Lamborghini Urus vs Mercedes-Benz GLA35

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.

Fast and small SUVs from Germany have arrived thick and fast over the last couple of years and of course Mercedes has to show off by having two, the GLA 45 will be along shortly.

A new addition to the GLA range, the GLA 35 is a welcome one, a step down from the brink of madness that will undoubtedly be the GLA 45 while putting itself into combat with the X2 M35i.

It's fast, fun and for a family, it's reasonably roomy, a sensible upgrade to an A 35. It's not cheap, but that doesn't ever seem to have stopped Mercedes buyers. I'm pretty sure the GLA 35 will be no exception.

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.

The new GLA's styling is much more obviously an SUV. One could say Mercedes was a bit timid first time around, but just about every car maker's first small SUV attempt was having a bet each way. Mercedes, however, really phoned it in, but got lucky because it worked. Put that down to the power of the three-pointed star. 

By the same token, it's not a wild departure from the theme set by the A-Class, but with thematic influences from the GLC. The AMG version now pick up the Panamericana grille and a more aero-aggressive front bumper, skirts and rear bumper, but does keep the tough unpainted wheel arch extensions. The AMG Night Package - which every other brand seems to call a black pack - adds a bit of menace.

Inside is almost indistinguishable from an A, which is a very good thing. The GLA ups the ante with the excellent, squared-off AMG steering wheel and a few extra buttons to choose the chassis and engine settings. The seats have lairy red inserts that might be a bait and switch to get the performance seats but that's the only mis-step in what is an otherwise excellent cabin.

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.

There are two key stats worth knowing, particularly if you're a current GLA owner wondering what the point of an upgrade might be. The MFA2 platform on which it rides has a longer wheelbase and wider track to liberate more room for people and stuff.

The rear seats are roomier than the old car and make for a more pleasant journey for taller folk, who also have more headroom than in the old car. While we're back here, you get bottle holders in the door but, crushingly, there is no armrest and no cupholders.

Things improve in the front with a pair of cupholders and a wireless charging pad that fits larger phones and a long, shallow bin under the armrest.

The boot holds an okay 435 litres (the Audi Q3, by comparison, has a massive 530 litres) seats up and 1430 litres seats down and has a nice flat loading lip to floor relationship, to go with the powered tailgate.

One of the reasons there is a 35 version of both the A and the GLA is that the 45 versions are so much more expensive than the 250 models that there was a gap you could drive...well, another spec level through.

That's not not to say the GLA 35 is cheap - starting at $82,935, you're still paying a hefty premium of $15,000 over the GLA 250 4Matic. Here in Australia, that buys you 20-inch alloys, a nine-speaker stereo, dual-zone climate control, reversing camera, keyless entry and start, front and rear parking sensors, active cruise control, electric front seats with heating, sat nav, auto LED headlights, leather seats and steering wheel, auto parking, power tailgate, auto wipers, panoramic sunroof and wireless phone charging.

The MBUX entertainment system is superb. While it does have wireless charging, you do have to connect via USB to get Apple CarPlay or Android Auto up on the second of the crisp 10.25-inch screens. The media screen works as both a touchscreen and you can run it from the pad on the centre console. And a number of the many buttons on the steering wheel.

You can get the signature AMG shell seats for $3290 (good if you're not, er, generously proportioned) as well as 21-inch wheels for $1990 which I think look far too big in the arches and quite possibly ruin what's left of the ride. You can also go all boy-racer with the Aerodynamics Package for $2990. Tick a few boxes and you can easily get the GLA 35 to the mid-$90k mark.

My car had the Communications Package which has three more speakers for a total of 12 and rather usefully, a head-up display, all for a stiff $2490.

Five of the GLA's colours cost $1490 (Cosmos Black, Denim Blue, Mountain Grey, Iridium Silver and Digital White), one is $1990 (Patagonia Red), not even white is free but at least it's only $500 while Night Black is the sole freebie.

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).

