shifts in traffic is extremely inconspicuous and smooth. In general, what is remarkable is the residual comfort with which the big Lamborghini rolls on the streets beyond the Autodromo.

It takes the many curves along Lake Bracciano just as confidently as those on the racetrack, albeit far less quickly. The roll stabilization and all-wheel steering keep it on course at almost any speed, the occupants hardly notice it, except that the landscape moves by a little faster. One more lap around the lake, a short stretch of country road and then turn left again to the Autodromo.

Lamborghini Urus configured

The Urus is in line with the impressive technical data and Lamborghini's design tradition drawn very conspicuously. Its jagged front is particularly appealing to the eye. Whether SUV drivers with dynamic ambitions or helicopter mothers with a solid financial background: Each customer can configure the appearance of their Urus to be more visually appealing or to strengthen it massively. Lambo proves the courage to do the unusual here.

Click here for the Urus configurator.

Rarely seen in the automotive world: the steering wheel can also be covered with the intense blue leather on request.

Lamborghini Urus in summer 2018 is still available special, partly piece z Limited items of clothing and luggage. Urus Edition Moccasins (350 euros) come from the Bologna shoe manufacturer Enzo Bonafè - the customer can choose between three shoe colors. The clothing store Hettabretz, also based in Bologna, is producing 30 copies of an exclusive suede jacket (8,785 euros) for the Urus premiere.

The luggage manufacturer TecknoMonster from Casorate Sempione, which is known for its carbon luggage, is also producing two Lamborghini, each consisting of four individual parts. Luggage sets (17,000 euros: Aurum Trolley for 9,900 euros, Kargot Trolley for 5,250 euros and Gimnika Bag for 1,950 euros) that are specially tailored to the trunk dimensions of the Urus. Customers can view and choose the edition pieces in the Lambo headquarters in the showroom of the Collezione Ad Personam. In the room, which is fully equipped with Riva 1920 furniture, employees from Enzo Bonafè, Hettabretz and TecknoMonster are also available to advise customers.

The four-piece luggage set by TecknoMonster is designed to match the trunk of the Urus.

The interior of the Urus offers a lot of space.

In the LM002, the driver could become claustrophobic . Some felt so cramped in the almost five meter long thick ship. The Urus, however, leaves you breathing. The brake pedal and the gas pedal that is about a third as large to the right of it are at the right distance from one another. In the LM002, the riders still struggled not to press all the pedals at the same time. Alcantara, leather, aluminum and carbon determine the interior. The Alcantara headliner makes the interior appear dark, which could also have been due to the lighting conditions in the photo studio.

The digital TFT display shows different views. Under the hexagonal air vents, Lamborghini surrounds the first of two screens. A slight incline towards the driver would have made the top view easier. The menu is used to control the radio, operate the navigation system, couple the phone or access various assistants. Such as the parking aid, for example. The climate control and seat heating are operated via the lower screen. You have to press a little harder until the input fields react. Personal opinion: That fits the sturdy vehicle. With the two screens, Lamborghini has reduced the buttons and rotary controls to a minimum.

Lamborghini installed rims between 21 and 23 inch in the angular wheel arches.

Lamborghini leans the hexagonal wheel arches on the LM002. The UrusExceeds its predecessor in length (21.2 cm) and width (1.6 cm), but is 21.2 cm flatter. The Urus also clearly surpasses the Porsche Cayenne in terms of length and width. In contrast to its sister company SUV, it is 3.5 centimeters flatter. The front track is Lamborghini with 1,695 meters.

The body mixes Lamborghini steel, aluminum, plastics and composites. The design lives out classic proportions: two thirds of the body, one third of the window area. The upper part of the front hood has something of the Aventador with the body teeth. The bumper, on the other hand, looks a bit overdone. The Urus stands on rims between 21 and 23 inches. Our photo model has buckled up the biggest wheels. Under the 23-inch wheel rims, 440-millimeter-wide brake discs watch over the Urus. They exceed the size of a pizza plate. Lamborghini promises a braking distance of 33.7 meters from 100 km /h to a standstill. Lamborghini puts size 325/30 tires on the rims. On the rear axle, the 23-inch rims have 285/35 rubber.

