History, Features and Lamborghini Urus S Interior
I’ve driven a lot of so-called “super SUVs.” Some sprint, some shimmer, most shout. The Lamborghini Urus S does all three—then takes a bow. It’s the sort of premium SUV that makes valet lines go quiet and canyon roads feel short. And yes, it can still do a Costco run without breaking a sweat. When I first rolled it onto a patchwork of rough suburban tarmac (the sort of stuff that rattles lesser luxury SUVs), I noticed right away how composed it stayed. Big wheels, big power, surprisingly measured manners. Lamborghini, doing sensible? Kind of. The drama’s still there—just filtered through technology that actually works. If you’re accessorizing, a few owners mentioned to me they’ve been happy with Lamborghini floor mats for keeping sand and small pebbles off that expensive carpeting.
A Quick Lineage: How the Lamborghini Urus S Fits the Family
Lamborghini has been ruffling feathers since 1963, but the SUV story actually started with the sand-kicking LM002—the “Rambo Lambo.” Fast forward to today and the Urus family has matured into the Urus S and the even sharper Performante. The Lamborghini Urus S is the one that keeps the daily comfort while cranking up the polish. Think Miami night out one day, Alpine ski weekend the next; the vibe is all swagger, none of the stress.
Performance: The Lamborghini Urus S Numbers That Matter
Under the hood lives a 4.0‑liter twin‑turbo V8 that doesn’t bother with preamble. It’s an event every time you thumb the starter. Output? 657 hp (666 CV) and 627 lb‑ft, routed through an 8‑speed automatic to an all-wheel-drive system with a locking center diff and an active rear diff. Lamborghini quotes 0–62 mph in 3.5 seconds; I’ve seen 0–60 in the low-3s when the weather is cool and the surface sticky. Top speed sits at 190 mph, which is silly and also, somehow, perfect.
- Engine: 4.0L twin‑turbo V8, 657 hp, 627 lb‑ft
- 0–60 mph: ~3.3 seconds (tested)
- Top speed: 190 mph
- EPA economy: roughly 14/19 mpg city/highway (real-world varies)
- Brakes: Standard carbon-ceramics that bite hard; they can squeak a little in town
On a short mountain loop I ran twice—once in Strada, once in Sport—the change was night and day. Strada is the “drive in slippers” mode; Sport wakes the throttle, tightens the air suspension, and gives the exhaust that delicious baritone crackle. Corsa? Save it for track days or moments when you need to scare your passengers into silence.
Lamborghini Urus S Driving Dynamics: Tech That Earns Its Keep
What sets the Lamborghini Urus S apart is how much chassis magic is happening without ruining the feel. The ANIMA drive modes (Strada, Sport, Corsa, plus off‑road presets like Sabbia, Terra, Neve) talk to rear‑wheel steering, active anti‑roll bars, adaptive air suspension, and torque vectoring. It’s a mouthful, but it works.
- Rear‑wheel steering makes parking lots easy and hairpins cleaner
- 48‑volt active roll control keeps the big body flat when you’re really leaning on it
- Air suspension raises for rough tracks and hunkers down for high-speed stability
- Ego mode lets you mix your favorite settings—my daily is soft suspension, loud exhaust, sharp throttle
When I tried it on broken city streets, the car floated over edges that would make a sports sedan flinch. The caveat: those huge 22- or 23-inch wheels look fabulous but can slap on sharp potholes. If you live somewhere with winter craters, consider the smaller wheels. Your spine will thank you.
Inside the Lamborghini Urus S: Interior, Comfort, and Quirks
The Lamborghini Urus S interior feels premium without going full opera house. Hexagonal motifs, Alcantara, and leather stitched so neatly it almost looks machine-made (it isn’t). The driving position is spot-on, and the seats are the rare combination of long-haul comfortable and track-day supportive.
