Lamborghini Urus SE 2025 Review

Ultimately, the 2025 Lamborghini Urus SE is a transition phase from pure internal combustion to an electric future. So, for now, if you want your rapid SUV to be a Raging Bull, it’s plug-in hybrid (PHEV) or nothing.

And despite its SUV acronym, the high-rise Lamborghini is even less likely to go off-road than the Huracan Sterrato. On-road prowess is the key modus operandi.

It’s no surprise the price of entry has increased due to the inclusion of an electric motor to supplement the twin-turbo 4.0-litre V8 petrol engine. The Urus SE asks $457,834 (before ORCs), or $40k more than the previous entry point, the S. Conversely, it’s about $17k less than the outgoing Performante despite gaining significantly more power under the bonnet.

To get the same level of dynamism and straight-line pace, check out the Aston Martin DBX707, Ferrari Purosangue and Porsche Cayenne Turbo GT.

The new PHEV powertrain isn’t solely left to do all the heavy lifting in terms of updates for the 2025 Lamborghini Urus SE. Visual cues for new versus old are subtle, but much like the electric assistance, it’s all in the name of greater efficiency and performance.

A new aero lip increases downforce by 35 per cent, underbody air vents provide 15 per cent extra cooling for the hybrid gubbins, while cooling to the massive brakes has improved by 30 per cent – good to know given the grunt and weight at play.

Aesthetically, the exterior design has been tweaked with a new bonnet, grille, front and rear bumpers and matrix LED headlights with 21 active segments. The taillights and rear grille have also gone in for a nip and tuck.

Inside, apart from the addition of new drive modes and a bigger infotainment screen, it’s largely status quo. There are 12-way electronically adjustable front seats with heating, memory and massage functionality, quad-zone climate control, a heated steering wheel and myriad carbon-fibre inlays.

Our test car’s also painted in Arancio Egon, which is one of two new colours, while the cabin gains Arancio Apodis leather. Essentially, both are very loud shades of orange. According to Lamborghini, the Urus SE is the most customisable model in its history via the Ad Personam program.

The 2025 Lamborghini Urus SE doesn’t have an ANCAP safety rating. However, given Volkswagen Group family member, the Audi Q8, is covered by a five-star score from 2019, the Italian SUV isn’t without claims. 

It’s fitted with eight airbags, dual ISOFIX points and three top-tether anchorages.

Active safety features include autonomous emergency braking (AEB), active cruise control with stop/go technology, blind spot monitoring, lane departure warning with active assistance, cross traffic alert, front and rear parking sensors, a top-view 3D camera and self-parking assist.

The tech suite is more evolution than revolution. The upgraded HMI operating system incorporates more intuitive graphics that are said to be inspired by smartphone app management.

It’s still easy to see through the veil to the Audi lineage – which isn’t a bad thing.

The central infotainment display has been increased to 12.3 inches, while the digital instrument cluster utilises the same acreage. New widgets have been added, too. They can be accessed via buttons on the multi-function steering wheel.

For those wishing to take their big Lambo on track, the SE comes with Lamborghini’s telemetry system which allows you to record lap times on more than 300 preloaded circuits from around the globe. You can also access the vehicle remotely through your phone with Lamborghini Connect.

It also comes with wireless Apple CarPlay and Android Auto, a wireless charging pad, native sat-nav, Bluetooth, voice activation and various USB ports. Our tester was optioned with an advanced Bang & Olufsen sound system in place of the standard Sensonum audio.

Dramatic exteriors aside, the beating heart (or should that now be hearts?) of any Raging Bull is usually the centrepiece. And despite being used in various guises by other manufacturers, the 4.0-litre twin-turbo V8 in the 2025 Lamborghini Urus SE remains a special unit.

How could it not, boasting a combined output of 588kW and 950Nm with the e-motor. The figures continue to astound with a 0-100km/h time of just 3.4 seconds (with launch control) and, almost more impressively, 0-200km/h is covered in a mere 11.2sec. It’ll go on to a top speed of 312km/h, too. So, on paper at least, it doesn’t seem like the 2505kg kerb weight is holding it back.

