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Lamborghini: Urus News **2018 Revealed (page 4)**

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Old 12-05-2017, 08:12 AM
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That will be fun to roll.

Call me simple, but I don't really know what these are for
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Old 12-05-2017, 08:34 AM
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Originally Posted by kurtatx View Post
Call me simple, but I don't really know what these are for
I think a car like this can offer some of the thrill of a sports car (fast, probably very solid feeling, sure footing) without the harsh sports car ride or being that low to the ground. I think you may be surprised at how many people have a hard time with just the simple fact that sports cars and sedans are too low - they are hard to get in and out of for a lot of people. SUVs you can just slide in and out of for the most part. I think for a lot of people, this matters. If you had kids, clients, or any kind of passenger need SUVs are very comfortable. And a lot of them - line this one in particular - offer respectable performance and a credible driving experience when you want it.

I don't think most modern SUVs don't have anything to do with "utility" - it's really about a more convenient owning experience.

This lambo looks amazing. If I were in that income band, I would be all over this.
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Old 12-05-2017, 08:40 AM
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https://www.topgear.com/car-news/suv...-suv-meet-urus

Lambo's long-awaited return to the SUV sector is here. Full details on 641bhp Urus here

The Urus is Lamborghini’s long-awaited re-entrance into the SUV market. It’s also the perfect representation of its 55-year journey from seller of mad things with an allergy to ergonomics, to an ultra-modern supercar manufacturer with the quality, reliability and business sense of Audi.

Few would argue the latter is a bad thing when it spawns a family of supercars that you can actually see out of and start on the button every time… but the big fat question here is, is a spacious, high-riding, five-seater family SUV pushing the Germanic sensibleness too far?

Let’s start with the way it looks. No doubt you made your mind up within seconds of seeing it, but hopefully we can agree on one thing: of the Porsche Cayenne, Bentley Bentayga and Audi Q7 bunch with which it shares its steel and aluminium MLB platform, it’s not pug-ugly like the Bentley, and has more presence than the other two put together.

In the interim five-and-a-half years since we saw the Urus concept, it’s become a little larger, rounder and wider of arse, but the overall shape is surprisingly faithful. There’s the same arrowhead bonnet shut line, but beneath that there’s a lot more going on.

Layer upon layer of mesh, intakes and splitters with a cycloptic sensor housing parked in the middle of it. You’ll notice the yellow car here is maximum jazzy – fortunately, more subdued specs, like the grey car with mostly blacked-out elements, are available. Around the back, the concept’s tailpipes have dropped, but the small rear windscreen and full-width tail-light have survived. From this angle, perhaps more so than the front, it’s instantly a Lamborghini.

But the Urus’s real trick is to combine a downward-sloping, BMW X6-esque roofline, which keeps things pinched and muscular around the rear wheelarch, with masses of interior space. We’re talking six-footer behind a six-footer with a good chunk of leg- and headroom to spare. It also has a 600-litre boot – enough for a grown man to climb in on all fours and do a convincing impression of a large dog. A point we prove right here, in our walkaround video.

Big wheels (21-inch as standard, up to 23-inch if you must) and edgier styling than its rivals isn’t enough to earn the Lamborghini badge. For that, it must possess a vicious turn of speed, which is where 641bhp, 627lb ft of torque (available from 2,250rpm), 0–62mph in 3.6 seconds and 190mph flat out come into play.

Before you start Googling furiously, the 707bhp Jeep Grand Cherokee Trackhawk also takes 3.6secs, but that’s from 0-60mph, and it trails by 10mph at the top end. That makes the 2.2-tonne Urus officially the fastest SUV out there. Frankly, we’d be perturbed if it wasn’t.

Where mild perturbing might occur is under the bonnet. You won’t find a highly strung, naturally aspirated V10 or V12 on loan from the Huracán or Aventador, but a version of the 4.0-litre twin-turbo V8 from the Bentley Continental GT and Audi RS6, connected to an eight-speed auto and redlining at 6,800rpm.

If you can get over the fact that it’s more likely to woofle and rumble than bark and shriek, it’s actually a far better fit for an off-roader – offering more torque at lower rpm. And yes, you can take your Urus off-road should you wish.

