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The Drive
6 days ago
- Automotive
- The Drive
2025 Lamborghini Urus SE Review: The Unapologetically Silly Super SUV
The latest car news, reviews, and features. One of my favorite perks of this job is showing off the fancy cars I occasionally get to friends and family. The first time I sat in the 2025 Lamborghini Urus SE, I couldn't figure out how to shift into drive for three minutes. And so began a fun game to play with all of my passengers: How the hell do you turn this thing on? See, just below the secondary touchscreen for climate control in the Urus are three handles. There's one on the left labeled 'Anima' that scrolls through the Italian words for street, track, snow, and so on; one on the right that controls how deeply the plug-in hybrid super SUV taps its battery pack; and a big one in the middle with a tiny 'R' label on the very top. Miss this label—as I and most of my passengers tended to—and chances are that you'll assume that the big one puts you into drive. Alright, so clearly, it isn't that handle. The others affect drive modes, and they won't get the car moving, either. It turns out our answer lies in the upshift paddle behind the steering wheel, keeping in tradition with the Huracán and Revuelto. Isn't that something? Three levers ahead of the center console, and none of them move the car forward. I asked on Instagram, 'How do you start this car? Wrong answers only,' and this was my favorite reply: 'You have to charge the Anima Engine by attacking until you reach Neve level. Then you can put it into Drive.' Adam Ismail It's moments like these that define the Urus experience, weirdly. At its core, this is the most powerful version of a vehicle that is also available in Audi and Porsche flavors, for six figures less. And even as that familiar shield with a golden bull stares back at you, there's nothing about this Urus that feels especially Lamborghini-ish until you encounter one of its confounding user interface oddities, or you force it out of EV-only mode and that diabolical V8 bursts into life. The façade of fuel-sipping docility fades away, and sheer comedy takes its rightful place. Believe it or not, the Urus has been with us for seven years now. The arrival of the SE marks the most comprehensive refresh yet in the model's history. Front and center is the same 4.0-liter twin-turbo V8 making 611 horsepower, but it's now boosted by an electric motor feeding off a 25.9-kWh battery contributing a further 178 hp. All told, that's 789 hp and an even 700 lb-ft of torque pushing all four wheels through a central torque vectoring system and electronic limited-slip differential on the rear axle. Leave it in EV mode, as it defaults to upon startup, and it'll travel 37 miles on a full battery at speeds up to 80 mph. Adam Ismail Outside, Lambo's SUV has become a bit softer on the eyes, with streamlined headlights, a hood shut line that now naturally runs to the top of the grille without any weird crinkles, and a rearranging of some elements and graphics on the tailgate. A neighbor of mine called it a 'beautiful vehicle' in its Verde Gea matte finish, and I reluctantly agreed because, what else are you supposed to say when someone compliments your Lamborghini? That it's 'a bit much?' This facelift certainly makes for a better-looking Urus, but this was always a beefy, angular hunk of metal, and a few nips and tucks here and there can't do much to change that. The adjustments in the cabin are equally minor, and stand out only if you know where to look. Before the SE, the Urus' center console was one, sloping slab that incorporated two touchscreens, with the lower one reserved for HVAC controls. Now, the top display is wider and more upright, divided from the lower panel by a shelf of leather and little toggles that stick out overhead. The Urus SE starts at $262,630, but the example seen here costs $344,966, and that's never harder to grasp than when surveying the interior. Yes, there's leather, carbon fiber, and Alcantara almost everywhere you look. But there's also black plastic on top of gray plastic, replete with frivolous ridges and hexagons accentuating what is, in many cases, standard Audi switchgear. The $141,000 BMW X5 M Competition I drove last year had seats that articulated in more ways than my spine could ever bend, an inferno spiraling behind its speaker grilles, and heated armrests inside an