From the seat of your pants, it’s astoundingly rapid. With the 141kW/483Nm e-motor working more as a torque-filling measure when driving spiritedly, there’s virtually no turbo lag and mountains of torque. While you could argue the 3996cc hot-vee engine wasn’t wanting for extra assistance given it’s already endowed with 456kW/800Nm, the hybrid application really works. It’s the very definition of a barnstormer.

Helping facilitate the mega straight-line performance figures is the all-wheel drive system that provides the Urus SE with ample purchase – as well as the specifically developed Pirelli P Zero tyres. Even the eight-speed torque-converter automatic transmission feels up to task with rapid and decisive shifts.

There are 11 different driving modes (including Strada, Sport, Corsa, Sabbia, Terra and Neve), with the key ones for SE being the addition of EV, Recharge, Hybrid and Performance. They join the remaining modes via the ‘Anima’ controls, while ‘EGO’ allows you to tailor your own setup. Additionally, a new ‘push-to-pass’ button that accesses the Lambo’s maximum performance for 20 seconds lives on the multifunction steering wheel.

Oh, and don’t worry about electrification hampering the soundtrack, either. Yes, it’ll slink around silently in EV mode so as not to disturb your neighbours. However, when you want your super SUV to sound like an animal, it lives up to the brief with a snarly V8-powered soundtrack emanating from the quad exhaust.

Admittedly, it isn’t quite as aggro from within the cabin – and you can tell that some of what you’re hearing is artificially augmented. Yet, there’s a fruity overrun and some turbo histrionics at play. If it isn’t engrossing enough for you, an optional Akrapovic exhaust is available.

It seems to go against every fibre of what you’d traditionally associate the Italian brand with, but driving around in pure EV mode in the 2025 Lamborghini Urus SE is oddly satisfying. It adds another dimension to what is still a performance SUV.

You can drive up to 60km in total silence (or with the manufactured sound turned on) thanks to the e-motor drawing power from the 25.9kWh high voltage battery. It’s a lithium-ion unit with prismatic cells and allows the Urus SE to cruise up to 135km/h using the permanent magnet synchronous electric motor alone. And given its fitment within the housing of the eight-speed automatic, it affords 4WD even in EV mode.

Officially, the Urus SE is rated at 5.7L/100km – which is unrealistic. However, Lamborghini states a more feasible 12.9L/100km with a discharged battery (both are WLTP numbers). We achieved 15.1L/100km, but our day with the vehicle didn’t centre around being frugal.

Rapid DC charging isn’t available, which means you must resort to AC or rely on the SE’s ability to charge the rear-mounted battery pack on the run, increasing the fuel consumption. While it might not be cheap to fill with 98 RON, the tank is large at 75 litres.

Typically, big and heavy performance cars don’t take to handling like a duck to water. There’s a shedload going on underneath to not only allow them to handle the way they do, but to appear effortless in the process.

The 2025 Lamborghini Urus SE is no different. Therefore, the Volkswagen Group’s MLB Evo platform is tricked out with myriad tech goodies to help the 2.5-tonne, 5.1-metre long and 2.2m wide Urus SE feel like it isn’t shackled by any of those realities.

Key to managing the effects of physics is the 48-volt active anti-roll control. It works with the air suspension to nullify body roll through corners, while the AWD setup also gains an electronically controlled, torque-vectoring rear differential that can distribute drive across the back axle. The rear wheels also turn to make the Urus more agile when aiming for a corner apex.

It all works in practice as the Lambo virtually shrinks around you on a flowing road, so much so that it can be hustled along a winding sections with alarming pace and grace. With massive Pirelli rubber (285/40 ZR22 front and 325/35 ZR22 rear), there’s no shortage of grip, combining with the AWD system to provide immense traction out of corners. Only truly narrow tarmac reminds you of its physical dimensions and gets the heart racing.

Yet, it isn’t all about focus – the Urus SE knows how to have fun. The rear-axle steering is quite prominent and takes a little while to get used to. It feels as though the rear is stepping out unnaturally at first, but when you learn to work with it, the system becomes more appealing.  Plus, on the other side of the augmented turn and immense purchase are moments of yaw, traits that Lambo has built into the personality of the Urus.

