Now with more competition than ever, is the Lamborghini Urus still the super-SUV you should choose?
respectively. Peak torque is rated at 627lb ft between 2250rpm and 4500rpm – the most its eight-speed automatic transmission can handle. The all-wheel-drive system has a typical torque split of 40:60 front/rear in normal driving, with up to 70 per cent able to be sent to the front axle or 87 per cent to the rear.
On the road, all this feels, well… it’s a lot. Because all the bits of hardware are derived from lesser cars, Lamborghini’s desire to instil a different feel in the Urus has pushed them up to and over their limits. Press the engine start button and the revs flare with a heavily augmented whip up the rev range, gurgling away for a few unsubtle seconds before settling into a typical indistinct burble.
Despite the eager pedal, the Urus’s plateau of torque doesn’t counteract the considerable turbo lag if you catch it off guard. The brakes, meanwhile, have a typical dead spot at the top of the pedal common to many ceramic systems, but once pressure is applied you find yourself constantly modulating the pedal as if the braking pressure is continually varying under your foot.
An equivalent Porsche Cayenne Coupe Turbo GT – which, remember, is essentially the same car, with much of the same hardware – feels far more controlled, poised and even a tad more playful. The Lamborghini Urus drives in a similar state to its design, which is to say a bit of a mess. On track, the Urus is a freak, storming down the straights and able, at least for small numbers of laps at a time, to brake late into corners.
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