Tom Salt
Accelerate to 100 km /h in 3.4 seconds, on Driving across gravel or following the ideal line on the racetrack precisely and sensitively at top speed, the Urus can do it all.

There are also two pushbuttons for the manual and parking position of the eight-speed automatic. This is now on D, the program selector on the left is on 'Strada'. All of this is not yet ready for production.

No time to think about it, after the second lap at a warm-up pace, Mario accelerates. Okay, gearbox to M, the selector switch from Strada to Corsa, off you go. And how! Now the Urus eats up the long straight along the pit wall at lightning speed, at the end of the fifth gear it turns into a fast left that turns nastily inward. Late, late, very late, Mario's brake lights flicker, fully on the brakes. The carbon fiber brakes (front 440, rear 370 mm diameter) grip mercilessly, the rear becomes a little light, twitches briefly outwards. Turning in, gently accelerating, that just worked.

V8 turbo roars vigorously at full load

The prototype literally bites its way into the following narrower curve combinations and steers precisely to the point one, throws the all-wheel steered rear. Understeer in the Lamborghini Urus? Not a trace. Traction? Oh yes, a lot. The Torsen differential in the middle and the Sportdiff with torque vectoring split the 850 Nm torque of the four-liter V8 onto the wheels so quickly that none of them have a chance to spin. This is followed by the most beautiful combination of curves from Nardo: a fast right, in the fourth fully over a knoll, the Lambo seems to fly briefly, for a second you see the Gulf of Taranto before you aim for the next braking point on the left. Great!

The ESP stays at the other end of the long leash, it holds back a lot, allows slight drift angles, occasionally intervenes to stabilize, but leaves the driver largely in control.

And the sound? Of course, you have to observe the legal regulations all over the world, explains Maurizio, the sound of a naturally aspirated engine turning out, that wasn't the development goal. The V8 roars vigorously from the four tailpipes at full load, it's not too loud, but by no means a quiet step.

Driving dynamics area, asphalt until just before the sea. Launch Control, Mario shows how it's done. Driving mode on Corsa, gearbox on D, full throttle until the engine reaches the brake speed, foot off the brake, done.

Under 3.4 seconds to 100 km /h

Whomp, makes it, a few moments later, the measurement technology in the cockpit beeps, 100 km /h have been reached. 3.78 says the display. The professional promises that this will be faster and reveals a little trick: You mustn't stay on the brakes for too long as soon as the speed no longer increases, foot off and go. Okay, Mario, let's do it. After two more attempts, the display shows 3.39, the test team shines, the best value of the day.

But the Urus can also be different, as it shows immediately afterwards on the so-called Pista Bianca. It winds through the infield, hairpin bends and tight curves alternate, the ground changes from sand to fine gravel and coarse stones. Here is Nicolo Piancastelli sitting next to me. Not because they didn't trust me, but as a co-pilot and guide along the winding slope. Terra position, gear on D, that works best, says Nicolo. Otherwise he likes to say 'push'. And by that means 'step on the gas'. Then you can step on the brush, the steering roughly indicates the direction, the accelerator does the rest.

After one or two laps and a few friendly hints, you get the hang of it. Briefly on the brakes when turning in, the center of gravity shifts to the front wheels. That gives grip to turn. Then on the gas, the rear comes around, soft, controllable, easy counter-steering, stay on the gas. Until Nicolo says “brake” or “brake, brake, brake”, depending on the urgency.

In doing so, the Urus hurls thick stones into the bushes, lets himself be caught again and turns very nimbly around the hairpin bends . After a few laps it's over. Do you want to do it again? Asks Nicolo. What a question!

By the way: Lamborghini plans to add a hybrid version of the Urus as early as 2019. Compared to a sports car, the batteries are much easier to accommodate in a crossover. Because there is simply more space. Second point: The power-to-weight ratio is not so important in an SUV. A drive train like the one in the Porsche Panamera Turbo S E-Hybrid would be conceivable. There the plug-in has a system output of 680 PS.

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