airy, elegant cabin. The Urus' interior is a dark and very serious bunker. And I know this will sound petty, but Lamborghini is too important and expensive a brand to use Google's free Roboto font across its whole user interface. I won't say that I exactly forgot about all those things when I found a decent road to stretch the Urus SE's legs on, but almost 800 hp and the instant torque of an electric motor do have a way of making other concerns fade into the background. With a top speed of 190 mph and the 62-mph dash dispensed in 3.4 seconds, the Urus SE is an excessive vehicle. It can be comfortable and relatively ordinary in Strada mode, and downright bassy, crackly, and jarringly stiff in Corsa. Sport presents a good compromise, then, and was the mode I had engaged during most of my driving. No matter which you choose, the steering tends to stay on the suspiciously light and numb side, slightly at odds with the Urus SE's 5,500-pound curb weight. That's actually some 700 pounds heavier than the Performante model without the hybrid powertrain that we tested last year. Adam Ismail The active suspension and sophisticated all-wheel-drive system placing all that power keep the Urus SE playful, yet predictable. Left to my own devices on an empty gravel lot, switched to the appropriate Terra mode, I'd even expect it to be agile for its size—if Lamborghini allowed me the opportunity, that is. (This thing has no less than three off-road settings, but they still don't let you take loaners like these off the black.) The 'for its size' part kind of gives away the whole game, though. It still feels like a massive SUV, maybe the most massive, with power and grip in equal measure, and a stunning normalcy when you're not intent on driving it like its badge would suggest. The latest car news, reviews, and features. But the Urus SE isn't the only player in this town. Audi's is called the RSQ8; Porsche's is the Cayenne Turbo E-Hybrid. Those can be had for $100,000 less. And then, if you're in the market for one of these, there's also the Aston Martin DBX to consider, the Ferrari Purosangue, and whatever McLaren might cook up in the next couple of years. Adam Ismail What does the Urus have that those don't? It looks the most pissed off, and has the most confounding start procedure with a dashboard aesthetic I'd describe as 'military-lite.' Those sound like put-downs, but honestly, damn near everyone I showed the car loved those qualities about it. There's a sense of occasion to flipping up that candy-red shroud, pressing the ignition button, flicking the paddle into drive, and the repetitive 'chonk' noises as you pull those plastic levers to your desired drive mode and battery usage. It's silly, it's complicated, and that's the point. And now that it's a plug-in hybrid, you won't have to wake anyone up during that intricate ritual, unless you really feel like it. 2025 Lamborghini Urus SE Specs Base Price (as tested) $262,630 ($344,996) Powertrain 4.0-liter twin-turbo V8 with electric motor | 8-speed automatic | all-wheel drive | 25.9-kWh battery Horsepower 789 @ 6,000 rpm Torque 700 lb-ft @ 2,250-4,500 rpm Seating Capacity 5 Curb Weight 5,520 pounds 0-62 mph 3.4 seconds Top Speed 193 mph EPA Fuel Economy 48 mpge | 20 mpg (gas only) Score 7.5/10 The Urus SE's potent plug-in hybrid powertrain now makes it even more versatile than before, though the explosive performance—and gimmicky, love-it-or-hate-it interior—are still definitely here. Adam Ismail
The Drive
13-05-2025
- Automotive
- The Drive
If You Blow a Tire, Call a Tow Truck and Not Whatever This Is
The latest car news, reviews, and features. Treading lightly around vehicles hauling alarming loads is the kind of self-preservation instinct you need to have as a driver. In my experience, that's typically a pickup ravaged by rust, carrying loose tools in the bed. A red flag, to be sure, but it's frankly nothing compared to this Ford Expedition 'towing' a Saab 9-3 convertible on the North Loop off US 290 near Houston. I put it quotes because I don't think it should really count as towing when you use a single chain. The Saab in this tandem purportedly suffered some kind of 'wheel or tire issue' on Monday afternoon that resulted in its driver not calling an actual tow truck, but instead getting hauled away by the Ford SUV with only a chain—while still riding in the vehicle. ABC13 Houston spoke to a witness who is responsible for the