Under the bonnet is a 2.0-litre four-cylinder turbo with 225kW at 5800rom and 400Nm between 3000 and 4000rpm. Merc engine-spotters will spot that it's not a hand-built  engine with Fritz or Heinz's signature on a little plate like the "proper" AMG engines do.

Called M260, it's the GLA250's basic setup with more cooling, a water to air chargecooler, its own air intake and a twin-scroll hotside turbo that spins up nice quickly given its proximity to the exhaust header.

There is also an AMG exhaust with a flap you can open at startup by pulling one of the gearshift paddles for what Mercedes calls an Emotive startup - one imagines this will inspire some emotive language from your neighbours if you fire up at 6am. The paddles operate an eight-speed twin-clutch transmission driving an AMG-calibrated all-wheel drive system that can send 100 per cent of power to the front wheels and a maximum fifty per cent to the rear. An off-road mode locks the torque split to 50:50 if you're keen to take this thing into the loose stuff on shiny 20-inch wheels and sporty road tyres.

Mercedes claims you'll crack the run to 100km/h in 5.2 seconds. Yikes.

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.  

The GLA carries an official combined cycle figure of 8.0L/100km. Over a reasonably wet weekend and a motorway-heavy run down the coast from Sydney along with some suburban running, I got an indicated 11.3L/100km. I thought that was alright given I liked hearing the exhaust pop on the upshift and I wasn't messing about in the corners. I'd go so far as to say you could get quite close to the official figure if you were paying attention.

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.

Unusually for an AMG, the engine does not completely dominate the GLA 35 experience. That's clearly by design - this car is meant for the everyday. While it is hugely powerful for this kind of car, it's a friendly engine that's ready to punch you in the kidneys when you want it, but bumbles around happily when you're in Comfort mode. Which is a pretty good mode.

Moving to Sport amps up the engine but not the suspension, at least not too much. It's at this point you suspect that the 20-inch wheels may not be the right choice for the GLA 35 as the suspension starts to fidget on anything but the smoothest of surfaces. Moving on to Sport+ and unless you're really getting stuck in, it's fidgety and thumpy. One neat trick is that you can avoid all that with the I (individual) setting. Like the C 63, there's a dial for the drive select. But to make life easier for you, you can set up the I setting to your liking, meaning you can keep the suspension in Comfort or Sport mode while turning everything else up to Sport+.

The big sticky Continental tyres are terrific but they're surprisingly noisy. That's kind of the price of entry for a sporty German car, but you do have to raise your voice over the rumble on most surfaces over about 60km/h. The flipside is that you've got a ton of grip, wet or dry in the GLA 35. The throttle reacts quickly to your inputs with the power coming on quickly, the gearbox shifting smoothly (or firmly, if you ask it to). The paddles are very useful and when you're braking into a corner, you can hold the paddle and it will find the lowest practical gear. Nifty.

The brakes are four-piston calipers up front gripping huge 350mm brakes, the rears are single piston but still big discs at 320mm.

Steering is typically AMG, with a strong turn-in to corners and with enough feel to let you know what's happening under the tyres. It's never too chatty, so it's not a tiring car.

On the highway it does settle somewhat and the tyre noise calms down. The suspension keeps you comfortable in comfort mode and the engine is barely noticeable.

The GLA 35 comes loaded up with eight airbags, ABS, stability and traction controls, blind spot monitoring, forward AEB (low and high speed), forward collision warning, reversing camera, auto high beam, lane keep assist, road sign recognition and reverse cross-traffic alert.

You can add front cross traffic alert and active cruise with the $1990 Driving Assistance Package.

You also get two ISOFIX and three top-tether points across the back seat for child and baby seats.

The current GLA has not yet been EuroNCAP or ANCAP tested but I would be staggered if it didn't breeze through with a five star rating.

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.

Mercedes has upped the ante on its German rivals by offering a five year/unlimited kilometre warranty.

Service intervals are an impressive 12 months/25,000km. Under the capped-price servicing regime that runs for three years, you'll pay $2650 or an average of $883 per service. The third service is the killer, at $1250.

If you pre-pay your servicing, you can save $500 with a three-year plan for $2150. A five year plan is $3500.