Lamborghini Urus vs Genesis GV60

What's the difference?

Lamborghini has nailed it. The Urus is a super SUV that’s fast, dynamic, and has Lamborghini looks, but just as importantly it’s practical, spacious, comfortable and easy to drive. You’re not going to find those last four attributes in a sentence about an Aventador.

Where the Urus loses marks is in terms of warranty, value for money and fuel consumption.

I didn’t take the Urus on the Corsa nor the Neve, nor Sabbia and Terra, but as I said in my video we know this SUV is capable on the track and that it can go off-road.

What I really wanted to see was how well it handled regular life. Any competent SUV can deal with shopping centre car parks, dropping kids off at school, carrying boxes and bags, and of course fitting and being driven as you would any car.

The Urus is a Lamborghini anybody could drive, pretty much anywhere.

It’s still a tall order. There’s no getting around the fact this is a lot of money to part with for a weird looking electric car from a brand so new to the luxury space.

While I wasn’t convinced going in, the way this car unites some of the best attributes of its Ioniq 5 and EV6 relations, while bringing with it such a unique look and feel, has swayed me.

I understand this car a lot better now, and this is maybe the biggest catch; you need to spend some time with this car to decide if it’s for you, because I don’t think it will be for everyone. That said, if you like what you’ve seen or read here, give it a try, you might be surprised by what you find.

Anything interesting about the Urus? That’s like asking is there anything tasty about that really tasty thing you’re eating there? See, whether you like the look of the Lamborghini Urus or not, you have to admit it doesn’t look like anything you’ve ever seen before, right?

I wasn’t a major fan of it when I first clapped eyes on it in pictures online, but in the metal and in front of me wearing that 'Giallo Augo' yellow paint I found the Urus stunning, like a giant queen bee.

As I’ve mentioned, the Urus is built on the same MLB Evo platform as the Volkswagen Touareg, Porsche Cayenne, Bentley Bentayga and Audi Q8. While that offers a ready-made base with great comfort, dynamics and technology, it would limit shape and styling, but nevertheless I think Lamborghini has done an excellent job of ‘dressing’ the Urus with styling that doesn’t give away its Volkswagen Group bloodline too much.

The Urus looks exactly how a Lamborghini SUV should – from its side profile with the sleek glasshouse and haunches which look spring loaded, to its Y-shaped tail-lights and tailgate lip spoiler.

At the front, as with the Aventador and Huracan, the Lamborghini badge takes pride of place and even that broad flat bonnet which looks just like the lid on its supercar siblings has to skirt around the emblem almost out of respect. Below is the giant grille with its enormous lower air-intake and front splitter.

You can also see a few hat tips to the original LM002 Lamborghini off-roader from the late 1980s in those squared-off wheel arches. Yes, this isn’t Lamborghini’s first SUV.

The optional 23-inch wheels do look a bit too big, but if anything can pull them off, I feel the Urus can because so much else about this SUV is over the top. Even everyday elements are extravagant – the fuel cap on our car was carbon-fibre for example.

But then everyday objects which I think should be there, aren’t – like a rear windscreen wiper.

The Urus’s cockpit is just as special (and Lamborghini) as its exterior. As with the Aventador and Huracan the start button hides beneath a red flip-up cover fighter-jet rocket launcher-style and the front passengers are separated by a floating centre console which is home to more aircraft inspired controls – there are levers for selecting drive modes and there’s a giant one just for selecting reverse.

As we’ve covered above, the interior of our car had been optioned to the hilt, but I have to mention those seats again – the Q-Citura diamond stitching looks and feels beautiful.

It’s not just the seats, though, every touch point in the Urus has a quality feel – actually even places that never come in contact with passenger such as the headlining look and feel plush.

The Urus is large – look at the dimensions: it’s 5112mm long, 2181mm wide (including the mirrors) and 1638mm tall.

But what’s the space like inside? Read on to find out.

All of these features are impressive, but you have to be on board with the way this car has been styled. It’s a tad confronting, with its curvy, bulbous look, and an unfamiliar version of the Genesis face.