The company even states in its press information that the setup is aimed to “ensure a more oversteering behaviour”. And given up to 80 per cent of power can be sent reward, it’s no wonder the SE can wriggle its tail with the slightest provocation – even with the WIDE rear tyres. Despite a 54:46 weight distribution, the Urus doesn’t feel nose heavy.

With so much forward motion, it’s reassuring to discover the Urus arrests it with equal force. The gargantuan front brake discs are 440mm, while the rears aren’t much smaller at 410mm – and they’re all carbon-ceramic items. Even with heavy energy recouperation through braking, the pedal feels pretty natural.

Yet, you won’t be waving a red flag to the bull every drive. And surprisingly, for all the intent, the Urus SE can soften to schlep around the city or suburbs in comfort. Delve into the ‘Tamburro’ control centre and soften off all the parameters, namely the adaptive air suspension, and the Rambo Lambo becomes altogether more docile.

Despite the big wheels, the ride quality is more than acceptable, without ever quite becoming truly luxury-car plush. It’s easy to live with, too. The rear-axle steering tightens the turning circle, a plethora of cameras aids vision and the ability to drive sans an internal-combustion engine cuts emissions – up to 80 per cent according to Lamborghini.

The carmaker wants you to “feel like a pilot” inside the cabin. That sentiment continues with the Top Gun-style starter button of the 2025 Lamborghini Urus SE. There’s even references to bull horns with specific motifs concealed within fonts.

With three prominent screens, it can be a lot to take in. Yet, it all works well and with polished graphics, it’s all visually stimulating and appealing. The dedicated touch-screen for the climate controls is intuitive with haptic feedback, the instrument cluster is informative (combined with the head-up display) and the reintroduction of some physical buttons is appreciated.

However, it’s hard to escape the fact the cabin is ostensibly an Audi product with a heavy dose of Lamborghini flair. Lambo’s gurus at Sant’Agata have raided the RS Q8 parts bin at Audi’s Slovakian plant. Although, it provides a lavish base, with premium materials and strong build quality. It’s also useable with plenty of storage areas and the cabin is sufficiently quiet.

Rear-seat legroom is generous, but that swooping roofline and the panoramic glass roof count against headroom – and it’s more of a four-, rather than a five-seater. Amenities include rear climate controls with air vents, USB points, map pockets and a central arm rest with cup holders.   

Boot space remains 616 litres despite the addition of the battery pack, which can expand to 1596L with the 40/20/40-split folding rear seats stowed. And while the Urus SE might not have a spare wheel, the luggage compartment offers handy tie-down points and the ability to raise or lower the rear suspension at the touch of a button.

To continue the food analogy, deciding whether you need the 2025 Lamborghini Urus SE is like being asked if you want aioli as a side with chips. You know you probably shouldn’t add fuel to the calorific fire, but you enjoy every dip. The modern Rambo Lambo is that guilty pleasure.

After all, such is the widespread use of the MLB Evo platform, you could buy an Audi RS Q8 instead with a lifetime of spare change for sides of aioli. Even the Porsche Cayenne Turbo GT provides space in the budget for condiments.

However, that’s missing the point here. The Urus has never done things by halves and its prospective buyers don’t want it to. Slapping the SE moniker on its flanks merely adds to its talent repertoire and, despite being able to run silently, Lamborghini hasn’t muted its ostentatious persona.  

Lamborghini brands the Urus a super SUV, and after spending time behind the wheel, we aren’t about to argue. Yes, the SE foreshadows change – one that’s charged and not fuelled. But for now, even with hybrid assistance, the Urus is still a Lamborghini.

2025 Lamborghini Urus SE at a glance:
Price: $= (plus on-road costs)
Available: Now
Powertrain: 4.0-litre V8 twin-turbo petrol-electric
Output: 456kW/800Nm (electric motor: 141kW/483Nm)
Combined Output: 588kW/950Nm
Transmission: Eight-speed automatic
Battery: 25.9kWh lithium-ion     
Range: 60km (WLTP)
Energy consumption: 39.5kWh/100km (WLTP)
Fuel: 5.7/100km combined or 12.9L/100km with discharged battery (WLTP)
CO2: 140g/km combined (WLTP)
Safety rating: Not tested

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