footage we have, and he pointed out something I frankly missed trying to figure out what the hell was going on here: There's a man in the driver seat as the convertible is swaying and swinging wildly across multiple lanes of traffic, his head jerking to and fro all the while. The witness also says the woman driving the Expedition was laughing as this played out. But hey: At least they had the sense to turn the hazards on in both cars. Safety first! Unsurprisingly, the Saab's passenger-side mirror was left dangling from the door, while the front fender on the same side was scraped pretty severely. Without knowing the condition of the individual in the Saab, we can at least say that it appears other drivers gave this chaos ample room to unfold, and thankfully, nobody else was swept up in the madness. All because of a flat, apparently! Look, I have no more information than ABC13 Houston shares here, and yes, I can see the bare rim on the Saab's driver-side front tire. But it's hard to believe that even the least rational person you know would choose this as their solution to one of the most common and benign automotive emergencies there is. It just doesn't track, much like this wayward Swedish convertible. Got tips? Send 'em to tips@ Adam Ismail is the News Editor at The Drive, coordinating the site's slate of daily stories as well as reporting his own and contributing the occasional car or racing game review. He lives in the suburbs outside Philly, where there's ample road for his hot hatch to stretch its legs, and ample space in his condo for his dusty retro game consoles.
The Drive
07-05-2025
- Automotive
- The Drive
2025 Volkswagen Golf R First Drive Review: You Have to Really Want It
In recent years, the Volkswagen Golf R has become somewhat of an odd proposition. It's deservedly renowned for its versatility—a comfortable super tourer among hot hatches one minute, and an apex hunter with unrelenting, all-wheel grip the next. But at around $15,000 more than the cheapest GTI, the high price exposes some flaws. It also draws dangerously close to another beloved performance compact within the Volkswagen family, the Audi S3. Seriously, a base S3 is only about $1,500 more than a base Golf R. Look, I love hatchbacks too, but if I were in the market for one of these, I'd look very seriously at just getting an S3 instead. Of course, the R faces competition from the other end of the spectrum, too; you can buy a maxed-out GTI Autobahn for $6,000 less and, if you never see a track, I think you'll have about as much fun. All this leaves the Golf R feeling like a bit of a niche delicacy, and updates for 2025 haven't really changed that. Adam Ismail The Mk 8 Golf R gets a mid-life refresh this year, just like its little sibling. Its 2.0-liter, turbocharged inline-four now makes 328 horsepower, 13 more than it used to, while torque remains at 295 lb-ft. (That's all level with the latest S3, by the way.) The R needs that extra power because its sophisticated all-wheel-drive system and rear-axle torque splitter add nearly 300 pounds to its curb weight over a GTI. All told, it tips the scale at 3,450 pounds. Outside, the Golf R gets a new front fascia with LED headlights that swivel; 'R' badging on the doors; and standard forged 19-inch wheels that look sublime. Inside, the old 10-inch infotainment touchscreen has been replaced with one that measures 12.9 inches from corner to corner, and the capacitive sliders for volume and dual-zone temperature below the screen are now backlit—hallelujah. What you notably won't find in the new Golf R are real buttons on the steering wheel, like the new GTI has. Touch-capacitive keys are still here, apparently because it would've been too complicated and expensive to build a physical 'R' drive-mode button into the same wheel that most other VW products use. That's not encouraging, nor is the elimination of the six-speed manual transmission option going forward. All new Golf Rs come with a seven-speed DSG automatic. Adam Ismail The Mk 8 Golf R and GTI have a way of blending into normal traffic. It's always a nice surprise if you happen to notice one, but these hatchbacks are just kind of big and undramatic from the outside, and this refresh does little to change that. The R looks clean and composed, but it doesn't stir the soul. At least its wing is a touch larger than the GTI's, and that does lend a more purposeful vibe. Screen aside, the interior