The V8’s other trick is being the most fuel-efficient engine ever in a Lamborghini (22.2mpg, 290g/km CO2) thanks in part to a cylinder-deactivation system that works below 3,000rpm and gives you 173lb ft to work with. That’s right, tickle the throttle and you’ll find yourself driving a four-cylinder Lamborghini with less torque than a diesel Ford Fiesta.

But let’s not be churlish. It’s a familiar and brilliant engine ably supported by all the weight-cloaking chassis aids Lambo could lay its hands on. Firstly, the standard torque split is 40/60 front/rear (up to 70 per cent can be sent to the front, or 87 per cent to the rear as and when the conditions dictate), with active torque-vectoring from front to back axles, and between the rear tyres, via centre and rear differentials.

Long story short: on loose surfaces, it’ll power oversteer, but on tarmac it should stick. And stop, thanks to standard carbon-ceramic brakes – 440mm rotors at the front, 370mm at the rear – currently the largest on any production car.

Adaptive dampers work alongside an electromechanical active roll stabilisation system. It’s basically the same set-up that’s already left us stunned in the Bentayga and SQ7 – compliant in a straight line, magically flat in the corners. And then there’s the performance tech du jour, four-wheel steering, which twists the rear tyres by plus or minus three degrees, effectively shortening the wheelbase by 600mm at low speeds (by turning in the opposite direction to the fronts), or lengthening it by 600mm at higher speeds (by turning in parallel to the fronts).

Getting the thing started, moving and in your mode of choice is done via a bank of industrial-sized levers. In the centre, the start button lurks beneath a flip-up cover, itself in the shadow of a palm-sized gear-selector. To the left of that is your Anima lever, used to toggle through the four standard modes: Strada, Sport, Corsa and Neve (snow), plus two optional modes: Terra (off-road) and Sabbia (sand) if you genuinely want to get grubby.

Each tweaks the diffs, sound, steering, suspension, throttle and gearbox response, and raises (Neve, Terra, Sabbia) or lowers (Sport, Corsa) the air suspension accordingly. Alternatively, you can set your ideal combo of ride, steering and powertrain with the Ego switch on the right.

Assume the driving position and, although physically high, you feel low, snuggled below the shoulder line. WE set about looking for some ergonomic nightmare – a lorry-sized blind spot, tortuous seats, razor-sharp trim gaps – alas, there are none to be found. The skin of this interior is very much Lamborghini – all hexagons and Alcantara – but the hardware and execution is pure Audi. Right down to the twin screen (triple if you count the instrument cluster) infotainment system lifted wholesale from the new A8.

Unusually then, this is a Lamborghini, tech-wise, allowed to sit above its Bentley and Audi cousins. An indication of just how crucial this car is for the long-term health of the company, and how badly the VW Group wants it to succeed.

Inside and out, it’s an impressive engineering achievement, especially from a relative minnow that sold just under 3,500 cars in 2016, although Lamborghini hopes to double that with the £165,000 Urus by 2019. Picking over the spec sheet and poking around the interior is all well and good, but this is a Lamborghini and therefore needs some Lambo DNA in its bones. Can it really be both – a family van with the heart of supercar?

Read our first drive of the Urus prototype to find out…
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Old 12-05-2017, 08:40 AM
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Old 12-05-2017, 08:40 AM
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Old 12-05-2017, 08:51 AM
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As a Lambo fan boy I like it.
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Old 12-05-2017, 09:53 AM
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The interior looks amazing.
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Old 12-05-2017, 10:04 AM
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Sexy inside and out
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Old 12-05-2017, 11:27 AM
  #129  
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it's got 17.3" brakes up front
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Old 12-05-2017, 11:28 AM
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Old 12-05-2017, 01:29 PM
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Interior is nice, but the outside looks like LEXUS !
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Old 01-11-2018, 09:34 PM
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Post 2018 Lamborghini Urus

Press release...

