Elite Traveler Spring 2019

elite traveler SPRING 2019 25

First drive: Lamborghini Urus A supercar turned SUV

It’s all a bit familiar. The Lamborghini Urus is the second SUV to hail from the Sant’Agata Bolognese-based company, but its first-ever super-sport utility vehicle. (The LM002 was its military-forward SUV produced from 1986 to 1993.) Culling wide and low design notes, specifically the squat rear silhouette from the Aventador S and the angular roofline of the Countach, the Urus certainly continues the Raging Bull’s architectural bloodline — and that’s before the start button is even deployed. The chassis section and body structure from the front wheels to the windshield is shared, alongside some componentry, with the Audi Q7 and Porsche Cayenne, VW Group’s other performance brands. The result is a casual acquaintance. Thundering under the throttle, the 650-hp, eight-speed automatic twin-turbo V8 is aptly named after an extinct bovine; there’s not a shred of fat to be found on this 4,844-lb SUV. Instead, thick thighs and a long, mean snout dictate its sightline. On offer are seven tire variations optimizing track and sand, but it’s not entirely clear which serve all weather conditions. At the Thermal Club, a private track near Palm Springs, California, professional Lamborghini drivers demonstrate what’s

already known. With a top speed of 190 mph, the Urus is fast. More important, though, are the floating-caliper, six-piston, carbon- ceramic brakes in the rear and 10-piston calipers in front. “The Urus goes, but more importantly, it also really stops,” chief technical officer Maurizio Reggiani tells me over dinner at La Quinta Resort & Club. The Urus goes from 62 to 0 mph in 111 ft. Inside, the tamburo (drum) is the central interface that activates each of the six drive modes — strada (street), sport, corsa (race), terra (gravel), sabbia (sand) and neve (snow) — as well as the start/stop button ensconced in a dramatic red flip-up switch. The back seat is positively sumptuous, with ample space and dual-screen infotainment systems, while the trunk can hold two golf bags, horizontally positioned, without breaking a sweat. Executives are betting big on the Urus, erecting a new production plant, paint shop and track to accommodate the super SUV. They also hired 600 new employees specifically to build it. “The Urus will double the dimension of the company,” says Alessandro Farmeschi, chief operating officer of Automobili Lamborghini America, adding, “We are selling the wow effect.” Lamborghini Urus from $200,000, lamborghini.com

PORTOFINO AN INSTANT CLASSIC

The scorched earth, the black, burnt chaparral that’s the inevitable aftermath of fire runs from the inland valleys of Los Angeles straight to the Pacific Ocean. Searching for distractions, moments of wonder and awe to deflect the tough times ahead, everyone fromMalibu valets to Santa Barbara firefighters marveled for the solid 14 seconds it took to go from hardtop convertible to multilayered trunk accessory — and that’s without even mentioning that the transition can occur at speeds up to 25 mph. And although the Ferrari Portofino is well-proportioned and sharply angular, it’s still the brilliant hardtop that flat-packs into the trunk that’s the showstopper. The Portofino is one of former Ferrari chairman Sergio Marchionne’s swan song production cars. The beloved boss, who was responsible for Ferrari’s significant profit and autonomy from Fiat Chrysler Automobiles, passed away last summer. At 591 hp, the twin-turbo-charged V8 highlights the features, big and small, that make owning a piece of the Prancing Horse so desirable. Replacing the California T, widely regarded as the first entry-level Ferrari, the Portofino can function as both commuter car and weekend delight. It clocks 0 to 60 mph in 3.2 seconds with 561 lb-ft of torque. Interestingly, though, the engine-management system doesn’t allow all-access in first through third gears. In fact, only in seventh is all the torque available. In auto-shifting mode, the transmission promptly cycles into seventh at every opportunity — call it Maranello-based fuel efficiency. As with the GTC4Lusso T, options abound, including Apple CarPlay ($4,219), Scuderia Ferrari shields on the front fenders ($1,856) and a carbon-fiber cup holder ($2,531). There are 18-way power seats and, in addition to the central 10.2-inch infotainment screen for driver and passenger, there’s a separate 8.8-inch passenger-only screen. Of course, the heart- pumping snarls and snaps courtesy of the quad tail pipes come standard. Portofino from $210,783, auto.ferrari.com

Photo Michael Schaffer