hasn't changed significantly. However, Volkswagen has introduced a Euro Style Package, with new diamond-patterned ArtVelours seats that were previously only offered with the Clubsport model overseas. These thrones look great, but the Euro kit deletes most of their power adjustability and ventilation, as well as the standard sunroof, for a total weight savings of 80 pounds and a lower center of gravity. This package also includes an Akrapovič titanium exhaust that doesn't impact performance at all, but does enhance engine noise. Unfortunately, even though this trim takes away about as much as it gives, it still costs an additional $3,795. Adam Ismail At the end of the day, the Golf R's interior was its most glaring weakness, and VW hasn't made meaningful investments to fix it. You're still surrounded by capacitive buttons everywhere, from the steering wheel to the dash. It's nice that the new touchscreen UI seems a little more responsive and intelligently laid out, but that only goes so far. And yes, the Mk 8 Golf has been dinged for its cheap materials many times before, in reviews like this. I honestly don't mind them in the GTI, but here, we're talking about a $50,000 vehicle. At a certain point, the budget plastics and expanses of fingerprint- and scratch-magnet piano black begin to frustrate. Aside from the aforementioned 13-hp bump, nothing much mechanical has really changed through the Golf R's latest evolution. That torque splitter on the rear axle is still a little marvel, able to send up to 50% of the car's total power to either side's wheel. Turbo lag is kept to a minimum, and with peak thrust rolling in at 2,000 rpm, you don't have to work much to hold pace. The immediacy of the Golf R's performance is matched by a distinct smoothness and slight numbness to the steering that takes you by surprise. It's why, much as I love a stick, the quick-shifting DSG always felt to me like the right partner for this car. For better or worse, the Golf R is one of those vehicles that prefers to do a lot of the work itself. It insists that it knows best, and it has the grip and acceleration to back it up. Still, don't assume this car doesn't have the capacity to thrill. If you really want to get your money's worth out of the Golf R, you take it to the track. Ideally, you're someone like famed driver Tanner Foust, who just so happened to be on call for hot laps here at Summit Point Raceway's Jefferson Circuit. With Tanner at the wheel and me riding shotgun, I could be sure every ounce of the Golf R's performance capability was being harnessed. He gunned the throttle exiting one of Jefferson's especially tricky corners—a long left-hander with an inconsistent radius, and an apex at the tippy top of a hill. In a GTI, we probably would've scrubbed wide, but the fancy rear diff overloaded that right rear tire with all the torque to keep it on the intended line. For this run, Tanner actually selected the Nürburgring drive mode, which intentionally keeps the suspension relatively soft to better withstand bumps and dips and maintain contact with the road. No, I don't think you need to be Tanner Foust to buy a Golf R. At the same time, it's worth considering what you plan to do with all that performance. The way I see it, if it's merely fun you want, the GTI has you covered. It has enough power (even though it's down on the R by 87 ponies) and certainly enough torque, and it rewards you with bite on every turn in, at any speed. But if you're after something a little extra, and figure yourself seriously testing the car's limits beyond the open road, get the blue one. Base: The 2025 Golf R starts at $48,325 delivered and features pretty much everything you'd get from an Autobahn-trim GTI, plus the mechanical and performance goodies that only the R will bring: A more powerful engine, all-wheel drive, and forged 19-inch wheels, for starters. Black Nappa leather, power-adjustable heated and ventilated seats are standard. New for 2025 is a 15-watt ventilated phone charging pad and Park Assist Plus, which literally parks the vehicle for you. The 2025 Golf R starts at delivered and features pretty much everything you'd get from an Autobahn-trim GTI, plus the mechanical and performance goodies that only the R will bring: A more powerful engine, all-wheel drive, and forged 19-inch wheels, for starters. Black Nappa leather, power-adjustable heated and ventilated seats are standard. New for 