- Infotainment: two stacked touchscreens with haptic feedback—clear, quick, a bit fingerprint-happy
- Audio: optional 1,700-watt B&O setup that makes bad podcasts sound good
- Rear seat: adult-friendly, though the middle perch is best for short trips
- Cargo: about 21.8 cubic feet—four roll-aboards plus backpacks is realistic
Small gripe? The touch sliders can be fiddly on the move, and I’ve had the odd Bluetooth hiccup on a cold start. Also: the fighter-jet flip cover over the starter is cool the first hundred times, then you’ll wish it had a “fast pass” in morning traffic. On the plus side, storage is better than you’d expect, and the cupholders fit a proper travel mug.
Visual Delights: Lamborghini Urus S Photos and Presence
Pictures never quite capture how squat and wide this thing is in person. The hood lines catch light like creases in a tailored suit, and the rear shoulders give you that “supercar, but taller” energy. If you’re browsing photos of Lamborghini Urus online, also look for shots of the cabin details—switchgear, stitching, and those hard-edged vents really sell the Lamborghini DNA. And yes, people will call it a “Lambo truck.” Let them. It looks fantastic in bright colors; Verde Mantis is unapologetically loud and exactly right.
Lamborghini Urus S vs. Rivals: How It Stacks Up
| Model | Power/Torque | 0–60 mph | Top Speed | Curb Weight | Base Price (approx.) |
|---|---|---|---|---|---|
| Lamborghini Urus S | 657 hp / 627 lb‑ft | ~3.3 s | 190 mph | ~4,740 lb | $235k+ |
| Porsche Cayenne Turbo GT | 650 hp / 626 lb‑ft | ~3.1 s | 189 mph | ~4,900 lb | $200k+ |
| Aston Martin DBX707 | 697 hp / 663 lb‑ft | ~3.1 s | 193 mph | ~4,940 lb | $245k+ |
| Ferrari Purosangue | 715 hp / 528 lb‑ft (V12) | ~3.3 s | 193 mph | ~4,800 lb | $400k+ |
The Urus S isn’t the lightest or the most expensive, but it feels the most extroverted. The Cayenne Turbo GT is the surgical instrument, the DBX707 the muscle-bound bruiser, and the Purosangue the gorgeous anarchist. The Lamborghini Urus S lands smack in the middle: supercar theatre with everyday usability.
Everyday Life With the Urus S
- School run: You’ll hear your kids arguing in the back—cabin insulation is that good
- Grocery haul: Split-fold rear seats turn it into a very fast delivery van
- Long trips: Radar cruise works smoothly; adaptive suspension keeps fatigue low
- Fuel stops: Expect 300-ish miles per tank if you behave; less if you don’t (you won’t)
- Parking: Rear‑wheel steering helps; cameras are crisp, and the nose lift saves front lips
Discover the Power of the Urus S
Honestly, I wasn’t sure at first—another mega SUV? But after a week, the Lamborghini Urus S won me over. It’s fast without being fussy, loud without being crude, and comfortable without going soft. It sets the standard for a luxury SUV that behaves like a supercar and lives like a daily. If you’re cross-shopping premium SUVs, put it near the top of the list. Then take the long way home.
FAQ: Lamborghini Urus S
What’s the difference between the Urus S and the Urus Performante?
Urus S is the daily-driver sweet spot with air suspension and a broader comfort envelope. Performante goes harder: lower ride height, steel springs, even sharper responses, and track-focused tires. Both make 657 hp.
How quick is the Lamborghini Urus S in the real world?
Expect low-3s to 60 mph with launch control on good pavement. It feels even quicker thanks to the torque hit and short gearing.
Is the Urus S practical for families?
Yes. Roomy back seat, usable cargo area (around 21.8 cu ft), and easy in/out. Just watch the wheel/tire combo if you live where roads are rough.
What are the running costs like?
It’s a Bentley-level bill at a Lamborghini-level pace. Carbon-ceramics last a long time if not tracked, but replacements are pricey. Fuel economy hovers in the mid-teens.
Can the Urus S go off-road?
Within reason. Air suspension lift, off‑road modes (Terra, Sabbia, Neve), and torque vectoring help. It’s more gravel road/grand estate than rock crawling, but it’s more capable than its paint suggests.