It’s not as traditionally appealing as the rest of the brand’s range, and I think it’s a bit risky. Then again, this car has to do something dramatic to slot in alongside the outrageously styled Hyundai Ioniq 5, and sporty Kia EV6 with which it shares its underpinnings.

My take: I’m not sure I love it, but there are bits I like. The ‘deconstruction’ 21-inch alloys look incredible and fill this car’s wheel arches, the Genesis signature light fittings pair nicely with the chrome highlight stripe running down the roofline, and the integrated spoiler accentuates the rear hatch.

What gets the concept car cred is those digital wing mirrors. In my time with the car they attracted the most attention from onlookers, and cement the futuristic Genesis brand theme.

An interesting factor of this car’s design is how small it looks. From the outside it looks a fraction of the size of the Ioniq 5 or EV6, and inside it feels the most like a hatch, despite the dimensions being close between the three siblings.

It may have a tight, low-slung feel, but thanks to its platform, the interior remains expansive. The light theme in our test car helps it feel airy and spacious, although my advice is to go with the darker of the three interior colour themes as it will probably age better.

Either way, the flat floor, low dash, and plentiful window space makes for an open-feeling area.

The floating centre console piece is closest in design and execution to the one in the EV6, but with its own kind of showmanship. It’s finished in a metal casing, with the highlight being the crystal gear selector.

With the car on, it exudes an ambient light and is surrounded by silver, but with it off, it flips over to become a luminescent crystal ball. 

One part of me says this is completely ridiculous and over-the-top, but then so are many of the interior elements going into rival vehicles (like the Mercedes ‘hyperscreen’, for example, or BMW’s similar use of crystals for key control items, or the Lexus RZ’s holographic diamond pattern projected into its door frame) which are just as attention-grabbing for the sake of it.

There’s a lot to like, and I think importantly for buyers it’s a unique take.

Genesis has imprinted a lot of its identity in this car’s cabin, which only serves to set it apart from its rival luxury players. It won’t be for everyone, and maybe that’s okay.

From the outside the Urus’s cabin looks like it could be a cramped place – it is a Lamborghini, after all right? The reality is the interior of the Urus is spacious and storage is great.

Our test car was a five-seater, but the Urus can also be ordered with just four seats. Alas, there is no seven-seater version of the Urus, but Bentley does offer a third row in its Bentayga.

The front seats in our Urus were snug but offered outstanding comfort and support.

Head-, shoulder- and legroom up front is excellent, but it’s the second row which is most impressive. Legroom for me, even at 191cm tall, is outstanding. I can sit behind my driving position with about 100mm to spare – take a look at the video if you don’t believe me. Headroom is good back there, too.

Entry and exit through the rear doors is good, although they could open wider, but the height of the Urus made putting my child into his car seat easy on my back. Also installing the car seat itself was easy – our is a top tether which hooked to the seatback.

The Urus has a 616-litre boot and that was large enough to fit the box for our new child car-seat (have a look at the images) along with several other bags – that’s damned good. Making loading easier is an air suspension system which can lower the rear of the SUV.

The big door pockets were excellent and so was the floating centre console which has storage underneath and two 12-volt power outlets. You’ll also find a USB port up front, too.

The centre console bin is the downfall – it’s only has space for the wireless charging pad.

There are two cupholders up front and another two in the fold down centre armrest in the rear.

The rear climate control system is outstanding and offers separate temperature options for left and right rear riders, with plenty of vents.

Grab handles, 'Jesus handles', call them what you will, but the Urus doesn’t have any. Both the youngest and oldest members of my family pointed this out – my son and my mother. Personally, I’ve never had a use for them, but they both feel it’s a glaring omission.

I’m not going to mark the Urus down for a lack of handles – this is a practical and family friendly SUV.

As already mentioned, the front seat is a spacious, open environment, with plenty of practicality offered for occupants.