2025 is a 15-watt ventilated phone charging pad and Park Assist Plus, which literally parks the vehicle for you. Black Edition: The $49,640 Black Edition is purely a cosmetic option that does exactly what it says on the tin. Everything, from emblems and mirrors to brake calipers, exhaust pipes, and those otherwise eye-catching forged alloys, is 'blacked out.' In the interior, you get genuine carbon-fiber trim. Personally, I think full-black cars are boring, and the Golf R is already a pretty unremarkable-looking vehicle, so I don't know why anyone would choose this. But if you want to be invisible, here you go. The Black Edition is purely a cosmetic option that does exactly what it says on the tin. Everything, from emblems and mirrors to brake calipers, exhaust pipes, and those otherwise eye-catching forged alloys, is 'blacked out.' In the interior, you get genuine carbon-fiber trim. Personally, I think full-black cars are boring, and the Golf R is already a pretty unremarkable-looking vehicle, so I don't know why anyone would choose this. But if you want to be invisible, here you go. Euro Style Package: The Euro Style Package can be added to either the normal car or the Black Edition for an additional $3,795, raising the total price to $52,120 or $53,435, respectively. This option deletes the standard sunroof and most power adjustability of the seats, and replaces the leather upholstery with VW's suede-like ArtVelours material and cloth inserts. The Euro pack also adds an Akrapovič titanium exhaust, which does nothing for performance but does make the hot hatch sound crackly and sonorous, especially in Race mode. Adam Ismail There are actually a fair number of alternatives to consider if you're shopping for one of these. The Toyota GR Corolla ($39,995), Honda Civic Type R ($47,045), Audi S3 ($49,995), and Acura Integra Type S ($54,095), are all in the Golf Rs ballpark where performance is concerned, and I'd even throw in the top-spec Subaru WRX, the tS trim ($46,875), as it offers many of the same luxuries as the Golf even if it's comparatively down on power. The Civic Type R is the outstanding driver's car of the bunch, and the GR Corolla is a fine runner-up for a little less money when spec'd well, though it certainly can't match the luxury and comfort that the rest of this competitive set offers. If you want something more well-rounded for work as well as play, the S3 is awfully compelling, especially when it's so close in price to the Golf R. The latest car news, reviews, and features. There were a few gimmes Volkswagen could've seized if it wanted to make the refreshed Mk 8 Golf R thoroughly better. The GTI's steering wheel would've been an easy win—I'd choose real buttons over a shortcut to 'R' mode every day of the week. The less-is-more Euro Style option ought to have lowered the car's base price, but instead, it's marketed like a Porsche RS-style weight-saving package. And the loss of the manual is going to turn off some buyers, there's absolutely no way around it. That's all disappointing and, critically, doesn't do much to change the Golf R's odd position in this class. There are sharper, less compromising driver's cars, and there's at least one alternative that truly embodies the baby grand tourer mentality that the Golf R grasps at. There are also cheaper cars for immediate fun, and it's just as hard to ignore the GTI as before. If you buy a Golf R, I don't doubt that you know what you want; I'm just not sure how many people want the same thing. 2025 Volkswagen Golf R Specs Base Price $48,325 Powertrain 2.0-liter turbo-four | 7-speed dual-clutch automatic | all-wheel drive Horsepower 328 @ 5,850 rpm Torque 295 lb-ft @ 2,000 rpm Seating Capacity 5 Curb Weight 3,450 pounds Cargo Volume 19.9 cubic feet Top Speed 155 mph EPA Fuel Economy 22 mpg city | 31 highway | 25 combined Score 8/10 A supremely capable super hatch, and still the one to buy if you want a true sleeper. But alternatives are more engaging or more luxurious, and VW really should've done more to address the interior. Got tips? Send 'em in to: tips@ Adam Ismail is the News Editor at The Drive, coordinating the site's slate of daily stories as well as reporting his own and contributing the occasional car or racing game review. He lives in the suburbs outside Philly, where there's ample road for his hot hatch to stretch its legs, and ample space in his condo for his dusty retro game consoles.
