Lamborghini Urus SE Review: Is Hybrid Better?

Not everyone has warmed up to the idea of a Lamborghini SUV. How could the Raging Bull make an overweight, high-riding people hauler? Pretty easily actually, and it’s been a resounding success. The Urus is easily the brand’s best-selling vehicle, which should come as no surprise due to its more practical nature.

Those who still scoff at the notion of a Lambo Sport Ute might want to sit down though. The Super SUV has become a plug-in hybrid this year, called the Urus SE.

Unlike most hybrids, the Lamborghini Urus utilizes the electric assist motor for better performance rather than fuel saving efficiency. Even if overall fuel economy has improved to 20 mpg (11.9 L/100 km) from the Urus S’ rating of 16 mpg (14.8 L/100 km), that’s more of a byproduct of the hybrid rather than the main intent.

Under the hood remains the same 4.0-liter turbocharged V8 that has been a stalwart of the Lamborghini SUV since day one. In the new SE it makes 620 hp which is down compared to last year’s models that made 657 hp. But that engine is paired to a 192 hp electric motor that combined, produces 789 hp and 701 lb-ft. That’s a healthy increase over the 2024 model and it even trumps the Urus’ cousin, the Porsche Cayenne Turbo E-Hybrid, by a good chunk.

Officially, Lamborghini states the new Urus SE can rocket from 0 to 60 mph in around 3.3 seconds, which is a smidge quick than the S and a hair slower than the Performante. In the real world, the difference in thrust is undetectable. The Urus SE launches violently from a stand still, with the electric motor ensuring all launches are torque-rich, regardless of where the engine revs are prior to dispatch.

The SUV scrambles up to speed so quickly that on public roads illegal velocity is attained in a heartbeat. Launching from a standstill on a highway on-ramp to freeway speeds has the Urus defy physics. I’ve driven and launched quicker all-electric SUVs that are more violent from a dead-stop. But they all lack the visceral feeling that attacks so many of the senses like the Urus SE does. The sound of V8 wailing, the vibrations coming through the pedals and steering wheel, the horizon approaching with alarming haste. It’s all part of the Lamborghini experience and with the Urus SE, it’s still there in abundance.

If taken on a closed course, it's reported to have a top speed of 194 mph which is ludicrous for a SUV, but I don’t doubt Lamborghini for a second.

Powering the nearly 200 hp electric motor is a 25.4 kWh battery pack. It’s housed mainly in the rear of the vehicle along with a 7.2 kW onboard charger. Like many plug-in vehicles, the Urus SE is not capable of being fast charged. That means something like a garage mounted level 2 charger is all that’s needed to recharge the Lambo. With this set-up, I estimate it will take around 4 hours to fully charge the Urus SE.

The Lamborghini can run on just electric power if driven gently, and the brand claims it can go upwards of 37 miles (60 kilometers) on a single charge. It’s able to travel at speeds up 80 mph (130 km/h) on pure battery as well. During my testing, I would say the real-world range is a bit lower than the quoted figure, which is the case for many plug-in hybrids. Power around town is amble and it’s easy to keep up with traffic without every needing to engage the gas engine. On the highway, things are a bit more strained, and a very gentle right foot is needed to get up to freeway speeds without forcing the turbocharged V8 into service.

The Urus, like most high-end machinery, has always included various drive modes. With the new SE, these options expand. Start the vehicle up with any amount of drive battery left and the SUV defaults into all electric EV mode. Click the right steering-wheel-mounted paddle shifter, and the Urus will silently set off down the road. To drive in regular hybrid mode, push the Strada button to the left of the starter button on the center console, and the Lamborghini will drive in all-electric, hybrid, or pure gasoline power depending on the situation and battery charge.

In Strada it is also possible to recharge the battery with the gas engine by pressing the middle button to the right of the starter or maximize the amount of power delivered by the engine and motor by pressing the lower button to the right of the starter. The seamless transition between EV, hybrid, and gas power surprised me as I expected a bit more of a rough hesitation between power modes as this is a high-performance machine, not one with comfort as its primary objective. It’s only in all electric power where power delivery can be non-linear at times and jerky.

For those that want more power and sound, there is Sport mode as well as the race-ready Corsa mode. The latter keeps the secondary valves on the exhaust open all the time, producing an addicting V8 snarl under hard acceleration, with all the snaps, crackles, and pops that would make Rice Crispies jealous. Finally, there are three off-road modes for sand, dirt, or snow, but let’s be honest, with the stock tires, no one is taking the Urus SE off-road. Now, with a second set of wheels and knobby all-terrain tires, this might be a decent trail runner, even with a scant 6.2-inches of ground clearance.

Making the Lamborghini Urus a plug-in hybrid may be a net-positive transformation, but there are some drawbacks. The biggest one is weight. With a curb weight of 5,523 pounds (2,505 kg), that a sizeable increase from the Urus S which tipped the scales at 4,844 pounds (2,197 kg). A fourteen percent weight increase is a substantial number, but in a sport utility like the Urus, it’s not overly felt in day-to-day driving. I’m sure on a track it would be noticed, and the Performante would destroy the SE, but the Urus is the least likely modern Lamborghini to hit the track.

To help keep all that weight in check, there are 285 mm wide front tires and 325 mm wide rear tires. My tester came with the optional 23-inch upgraded wheels as well. Besides rubber, there are brakes aplenty with monstrous 17.3-inch carbon ceramic front rotors and 16.1-inch rotors in the rear. Despite these large, aggressive components, the Urus rides surprisingly well in Strada mode, and can be docile when driven with restraint.

Despite these few drawbacks, the hybridization of the Urus is a good thing. It’s still a Lamborghini with ridiculous amounts of power, sound, fury, and pace, but at the end of the day, it’s not a hypercar. There are always going to be inherent compromises in a SUV/Crossover platform compared to a mid-engine supercar.

The Urus is a multi-person hauler, albeit a sleek one. Lamborghini leaning more into that aspect makes sense. Adding a little bit of electric flexibility and smoothness, along with greater acceleration and speed, only improves and modernizes the frantic Lamborghini Urus.

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