The floating centre console offers two centre cupholders and a shallow armrest box, and while it doesn’t shift back and forth like the unit in the Ioniq 5, it does have a netted storage compartment underneath.

There are plenty of additional storage areas, including a small bay under the USB-C outlets on the floor, a set of two sunglass holders (one under the climate unit and a second in the roof), large pockets with integrated bottle holders in the doors and an interesting slide-out drawer in place of a glove box.

The back seat feels just as spacious, with plenty of width and a flat floor making it a reasonable proposition for seating three adults across. Headroom is its least appealing dimension, with the roof dipping slightly to allow for the sliding sunroof cover.

Amenities are also plentiful, with adjustable vents in the pillars, a bottle holder in the door card, or a cupholder in the armrest, a further two cupholders in the padded drop-down centre piece, hard shell map pockets on the backs of the front seats, USB-C outlets on the back of the centre console, and a huge netted storage area underneath.

Perhaps the most welcome addition, though, is the full-size household-style power outlet under the rear bench, which lets you use the rear space as a mobile office or a comfortable, air-conditioned place to read while charging.

The boot measures in at 432 litres. It’s on-par for the mid-size SUV segment, but like its Ioniq 5 and EV6 relations, the floor is quite high leading to a wide but height-limited area. To fit the three-piece CarsGuide luggage set, for example, I had to remove the roller cover.

Underneath, there’s a small area for the storage of charging paraphernalia and the tyre repair kit. A tiny frunk also exists, best for the storage of similar items.

For this review we’ve grabbed a top-spec GV60 AWD Performance, and the range has just received an update with some eyebrow-raising new features, which should pair with its dedicated 800-volt electric platform and wacky styling to set it apart from the luxury crowd.

How much are we looking at here? There are just two GV60 variants - a standard all-wheel drive, which costs from $107,100, before on-roads, or this car, the Performance version, which costs from $114,700.

Both grades get the same 77.4kWh battery pack, but only one gets a boosted set of electric motors.

Rivals of a similar size, price-point, and range include the BMW iX3 ($104,900), the just-launched Lexus RZ ($123,000) and the Mercedes-Benz EQC ($128,000).

This immediately makes the GV60 look like good value. Unlike its rivals listed there, it has an 800-volt architecture (allowing record fast charging times), and some unique additions.

Standard stuff at this price is as expected for a luxury vehicle and then some. The GV60 gets 21-inch alloy wheels, full LED headlights, tail-lights, and ambient interior lighting, quilted Nappa leather interior trim with suede roof lining, heated and ventilated front seats with heated rear seats and a heated steering wheel.

There are dual 12.3-inch screens for the digital dash and multimedia suite, plus wired Apple CarPlay and Android Auto connectivity, a head-up display, dual zone climate control, a fixed panoramic sunroof, flush door handles, and even fully digital rear vision mirrors.

Updates for the 2023 model year include a connected services suite, allowing phone app connectivity, emergency assistance, live traffic and weather, EV charging station search functions, voice commands, and a fingerprint scanner for unlocking and starting the car.

Elsewhere, this updated version also gets two additional airbags for enhanced safety, new brake caliper covers, a fine particulate filter for the climate control, and by far the strangest addition, a ‘virtual gear shift’ which makes the electric motors behave as though they have a traditional transmission.

The Lamborghini Urus has a 4.0-litre twin-turbo petrol V8 engine making 478kW/850Nm.

Any engine which can make 650 horsepower has my attention, but this unit, which you’ll also find in the Bentley Bentayga, is superb. The power delivery feels almost naturally aspirated in how linear and controllable it feels.

While the Urus doesn’t have the same screaming exhaust note as a V12 Aventador or the V10 found in the Huracan, the deep V8 grumble on idle and crackle on the down shifts let everybody know I’d arrived.

An eight-speed automatic transmission can change its personality from a brutally hard-shifter in Corsa (Track) mode to gelato smooth in Strada (Street).