The new Lamborghini Urus: The world’s first Super Sport Utility Vehicle

  • Design, performance, driving dynamics and driving emotion – pure Lamborghini DNA
  • Suitable for everyday driving in a range of environments
  • 4.0 liter V8 twin-turbo engine with 650 hp and 850 Nm of torque for maximum performance
  • Acceleration 0-100 km/h in 3.6 seconds and top speed 305 km/h
  • 4WD system with active torque vectoring and four-wheel steering for perfect handling
  • Carbon ceramic brakes, adaptive air suspension and active roll stabilization for maximum safety and comfort
  • Up to six different driving modes + EGO mode available via ‘Tamburo’ driving dynamics selector
Sant'Agata Bolognese, 4 December 2017 –Automobili Lamborghini launches its third model the Lamborghini Urus, the first Super Sport Utility Vehicle, and creates a new niche in the luxury segment with benchmarking power, performance and driving dynamics, unparalleled design, luxury and daily usability.

"The Lamborghini Urus is a visionary approach based on the infusion of Lamborghini DNA into the most versatile vehicle, the SUV. The Urus elevates the SUV to a level not previously possible, the Super SUV. It is a true Lamborghini in terms of design, performance, driving dynamics and emotion as well as drivable every day in a range of environments," says Stefano Domenicali, Automobili Lamborghini Chairman and Chief Executive Officer. "The Urus fits perfectly within the Lamborghini family as a high performance car. It is the culmination of intensive development and passionate skill to create a new breed of bull: a Super SUV that transcends the boundaries of expectations and opens the door to new possibilities, for both our brand and our customers."

The Urus features a 4.0 liter V8 twin-turbo engine delivering 650 hp (478 kW) at 6,000 rpm, maximum 6,800 rpm, and 850 Nm of maximum torque already at 2,250 rpm. With 162.7 hp/l the Urus claims one of the highest specific power outputs in its class and the best weight-to-power ratio at 3,38 kg/hp.

The Urus accelerates from 0-100 km/h in 3.6 seconds, 0-200 km/h in 12,8 seconds and with a top speed of 305 km/h it is the fastest SUV available.
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Old 01-11-2018, 09:34 PM
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Old 01-11-2018, 09:34 PM
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Old 01-11-2018, 09:35 PM
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Old 01-11-2018, 09:35 PM
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Old 01-12-2018, 06:15 PM
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Don't hate me too much....

But seeing it now I think this might belong in the "too much going on" club. And I absolutely think they did not want my first reaction to be reminded of a Civic (the current President of the "too much going on" club) - and I mean that from the standpoint of how overly-busy the design looks. That interior though......

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Old 06-19-2018, 10:35 AM
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https://www.roadandtrack.com/car-cul...borghini-urus/

As the masses clamor for crossovers, Lamborghini jumps in horns first.


YOUR IMPRESSION OF THE URUS WILL COME DOWN TO HOW much you romanticize Lamborghini. A dispassionate, engineering-minded driver would step away and proclaim the Urus a highly competent and speedy SUV— undeniably impressive as an entirely new undertaking for a company that sells a limited number of cars.

Such a person might also note that the Urus has many mechanical and architectural similarities to Volkswagen Group stablemates—a big reason it’s so competent out of the gate—yet still feels distinct.

On the other hand, for a person who innately and perhaps naively believes a brand is more than the sum of its vehicles, and who tends to consider a company’s history paramount, driving the Urus might cause unease. That person would be me.

I’m no purist. Lamborghini’s history is interesting but doesn’t quite rival some of the greatest automotive stories, like the Maserati brothers, the Ford family, or the singular Enzo Ferrari and his obsession with racing.

Nor am I bothered by the fact that the company has produced a utility vehicle. The masses want them, even though in this case, it’s actually only the one percent of the masses who can fork over $200,000. And don’t forget, Lamborghini created what is arguably the first-ever exotic SUV, in the fitful form of the desert-trouncing 1986 LM002.

Walk around the original LM002, though, and it still comes off as unhinged, with outrageous scale and dimensions. Not so with the Urus. Character lines pressed into its skin suggest muscular haunches and sucked-in sides. But those angles are mostly optical illusion. The sides of the Urus are nearly flat, and there’s not much extra bulge around the fenders. The hood is high and drops off as sharply as a cliff in a Wile E. Coyote cartoon.

