Urus doesn’t kiss the tarmac like other Lambos do, but acquits itself extremely well on a racing circuit.
How does it fare on public roads? Well, the roads around Rome are not exactly the best driving tarmac in the world. Hence the road test segment is short (only around 50km). But it is long enough to show the car’s air suspension is unable to filter out the ruts on some stretches.
The car is most comfortable in Strada (street) mode. In Strada, the Urus is far less punishing than any traditional sports car. Sport mode is self-explanatory, while Corsa is a race mode designed to offer the fastest lap.
The Urus comes with three other driving modes – Sabbia (sand), Terra (gravel) and Neve (snow), none of which is relevant in Singapore.
You can also select your own level of sportiness for the steering, chassis and damping via aeronautical switches flanking a start-stop button styled like a missile launching device – as seen in the Huracan and Aventador.
But unlike the other two models, the cockpit is cleaner and neater, with far fewer physical buttons and knobs. A large touchscreen allows the driver to access various infotainment functions, making the Urus the most modern and connected Lambo in town.
It is also the first and only SUV without a shift lever. Like in a Huracan, you pull the upshift paddle to engage Drive. The shift paddles are not as large as you would find in a supercar, perhaps a nod to the Urus’ ability to dish out plenty of thrills even if you drive it like an automatic. Truly, this is a vehicle which marries the excitement of a sports car and the versatility of a family carrier.
Having said that, the Urus is not as roomy as you would expect of a 5m-long SUV with a 3m wheelbase. With a roof sloping towards the tailgate, passengers who are of above- average height will find the rear headroom adequate for short to medium distances, but less comfy on long hauls.
The luggage area is reasonably big, but will accommodate only two full-size golf bags when all seats are occupied.
Because it is a front-engine Lamborghini, and its exhaust is a distance away from the front row, the enthusiast at the wheel might quibble about how quiet the Urus is.
It is, however, not so quiet. Stand outside the car and it is clear that it makes all the right noises at a respectable decibel level. But to folks who are used to having the engine and exhaust system sited just behind their seats, the Urus’ cabin acoustics is subdued.
The cabin is lined with plenty of suede-like Alcantara and leather. For the cockpit, there is a choice of aluminium, carbon fibre and wood trim. A high- set centre console practically isolates the driver from the front passenger. Like the sloping roofline, not particularly great for space packaging, but works well to preserve the visual characteristics of a Lamborghini.
Did someone say something about “compromise”? Well, yes, there is some of that. But the Urus still succeeds in preserving the aura of a Lamborghini rather well.
As the world’s first supercar- SUV, it fits the bill in the way it drives, the way it looks, and even the way it sounds (as it zooms by). And going by the relatively attractive pricing, you will probably see (and hear) quite a few zooming by soon.
AS THE WORLD’S FIRST SUPERCAR-SUV, THE URUS FITS THE BILL IN THE WAY IT DRIVES, THE WAY IT LOOKS AND THE WAY IT SOUNDS.
LOCATION ROME, ITALY