The two GV60 grades share the same 77.4kWh battery pack. The standard all-wheel drive version offers a combined 234kW/605Nm, while the Performance AWD as tested puts out a massive 360kW/700Nm at its peak, using a temporary ‘Boost’ mode.

Suffice it to say this is more than enough power. It’s more powerful than (at a similar price) the BMW iX3, Lexus RZ and Merc EQC and you’ll need to spend significantly more to get into something which can best it from the traditional luxury space.

Perhaps also consider the Tesla Model Y Performance ($91,400) if going absurdly fast in a straight line is what you’re all about.

A V8 combustion engine that makes 478kW is not going to be frugal when it comes to fuel consumption. Lamborghini says the Urus should use 12.7L/100km after a combination of open and urban roads.

After highways, country roads and urban commutes I recorded 15.7L/100km at the fuel pump, which is close to the serving suggestion and good considering there weren't any motorway kays in there.

That’s thirsty, but not surprising.  

Driving range for the Performance all-wheel drive is 466km, slightly less than the standard AWD version which can travel 470km between charges.

Again, it’s slightly better than you might expect from its most direct rivals, so an easy win there for Genesis. A 450km+ range is generally enough to be free from ‘range anxiety’ on almost all trips.

One of the reasons the GV60 is able to achieve a better range than its rivals with a similar battery capacity is efficiency. Like other Hyundai Group products, the GV60 is impressive.

Despite its huge power outputs, the official combined cycle energy consumption, according to the more accurate WLTP standard, is 19.1kWh/100km.

And in my time with the SUV, I managed an even better overall number of 18.9kWh/100km over several hundred kilometres of what I would consider ‘mixed’ driving conditions.

Charging is an even better story, with the 800-volt architecture underpinning this car allowing one of the fastest charging times on the market of just 18 minutes (10 - 80 per cent) on a compatible 350kW charger, provided you can find one.

On the far more common 50kW DC units you can expect a 73 minute 10 - 80 percent charge, while on the slower AC standard, the max rate is 11kW, indicating a charge time of around seven hours.

The Lamborghini Urus is a brute, but not brutal, in that it’s big, powerful, quick and dynamic without being hard to drive. Actually, it’s one of the easiest and most comfortable SUVs I’ve ever driven, while also being the fastest I’ve piloted.

The Urus is at its most docile in the Strada (Street) drive mode and for the most part I drove it in this setting which kept the air suspension at its cushiest, the throttle calm and steering light.

The ride quality in Strada even on Sydney’s pot-holed and patchy streets was outstanding. Remarkable, given that our test car rolled on giant 23-inch wheels wrapped in wide, low profile tyres (325/30 Pirelli P Zeros at the rear and 285/35 at the front).

Sport mode does what you’d expect – firms the dampers, adds weight to the steering, makes the throttle more responsive and dials back the traction control. Then there’s 'Neve' which is for snow and probably not hugely useful in Australia.

Our car was fitted with optional extra drive modes – 'Corsa' for the racetrack, 'Terra' for rocks and dirt, and 'Sabbia' for sand.

Alternatively, you can ‘build your own’ mode using the 'Ego' selector which lets you adjust steering, suspension and throttle in light, medium or hard settings.

So, while you still have the Lamborghini supercar looks and colossal grunt, with the ability to head off road you could pilot the Urus all day as you would any large SUV in Strada.

In this mode you’d really have to plant your foot for the Urus’s reaction to be anything other than civilised.

Like any large SUV the Urus gives its occupants a commanding view, but it was a strange feeling looking out over that very Lamborghini bonnet but then pulling up next to the No.461 bus and glancing over almost at head height with the driver.

Then there’s the acceleration – 0-100km/h in 3.6 seconds. Combine that with this height and piloting it feels like watching one of those videos of a bullet train shot from the driver’s seat.

Braking is almost as astonishing as the acceleration. The Urus has been equipped with the largest brakes ever for a production car – sombrero-sized 440mm diameter discs at the front with giant 10-piston calipers and 370mm discs at the rear. Our Urus was fitted with carbon ceramic brakes and yellow calipers.

