Lam­borgh­ini Urus

Big, bad Ital­ian bull driven

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It’s only right to men­tion Porsche first. For many rea­sons rel­e­vant to the story but more so, to have fa­thered a new breed of per­for­mance SUVs. Think of it, rewind your mem­ory, stress those brain cells and you should re­alise that Porsche was one of the first in the line of main­stream su­per­car man­u­fac­tur­ers to have ven­tured into un­char­tered ter­ri­tory. A place which ac­knowl­edges the need to have su­per­car per­for­mance without wor­ry­ing about the steep ramp an­gle ex­it­ing the deluxe condo com­plex. To clock 0-100kmph in a time warp and not slow down to a crawl over the odd speed hump. To fit the Call­away golf clubs and not just the com­pact Louis Vuit­ton duf­fle be­cause of the ap­palling lack of space. To cre­ate a space for su­per SUVs.

That place was ac­tu­ally con­cep­tu­alised first, in Italy. Sant’Agata Bolog­nese to be pre­cise, where Lam­borgh­ini cre­ated the LM002. The iconic brand’s first

1. A se­lec­tion of ma­te­ri­als can be cho­sen to cus­tomise the in­te­rior. 2. An eight speaker sound sys­tem comes stan­dard, high-end Bang & Olufsen Sound Sys­tem putting out

1,700 watts through 21 ac­tive speak­ers can be spec­i­fied as an op­tion. 3. Full TFT dis­play changes graph­ics and in­for­ma­tion shown as per the selected driv­ing modes SUV and pos­si­bly the world’s first su­perSUV, it packed the 5.2-litre V12 from the Coun­tach caged in a sturdy steel frame, skinned by riv­eted alu­minium body pan­els. The “Rambo-Lambo” only saw a lim­ited run of around 300 ve­hi­cles back in the 80s. It was ahead of its time then. The time for such cre­ations how­ever, is now.

The Urus comes in at a time when there’s enough and more com­pe­ti­tion for it. Rolls Royce, Bent­ley, Jaguar, Maserati, Alfa Romeo, brands that were never counted with the likes of the Q7s, X5s and GLSs of the world; now all of them have an SUV in their line-up and all of them su­per­sede the con­cept of a lux­ury SUV.

Of course, the Urus still had to live up to be­ing the spir­i­tual suc­ces­sor of the LM002. More than that, the Urus had to be a Lam­borgh­ini. And that very thought set the Sant’Agata boffins on a flight to meet the cousins, in Stutt­gart. The Urus is an amal­ga­ma­tion of finds from the VW Group’s parts bin but since this is a Lam­borgh­ini, these parts just had to be the very best. So de­spite bor­row­ing the un­der­pin­nings of a Porsche Cayenne that uses the VW (Group’s) MLB-evo plat­form, the high­est-tune of the 4-litre, twin-turbo V8 en­gine was or­dered for. That’s be­cause a 2.2 tonne SUV had to be pro­pelled to 100kmph from a stand­still in just 3.6 sec­onds and achieve a top speed, three times that fig­ure. The big­gest car­bon ce­ramic brakes were fit­ted be­cause the Urus had to stop from a 100kmph to a stand­still in a mere 33.7 me­tres. Rear-wheel steer­ing was re­quired be­cause a Lam­borgh­ini SUV had to hug a corner and pull mas­sive G-forces while do­ing so. And, trick sus­pen­sion had to fea­ture adap­tive air tech­nol­ogy and ac­tive roll bars be­cause the Urus can­not drop a rev should it’s owner de­cide to take a short­cut through the Sa­hara.

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