Más de los Urus Novitec Novitec Lamborghini Urus Is Extra Wide, Gets Almost 800 Horsepower There are various high performance kits that you can get for the Urus, and the three levels you can get allow 747 horsepower up to 782 horsepower from the 4.0-liter V8 with twin-turbos. At its highest tuning spec, it allows this five-door SUV to hit 62 miles per hour in just 3.3 seconds. Oh, and just in case, the top speed also gets an increase to about 194 miles per hour. Novitec, having spent years working on Lamborghinis, is definitely showing the bigger, bulkier stablemate in the Italian lineup some love. You also get a valved high performance exhaust system. Novitec also has a love for widebody kits of supercars, and that same love goes into the Urus. The latest Esteso kit for the Lamborghini Urus just doesn't give it a more aggressive stance, it was also fine-tuned in the wind tunnel. Take note that this 14-part conversion kit has such high standards of precision and fit, that only official Novitec partners or shops can install them. The kit adds about four inches of width up front, while the width of the rear axle grows to five inches. You can even choose to add naked-carbon fiber components for the side panels, bumpers, fenders, and side mirror housings; basically anything that was black plastic. Novitec also partnered with Vossen to develop the 23-inch NL4 alloy wheels that fit the wider stance of the Urus perfectly. Despite their size and design, the wheels stay light thanks to state-of-the-art forging technology. Rubber is courtesy of Pirelli P Zero high-performance tires of sizes 285/35 R 23 and 325/30 R 23. The Novitec Lamborghini Urus can be had in 72 different colors, plus the opportunity to personalize is always welcome. Now, if only we had an Urus to begin with.
Parece que Lambo tiene este Urus de pruebas en el ring... ... estará en camino el Urus Performante ? ... será el Urus ST-X ?
No son correctos numerosos datos. Algunos con errores importantes, como que los modos sólo afectan al sonido y que en corsa se desactivan todas las ayudas. Chica iba a ser la hostia de más de uno entonces, la primera la de él poniendo ese modo en tierra. Por citar sólo algunos de ellos: La pintura no es un extra de 900€, es de serie. Atrás no lleve 6 pistones. El precio es incorrecto, 240 322€ en la comunidades menos gravadas como Madrid, mas gastos de matriculación y preentrega. La pantalla inferior NO controla el Head Up Display. El punto muerto no se pone con la palanca, sino tirando de las dos levas hacia atrás. El porcentaje que puede enviar el eje trasero es del 87%.
Lo acaba de poner el que mas sabe de ellos por aquí,Don @Guancho ,240.322 € en las comunidades menos gravadas como Madrid. Y a plazos,si tienes buenos avalistas creo que puedes comprar lo que quieras.
El amarillo es espectacular, con interior negro, lo he podido ver en vivo y es la combinación que le encaja más. Me senté en uno azul con interior clarito, a ver si es el del vídeo. La combinación no es la mejor para mi gusto, no destaca la belleza.
En mi opinión, las combinaciones más bonitas son amarillo o rojo, ambos con carbono exterior, con interior negro, pespunte a juego, cuatro asientos y molduras interiores en carbono.
Lo mismo que un piso! Ouh mama. Jaja, no tengo avalistas De todas maneras, pensándolo en frío no sé si realmente aún pudiendo me compraría un coche así, muy a pesar de que me parece una auténtica maravilla de la belleza automovilística. Saludos compañero!
Entrevista con Maurizio Reggiani, entre otras muchas cosas dice que sus Lambos favoritos son el Miura por su elegancia y el Countach por la revolución tecnológica que supuso, también que es probable que veamos un Urus Performante https://www.automobilemag.com/news/...-interview-v-12-electrification-classic-cars/ Lamborghini's Maurizio Reggiani on His Favorite Models, Electrification, and the V-12's Future The chief technical director also spills on the non-Lambo classic he owns. Rory JurneckaWriter Nov 8, 2019 Maurizio Reggiani is a car guy through and through. He studied engineering in Modena, Italy, before leading engine assembly at Maserati in the mid-1980s. From there, he had a multiyear stint at Bugatti, where he was responsible for the quad-turbo V-12 powertrain that found a home in the EB110 supercar. Reggiani joined Lamborghini in 1998 as head of R&D for powertrain and suspension; he became chief technical director in 2006. He also leads motorsports division Lamborghini Squadra Corse and has a hand in Polo Storico, Lamborghini's factory restoration program. Automobile Magazine: The industry marches forward with electrification and autonomy, as Lamborghini builds some of the wildest supercars ever. Isn't that contradictory? Maurizio Reggiani: It is not. Lamborghini was born in 1963 with a V-12, and in all of Lamborghini there were V-12s—in the 350GT, the Miura, Countach, Diablo, Aventador. If you have an icon, you cannot sacrifice the icon. We need to have something that has this icon to remain and stay at the top. We talk about super sport cars, cars that are not for daily use to go from A to B, but are really to enjoy yourself and to make a statement. It's the emotion, the design, the experience you have when you sit in the car. These are our fundamentals. OK, but how committed are you to the V-12 down the road? We are convinced the top line of our products must stay with this [V-12]. We cannot delete our