Heavy Hitter delivers plug-in hybrid punch
At the dawn of the era of electric vehicles, Lamborghini promised long ago that the company’s future hybridization strategy would be aimed not only at improving efficiency, but above all at increasing performance. With the entire lineup currently consisting of hybrid vehicles that combine batteries and electric motors with astonishingly powerful internal combustion engines, the Revuelto and Temerario supercars have proven beyond a doubt that Lambo has achieved what so many other automakers have struggled with: responsive driving dynamics despite inevitable weight gain.
Still, on paper, it makes the most sense to sell the Urus as a plug-in hybrid SUV, since it offers better fuel economy, quieter driving and better range in all-electric mode, plus only modest weight gains that make less of a difference in a 5,000-pound five-seater than in a lowered supercar. To find out whether Lambo has really built the perfect everyday super SUV with the Urus SE Hybrid, I recently borrowed a car in Los Angeles to drive around the city, cruise on the highway, do a lot of hard canyoning – and even do a few forays completely off the asphalt.
First, it’s important to understand how different the Urus SE’s hybrid system is 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 pure ICE Urus models, albeit reduced to “just” 612 hp and 590 lb-ft of torque. That’s because the electric motor mounted in the eight-speed transmission can contribute 189 horsepower and a whopping 356 lb-ft of torque. This results in a total output of 789 hp and 701 lb-ft at full throttle, the latter well down in the rev range at just 1,750 rpm.
The Urus SE can also achieve a much greater electric range thanks to the larger battery, namely around 60 km compared to single-digit percentages for the Revuelto and Temerario. Fuel economy improves to 20 miles per gallon in gas mode and an impressive 48 MPGe in full hybrid mode, compared to just 16 MPG for the pure ICE Urus S. Plus, there’s a claimed 80% lower emissions and incredibly quick throttle response as the electric motor and gas engine work together on hard starts and highway crossings.
Sounds like the best of both worlds, right? Just as important to Lambo as simultaneously improving performance and efficiency was the challenge of driving the Urus SE in an exciting and captivating manner even outside of straight-ahead driving. All of these hybrid components increase the mass of the lightest Urus Performante by approximately 15%, for a total curb weight of 5,520 pounds. Even the full carbon fiber roof (a $7,507 option) can’t handle the sheer physical weight of the electric powertrain components.
And sure enough, I noticed the extra weight almost immediately while driving normally on city streets. The SE uses the same suspension components with different electrical calibrations, meaning a supple, airy ride but also the ability to lower and raise the ride height and firm the dampers to improve driving dynamics during aggressive driving. Although the chassis set-up works quite impressively, all in all it is not quite as outstanding as the basic air suspension Urus and S or the steel-sprung Performante.
My rental car’s small wheels and larger Pirelli Scorpion Zero all-season tires probably also helped a little to smooth out some road imperfections by reducing the rest of the suspension’s responsibility to absorb shock. Instead, the extra weight creates more of a rafting feeling as the whole body moves more over road bumps, speed bumps and bumpy sections of road – while it’s never necessarily uncomfortable, it occasionally borders on unsettling, especially when I started riding harder in the hills of Malibu.
Pushing an SUV hard through winding canyon roads might seem silly, but the Urus SE is still a Lambo. And the previous models Urus, S and Performante all exceeded expectations. The SE, meanwhile, struggled to achieve the same level of glory, which I suspect is due in part to this loaner’s all-season tires rather than performance-oriented rubber. The light steering specifically helps to counteract the impression of overall weight and at the same time gives the handling a playful feel. But the SE had a tendency to push into corners with a bit of understeer and then drift wide unless I paid particular attention to timing my brake and throttle inputs flawlessly.
The adaptive anti-roll bars and rear-wheel steering were also working hard, but thankfully Lambo’s electronic traction aids make for plenty of fun to drive – opening the throttle early in corners like a real rally car gives you a healthy slip angle and counter-steering, although trusting the all-wheel drive admittedly requires a firm hand and plenty of confidence.
The SE sounded spectacular the entire time as the twin-turbo V8’s exhaust gurgled and popped, echoing off the canyon walls. Particularly in Sport and Corsa modes, the soundtrack borders on muscle car depth, effectively masking any semblance of hippie hybrid vibes. Plus, the Terra and Neve modes (for dirt and snow) can raise the bodywork enough that I felt comfortable frolicking on a secret dirt road in the middle of Malibu. The air suspension there simply absorbed the bumps as I slid back and forth with almost too much ease, be it under force, when braking or turning. Overall weight is a little less of an issue in an SUV like this when things get slippery, and the SE’s centrally distributed mass makes for very predictable behavior. I just wished for 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 drive modes – an adjustment period that’s equal to, if not longer than, learning how to properly push this super SUV to its limits, not beyond, despite the weight gains. The signature fighter jet-style controls already looked fantastic on previous models, effectively conveying the familiar cockpit aesthetic so prevalent in Lambo’s other supercars.
But engaging full EV mode via the switch on the right side of the console, then three additional hybrid settings via pushbuttons below, plus a much more complicated instrument cluster that must display all the electrical and combustion systems working together, occasionally goes overboard in the sense of paralysis by analysis. I also had to test every mode!
The Urus SE always comes to life in full EV mode to keep the neighbors happy. Sometimes the silence caused me to press the start button again, which turned off the car. Oops! Then I usually pushed the left lever to Strada to activate the full hybrid system, although the petrol engine doesn’t always start straight away. Using the hybrid buttons, I usually left the Urus SE in full hybrid mode to find out how well the electric motor and gasoline engine worked together. The stop-start process and switching on and off of the petrol engine actually worked surprisingly smoothly, considering the weight of the twin-turbo V8.
I also tried charging mode to keep the battery charged, and even intentionally ran the gas tank near empty to really force the EV to run at full capacity as a range test. I then ran well over 15 miles in complete silence, using about five-eighths of the stated capacity. Not bad, and the full EV mode also produces more oomph than expected, not just enough motivation for light city driving. However, I occasionally noticed some unpleasant tendencies at very slow speeds, as switching between regenerative and friction braking occasionally resulted in lurching.
As much as the ICE Urus represents a very specific type of super SUV, I find it hard to argue against the SE Hybrid despite these few minor flaws. Choosing the SE only adds about $30,000 to the current Urus S’s base price, which seems entirely reasonable even if the hybrid only makes about 130 horsepower more. This fully-equipped rental car cost about $352,000 as tested, so I’d opt for a bolder exterior paint finish, a more reserved interior with matte carbon fiber trim, and skip the all-weather floor mats.
But with an improved design that also gives the angular design a more sophisticated, futuristic look, and the ability to drive in all-electric and hybrid modes, the SE is the front runner. And every time I stepped on the accelerator and reduced my fuel consumption in the name of fun, the absurd instantaneous acceleration as that twin-turbo V8 unleashed its full fury in conjunction with modern electric propulsion left a huge grin on my face. And if Lamborghini manages to revive these old childhood joys in a heavy hybrid SUV, the future of electrification looks very bright.
Images: Michael Van Runkle
