Once I got within the Urus SE, flipped up the red starter cover and pushed that button, the very first thing I heard was nothing. The truck all the time starts in EV mode. A number of clicks of the Anima lever got me into the go-fast modes you need to be in, and the V8 roared to life, greeting me with the familiar, bass-y burble that might be present in other VW Group products using this V8.
At first, the Urus was pretty serene, almost relaxing to drive. I mean, I had the massaging seats going and the climate control set good. The air suspension was absorbing every bump as I cruised down the road. It’s a nice and relaxing place to be — way more so than every other vehicle Lamborghini has made so far.
Nevertheless, the second I clicked that little Anima lever again and stepped on the gas pedal, I needed to hold on. The Urus SE does a mind-bogglingly good job at pushing the center of everyone within the automotive further back into their bodies. The launch is ferocious, but so is the speed it carries past 60 mph. It is a freight train placed on this earth to eat miles and embarrass other purpose-built supercars. If I were braver and dumber, I could have gotten all of the approach to a top speed of 194 mph, but unfortunately for my haters, I’m not that brave or dumb.
The Urus SE is equally fast in corners, way more nimble than something this big that is supposed to take the youngsters to highschool has any right to be. Body roll is kept to a minimum because the aforementioned air suspension stiffens up when the automotive is in its more aggressive modes.
Andy Kalmowitz / Jalopnik
My one qualm with how this automotive drove — and what jogged my memory most that it’s indeed an Audi underneath — was how light the steering is. It’s an aggressive rack, of course, and the rear-wheel steering system helps with tight corners and highway stability, but it surely is so astonishingly light that I continuously found myself steering an excessive amount of and having to back off in the midst of a corner. Even within the Urus SE’s most aggressive Corsa mode, I used to be in a position to steer it with only one finger with little or no resistance. That lightness also meant I didn’t feel rather a lot coming through the wheel, making the driving experience more isolated. I knew the front wheels were doing something. They were traveling over something. I just couldn’t inform you exactly what that was, and neither could the automotive.
In point of fact, it is not that big of a deal. The Urus SE is much better suited as a miles-eating Grand Tourer, and it’s perfect for the U.S. due to that. As I drove through the tight streets in and around Florence, Italy, I used to be abundantly aware that this thing was massive and really expensive. Nevertheless, after I landed back in Latest Jersey and was in a position to test the automotive out on some larger roads and highways, all of it made a hell of rather a lot more sense and felt more at home. The Urus SE is way more “Sopranos” than The Godfather Part II.“
This Article First Appeared At www.jalopnik.com