DNA and our statement inside this market. You see, in this market, if you want to make a statement, you need something unique, something that you can say, "We did this from the beginning, we built our success on this, and we stay with how we built our success." How do you keep that engine's emissions compliant into the future? The main task is really for EU7, something we have coming in 2024 or 2025, and we need to ensure we're able to fulfill this European specification that will be even more severe, but it will be possible. It's something really complicated because it means the engine must run with a stoichiometric ratio in every condition; there are several activities in the pipeline, from water injection to spark-advance control, much more sophisticated direct injection. I think the main issue is not will we fulfill EU7, because we will, but in what way can we guarantee we don't have a loss of performance? Our job is to meet these tasks. (Editor's note: Shortly after this interview, Lamborghini unveiled its Aventador-based, limited edition Sián supercar, featuring a V-12 but with hybrid electric technology.) Is the V-10 just as important? Is a V-8 possible for the next-gen Huracán? A V-10 at this moment is fundamental to the brand, but it is something that is less strategic for us. If you look back at Lamborghini, there was a V-8, not for the top-end car, but I will not have a problem to say the Huracán can be fitted with another type of engine for the new generation of motor. Meanwhile, the Urus is selling very well… One of the biggest tasks of the Urus was to guarantee it has the DNA of a Lamborghini but also at the same time to be a usable car. You have a car that can go from A to B, can do the shopping, carry a family. But when you go in Sport and Corsa modes, it becomes a real Lamborghini. It becomes much stiffer, the suspension goes down, the engine responds in a different way, and this is Lamborghini character. It is a success, and the waiting time is really long for the Urus; we produce 23, 24 cars a day, which for us is really a doubling of Lamborghini volume. How about a Urus Performante? I think we will see! You know, at Lamborghini, years and years ago at the time of the Gallardo, we defined this strategy. The Gallardo was the first one, and we continued with the Aventador and the Huracán. So we have the strategy, and we will maintain the strategy, but sometimes it's clear you need to invent or reinvent yourself in an order that cannot be predicted. This will be our target also for the Urus. It's difficult to talk about Lamborghini without mentioning the past models. Can you pick a favorite? I think the most elegant is the Miura. From an engineering point of view, the Countach, the first car with the engine done in the central tunnel to have everything precise, everything done with—especially the Periscopio—the smart way of applying some rules and it's a car that really surprised. Nobody could expect in its time a car like this. For the beauty, the Miura, no doubt. From a pure engineering point of view, the Countach is so essential, so sharp that you say, "Wow!" What do you drive every day? An Urus. A standard Urus. It's blue with a cream interior. It's marvelous. It gets a super cool reception everywhere. Do you own any classic cars? Yes, but not Lamborghinis, so for this reason it's best that I don't say! No, I have a Duetto Alfa Romeo from 1966; it's the same car as in The Graduate film. I loved them as a child. It's from the year it was launched with a number plate original from Milano, where Alfa Romeo was located.
Wheelsandmore lo tunea y lo sube a 808 cv, capicúa Most major car tuners have aftermarket parts for the Lamborghini Urus on their shelves, and now it’s Wheelsandmore’s turn to take a shot at modifying the beastly Italian super SUV. In spite of the company’s name, we’ll leave the ‘wheels’ for last and focus on the ‘more’ part, which is represented by a significant bump in power. Offered in a three-stage package, it includes a remapped or new ECU, catalytic converters and new exhaust system for the 4.0-liter twin-turbo V8. With the new components up and running, power grows to 808 PS (797 hp / 594 kW) and 972 Nm (717 lb-ft) of torque, in the most potent offering. By comparison, the stock Urus puts out 650 PS (641 hp / 478 kW) and 850 Nm (627 lb-ft), and the newfound muscle makes the tuned SUV more powerful than the Aventador SVJ, Sian and pretty much every series production Lambo out there. As for the pricing part, you’re looking at €2,521-€5,469 ($2,783-$6,038), plus another €4,029 ($4,448) for the exhaust system in Germany. For the plug-and-play suspension module that allows users to adjust the ground clearance by tapping on their phones, using the dedicated app, you’ll have to shell out another €1,679 ($1,854). We promised we’ll leave the ‘wheels’ part for the end, and here we are now, looking at the 10×23-inch front and 12×23-inch rear, shod in 295/35 and 335/30 Continental UHP tires respectively. This oversized set of rims costs a cool €9,999 ($11,039) – thus, if you add everything up, you will end with a grand total of €21,176 ($23,379), or about the same as a brand new Ford Fiesta ST in Germany.
Model X P100D con Ludicrous Plus mode y aligerado 90 kg contra un Urus atuneao con 725 cv, hacen 3 drag...
Vaya manera de estropear un cochazo, yo es que a esta gente no se los vendería si dependiera de mi jejejejeje