Visibility through the front and side windows was surprisingly good, although seeing through that rear glass was limited as you’d expect. I’m talking about the Urus not the bullet train – bullet train rear visibility is terrible.

The Urus has a 360-degree camera and an excellent reversing camera, too, which makes up for the small rear window.

As someone who has spent significant time with both the Ioniq 5 and EV6, I wasn’t sure what to expect from the Genesis take on this formula. I’m happy to say, though, I was pleasantly surprised.

Yes, the GV60 is stupendously fast in a straight line, faster than any car needs to be, but it’s the subtleties which have been built into its ride and handling that make it shine.

While the Ioniq 5 is playful and comfortable, but soft enough it’s sometimes boaty, and the EV6 is hard and determined, but at times a tad harsh and heavy, the GV60 does a remarkable job of uniting the best attributes from its siblings.

The ride is hard enough to grant excellent control and a nice feel for the road, whilst still being forgiving over harder bumps and frequent corrugations. I was particularly surprised to feel its soft edge given its giant 21-inch wheels and slinky performance tyres.

An amount of give in the corners and a traction control system which allows a little slip lets you throw the weight of this car around a bit, mimicking the playful feel of the Ioniq 5. Something which you can enhance if you want by toying with the many soundscapes the GV60 offers.

One of the more surprising things which struck me about driving this EV is how relatively compact it feels. It doesn’t feel as though it has the heft of the EV6 nor the expansive feel of the Ioniq 5. Credit to the brand for making a car with the same chassis and hardware having such a distinct feel.

There’s also the bizarre 'virtual gear shift' feature which has been added for this year’s GV60 update. It makes the electric motors behave as though they’re being channelled through a torque converter transmission.

In the ‘automatic’ mode, the car provides revvy feedback and the feel of shifts between gears, while in the manual mode, the speed will be limited and the gear feedback provided by regen when you lift off, until you shift up.

Bizarre. Can I imagine using this in the day-to-day? Not really, it’s a bit annoying after a while. A gimmick, perhaps, to show your friends.

The same goes for the weird digital wing mirrors, although credit to Genesis, I became used to them quickly. I can’t say the same for the comparatively frustrating digital rear-vision mirrors fitted to Audi’s e-tron.

Unfortunately, they're standard in the GV60. I'd prefer they were optional and live without them.

Yes, it’s tech for tech’s sake. In fact, a lot of things in this car seem to lean this way, but underneath it all there’s a solid electric car, one which manages to unite some of the best features of the Ioniq 5 and EV6 while adding the unique look and feel of the Genesis marque.

The GV60 comes packed with safety equipment regardless of which variant you pick, and for the 2023 model year, the brand has even added a second set of side airbags for rear occupants, bringing the total count to 10.

Active safety features include the full array of auto emergency braking (works to freeway speed and detects vulnerable road users), lane keep assist with lane departure warning, blind spot monitoring with rear cross-traffic alert (as well as a blind-spot camera in the digital dash), adaptive cruise control with stop and go, safe exit assist and driver attention alert.

With the always-online suite it also includes an emergency call feature in the event of an accident.

The GV60 was awarded a maximum five-star ANCAP safety rating to the 2022 standards.

This is the category which brings the total score down. The three-year/unlimited kilometre warranty on the Urus is falling behind the norm with many carmakers moving to five-year coverage.

You can purchase the fourth year of the warranty for $4772 and the fifth year for $9191.

A three-year maintenance package can be bought for $6009.

Are you ready for a jumble of numbers? Genesis offers a five-year/unlimited kilometre warranty, eight years/160,000km for the battery, and 10 years of roadside assistance.

The eyebrow-raising stuff here though is the five years of free servicing, combined with the choice of either a five-year Chargefox subscription or complimentary installation of a home charger.

Yep, theoretically, the GV60 can be free to run for the first five years. Like Lexus, Genesis also offers a complementary loan car at service time.

I don’t think any brand can beat it right now from an ownership perspective.