Had the Lambo crew been given reins to base the Urus on a bespoke platform, it surely would look different. Instead, with the understandable necessities of cost efficiencies and German pragmatism, the Urus is based on architecture that underpins several close cousins, including the Audi Q7 and upcoming Q8, the Bentley Bentayga, and the Porsche Cayenne. That means there are a number of fixed points that could not be messed with, such as where the front wheel sits in relation to the windshield and the placement of the engine. Think of it like cheekbones and brow lines. Even with a different nose, chin, and eye color, there’s a family resemblance. The Urus differentiates itself through its width and having fenders so large, they accommodate optional 23-inch wheels.

The vents on the front fenders and rear aren’t functional. One real aero trick is on the underbody, where a flap sends air to cool the gargantuan, 17.3-inch carbon-ceramic brake rotors, replete with 10-piston calipers.

Ah, there’s a bit of throwback Lamborghini insanity: 10-piston front calipers! Lambo also claims that the Urus’s are the largest rotors ever put on a production vehicle.

The interior, with a slick dual-digital-screen center console and excellent build quality, is a delight. New tamburo (drum) controls, which allow the driver to tab through sport, track, and off-road modes, are intuitive and handsome. There is a real sense of drama here. The sheen of the materials and the usual Lamborghini details, like the missile flip-switch on the ignition and the hexagonal air vents, combine for a bit of theater otherwise lacking on the outside. One Urus we tested came with a mix of baseball-mitt leather, Alcantara, and carbon fiber. This is a company at the top of its interior game.

The block of the V-8—Lambo’s first with turbos—is out of the VW Group vaults, as is the ZF transmission case. Lambo added much larger twin turbos inside the cylinder banks, along with hotter cams and cylinder heads. The 4.0-liter puts out 641 hp and a knockout 627 lb-ft of torque at only 2250 rpm. All that power takes the brute to 62 mph in 3.6 seconds, Lamborghini says. Redline arrives at 6800 rpm—1700 rpm sooner than the V-12 in the Aventador S. Top speed is 190 mph. Just imagine the wind noise as it punches such a massive hole through the air.

We drove the Urus, riding on Pirelli P Zero Corsa tires, at the Vallelunga circuit outside Rome. We also did a loop on potholed lanes nearby, but the tires were regular P Zeros. (Pirelli Scorpions are available for off-road duty.) In the real world, speeds were frustratingly limited by Sunday drivers and routes through narrow villages. But the drive did prove a point: With the adjustable air suspension set to Strada (street) mode, the Urus absorbed lumps brilliantly, softening the brittle asphalt even with its 22-inch tires. Inside any other Lambo, we would have gone stir-crazy. But in laid-back mode, the Urus is resolutely grown-up.

Interestingly, it didn’t get a lot of love from locals, despite the bright-yellow paint. Perhaps they didn’t hear us. The Urus makes sufficient sound when pushed, mostly of the bass-laden, growling kind, but there’s no Venn diagram where the SUV’s exhaust note and the Aventador’s overlap. It isn’t the sound of a Lamborghini. Engineers point specifically, and heatedly, to California’s noise restrictions.

In a few places, when not stuck behind a warbling Fiat, we kicked the accelerator, and the V-8 instantly spooled up to lob us fast and hard down the road. Make no mistake, the Urus is genuinely quick. It’s just a different kind of quickness, coming from a wash of low-end torque, rather than that gradual build of a naturally aspirated engine.

By default, 60 percent of the torque is sent to the back wheels via a Torsen center differential, but the rear bias can be as much as 87 percent when circumstances call for it. The diff and traction-control settings modulate behavior in sand, gravel, and snow modes. The Urus also has mechanical rear-wheel torque vectoring and rear-wheel steering at its disposal, requisite tools of the trade when you want an oversized vehicle to handle like a smaller, nimbler one.

A track session in a fast SUV is a bit like kissing the “just friends” date you brought to prom. Fun, but not as much as if you’d asked who you were really crazy for. A track date with a Lamborghini is something to be excited about. Yet faced with the reality, you can’t help but wish that it were a session with a Performante, and not a high-riding crossover, no matter the horsepower.

