Heavy Hitter delivers plug-in hybrid punch
At the dawn of the era of electric vehicles Lamborghini long ago, the company promised that the company’s future hybridization strategy would not only focus on improving efficiency, but, much more importantly, on improving performance as a priority. With the entire lineup currently consisting of hybrids that combine batteries and electric motors with stunningly powerful combustion engines, the supercars from Revuelto and Temerario have proven beyond doubt that Lambo has achieved what so many other carmakers have struggled with: engaging driving dynamics despite inevitable weight gain.
Still, selling the Urus as a plug-in hybrid SUV makes the most sense on paper, as it offers better fuel economy, quiet driving and longer range in full EV mode, plus only a modest weight gain that makes less of a difference in a 5,000-pound five-seater than it does for a low-slung supercar. To find out if Lambo has really built the perfect super SUV for everyday use with the Urus SE hybrid, I recently took a loaner car in Los Angeles for city streets, highway cruising, lots of charging in hard canyons – and even a few excursions off the tarmac.
First, it’s crucial to understand how much the Urus SE’s hybrid system differs from the Revuelto and Temerario. Think of this setup as a more traditional plug-in that uses a much larger 25.9 kilowatt-hour lithium-ion battery under the trunk. The twin-turbo V8 is carried over from the ICE-only Urus models, albeit detuned to “only” 612 hp and 590 lb-ft of torque. That’s because the electric motor mounted in the eight-speed transmission can contribute 189 hp and 356 lb-ft of torque. All this results in a combined total of 789 hp and 701 lb-ft at full throttle, the latter well down the rev range at just 1,750 rpm.
The Urus SE can also handle a much longer electric range thanks to its larger battery, at around 60km, compared to single figures for both the Revuelto and Temerario. Fuel economy improves to 20 miles per gallon in gas mode, and an impressive 48 MPGe in full hybrid mode, versus just 16 MPG for the ICE-only Urus S. Add a claimed 80% drop in emissions, plus incredibly quick throttle response as the electric motor and gas engine work together for hard launches and highway passing.
Sounds like the best of both worlds, right? Well, just as important as improving performance and efficiency, Lambo also faced the challenge of keeping the Urus SE exciting and engaging to drive in anything but a straight line. All those hybrid components add about 15% to the mass of the lightest Urus Performante, for a total curb weight of 5,520 pounds. Even the full carbon fiber roof (a $7,507 option) can’t combat the sheer physics of how much the electric drivetrain components weigh.
And honestly, I noticed the extra pound almost immediately, just driving around the city streets. The SE uses the same suspension components with different electrical calibrations, providing smooth air suspension, but also the ability to lower and raise the ride height, and firm up the dampers to enhance driving dynamics during aggressive driving. While the suspension setup works quite impressively, all things considered, it’s not as sublime as the base air-sprung Urus and S, nor the steel-sprung Performante.
My loaner’s small wheels and larger Pirelli Scorpion Zero all-season tires also probably helped smooth out some of the road imperfections a bit by reducing the rest of the suspension’s responsibility for absorbing shock. Instead, the extra weight creates a more rafty feel, as the entire body moves more over undulations, speed bumps, and rough stretches of asphalt—while never necessarily uncomfortable, it occasionally borders on unsettling, especially when I started riding faster in the Malibu hills.
Pushing an SUV hard through winding canyon roads may seem foolish, but the Urus SE is still a Lambo after all. And the previous Urus, S and Performante all exceeded expectations. The SE, meanwhile, struggled to achieve the same level of glory, which I suspect is partly due to the all-season tires specified on this loaner, rather than performance rubber. The lightweight steering purposefully helps counter the impression of overall heaviness, while lending a sense of playfulness to the ride. But the SE had a tendency to enter corners with some understeer and then drift wide unless I paid extra attention to impeccably modulating my brake and throttle inputs.
The adaptive anti-roll bars and rear steering worked hard too, but thankfully Lambo’s suite of electronic traction aids makes for plenty of fun – early throttle through corners like a proper rally car provided a healthy slip angle and countersteering, although relying on the all-wheel drive admittedly requires a firm hand and a lot of confidence.
The SE sounded spectacular throughout, as the exhaust from the twin-turbo V8 bubbled and thumped and echoed off the canyon walls. Especially in Sport and Corsa mode, the soundtrack borders on muscle car depth, effectively masking any semblance of hybrid hippie vibes. Additionally, the Terra and Neve modes (for dirt and snow) can lift the body so high that I felt comfortable playing on a secret dirt road in the middle of Malibu. The air suspension there simply soaked up the bumps as I slid around with almost too much ease under power, braking or turning. Overall weight matters a little less in an SUV like this once the going gets slippery, and SE’s centrally distributed mass makes for very predictable behavior. I just wished for even more ground clearance and real knobby tires while kicking up dust.
Admittedly, it took me a while to figure out how to activate the Urus SE’s various driving modes – an adjustment period equal to, if not longer than, learning how to properly push this super SUV to its limits and no further, despite the weight gain. The signature fighter jet-style controls already looked great on previous models and effectively conveyed the familiar cockpit aesthetic that was so prevalent in Lambo’s other supercars.
But enabling full EV mode via the switch on the right side of the console, and then three additional hybrid settings via push buttons below, plus a much more complicated gauge cluster that has to make all the electrical and combustion systems work together, occasionally goes overboard in the sense of paralysis by analysis. I also had to test each mode!
The Urus SE always comes to life in full EV mode to keep the neighbors happy. Sometimes the silence would cause me to press the starter button again, turning the car off. Oops! Then I usually put the left lever in Strada to wake up the full hybrid system, although the petrol engine doesn’t always start straight away. Using the hybrid buttons, I generally kept the Urus SE in full hybrid mode to discover how well the electric motor and gas engine play together. The stopping and starting and gear changes as the petrol engine was switched on and off actually worked surprisingly seamlessly, considering the sheer weight of the twin-turbo V8.
I also tried charging mode to keep the battery topped up, and in fact I purposely let the gas tank run low to really force full EV operation as a range test. I then ran over 15 miles in total silence, using about five-eighths of my claimed capacity. Not bad, and full EV mode also provides more pep than expected, rather than simply sufficient motivation for light city driving. At super low speeds, however, I occasionally noticed some awkward tendencies, as the transition between regen and friction brakes caused occasional lurching.
As much as the ICE Urus is a very specific type of super SUV, I struggle to argue against the SE hybrid despite these few minor shortcomings. Opting for the SE only adds about $30,000 to the base price of the current Urus S, which seems perfectly reasonable even if the hybrid would only add about 130 extra horsepower. This heavily optioned loaner could top $352,000 as tested, so I’d opt for a bolder exterior paint job, a more subdued interior with matte carbon fiber trim, and skip the all-weather floor mats.
But with improved styling that also gives a more refined, futuristic look to the angular design, plus the ability to drive in full EV and hybrid modes, the SE takes the cake. And every time I floored the accelerator, killing my fuel economy in the name of fun, the absurd amount of instantaneous acceleration as that twin-turbo V8 unleashed its full fury combined with modern electric power left a huge grin on my face. And if Lamborghini manages to bring out those old childish joys in a heavy hybrid SUV, the future of electrification looks very bright.
Images: Michael Van Runkle
#Review #Lamborghini #Urus