Vallelunga has a long, discomforting straight with a dip that compresses the suspension. The Urus stormed through, flat out, with nary a tremor. Its He-Man carbon-ceramics soaked up the deep, hard braking before a compromise right-hander, which the SUV handled just as ably. It then downshifted right before touching the next curb and blasting down the following straight. There are two spots on the track that virtually beg you to overstep into them and suffer understeer. Even those it handled nicely. Steering is light and precise, though feedback is faint.

This amount of capability requires complex electronic systems to work—four-wheel steer, traction control, and active anti-roll bars. But none of that churn comes through to the driver’s seat. You just feel like you’re a highly capable driver who has no issues hustling some 4900 pounds of aluminum, steel, and carbon fiber through a complex of tricky turns.

I learned the most about the Urus while driving for photography. Most on-track photos come via countless passes on the same corner. Rather than go all the way around the (empty) track each time, I’d do a U-turn. The Urus’s turning radius is vast, so I’d manhandle it around and then sprint along a banked turn, going the wrong way, then hammer on the brakes before flipping around again.

Pushing the Lamborghini harder with each repeated pass—about 25 in all—several things became evident: The first was the tenacious grip and overall stability, which allowed the Urus to bang through turns as if it were a much lower, lighter sedan. More specifically, what leaped out was its ability to handle lateral loads, especially on the banked turn.

Credit goes to the Pirelli Corsas and their sidewalls, a true feat of engineering. But the greatest and most effective bit of kit on the Urus may be something we never actually see: those active anti-roll bars. This technology comes from Porsche, and it requires a 48-volt electrical system to power two separate electric motors. Under these demanding situations, the anti-roll bars stiffen to keep the Urus remarkably flat.

They can also decouple for off-road driving, to increase wheel articulation and keep the tires in contact with the earth in off-road situations. Lamborghini gave us a brief taste of the Urus’s off-road chops by carving a looping, rallycross-style track around Vallelunga’s perimeter. It was made of soft dirt and designed to carry a modicum of speed, with sections that required hard braking. The layout was telling—even the off-piste driving was intended to be hard and fast. Rock crawlers need not apply. You won’t see the Urus on the Rubicon Trail.

With the SUV set to Terra (off-road) mode and a nervous Italian co-driver in the passenger seat, I kicked dirt up and down the hills. The Urus was surprisingly competent: just brake early and turn in early, then apply throttle to get the rear end to slide. Traction and stability control stayed out of the way, and the brakes worked really well.

LAMBORGHINI ENTERING THE CROSSOVER FRAY only fuels the argument about whether these high-riding, heavy vehicles can be deemed proper performance cars.

Simple answer: yes. Its muscle more than qualifies. If you’re the type who demands Lotus purity, then the Urus surely falls out of that paradigm. But then, so does the BMW M5. And the Urus is at least as enjoyable to drive as the last-gen M5. I can imagine taking it on a long over-land trip, perhaps with mountains at one end, an ocean on the other, and hundreds of miles of dirt and gravel roads in between.

The deeper question is whether that’s enough. Lamborghini calls the Urus the “world’s first super sport-utility vehicle.” Yet that benchmark is already quite high. The BMW X6 M was one of the first track-oriented SUVs that left us grasping for answers. How had BMW mitigated the higher center of gravity and all those troublesome pounds? Since then, the wonderment has dissipated. We’ve driven many other fast SUVs, including the 550-hp Porsche Cayenne Turbo and the 505-hp Alfa Romeo Stelvio Quadrifoglio, which somehow managed a 7-minute, 51.7-second dash on the Nürburgring.

The Urus, while impressive, doesn’t blow past those vehicles with its performance. Nor does it fry your senses as would an Aventador. And that is what’s bothersome. So far, 68 percent of orders have come from customers new to the brand. If the first Lamborghini you drove was a Urus, you wouldn’t experience any of the noise, the sensationalism, the tear-your-face-off nature of a Countach or a Huracán.

For a half century, Lamborghini has stood for what is different. The company championed madness—snarling, mid-mounted V-12 spaceships with outlandish designs. They were always audacious. And we loved them for it.

Which brings us back to that driver who wonders whether the Urus, good as it is, stands for its brand’s core values. That person would likely say no.



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