Sepang International Circuit isn’t exactly your average weekend hangout spot, unless you’re the sort who enjoys the sound of V10s echoing off the grandstands and the smell of roasted rubber in the air.

I was there for Round 5 of the Lamborghini Super Trofeo Asia series, soaking in the spectacle of purpose-built race cars slashing through apexes with all the subtlety of a chainsaw in a violin quartet.

But, as exhilarating as the track battles were, the real surprise came in the form of an electrified beast waiting quietly in the wings, the Lamborghini Urus SE. And unlike most luxury SUVs that spend their lives parked outside cafes, this one was about to get properly dirty.

Over the course of a day that would’ve made most supercar owners wince, we wrung the Urus SE through three curated challenges.

Welcome to the Mind-Bending World of the Urus SE

From the outside, the Urus SE still looks like a Lamborghini should: aggressive, chiselled, and vaguely unhinged.

Beneath the familiar silhouette lies a new heartbeat: a 4.0-litre twin-turbocharged V8 paired with an electric motor, giving you a grand total of 789 bhp and 946 Nm of torque. That’s enough to slingshot this Super SUV from 0–100 km/h in just 3.4 seconds, which is approximately the time it takes you to blink twice and regret not bracing harder.

But power is only half the story. This is a Lamborghini with multiple personalities, courtesy of a labyrinthine drive mode system that would confuse even Maverick from Top Gun. One controller gives you six terrain and road modes: Strada, Sport, Corsa for road; Sabbia (sand), Terra (gravel), and Neve (snow) for off-road. A second controller lets you toggle between EV, Hybrid, Performance, and Recharge modes.

Switching between them isn’t instantaneous; you have to cycle through each like a confused barista looking for the oat milk setting on an espresso machine. But once you find the right combination, the Urus SE transforms with alarming clarity.

Skid Control with Supercar Drama

The skidpan was our first dance, and what a chaotic ballet it was. Most SUVs on a low-grip surface either plough straight or spin like an office chair on a tile floor. Not this one.

In Terra mode, the Urus SE surprised us with how easily it held a slide, helped by its new electronically controlled clutch and torque vectoring system. With the ESC off, the algorithms didn’t hesitate to think: “Ah, drift time.” You could initiate with a Scandinavian flick and exit sideways in a manner that would make Walter Röhrl smirk.

It’s uncanny. You’re reminded constantly that this thing weighs over two tonnes, and yet, it dances. The steering is responsive, the body control taut, and the 48V anti-roll system helps it feel smaller than it really is. Most cars give you a warning before they let go, this one gives you a wink and tells you to go harder.

Off the Paved Path and Into Terra

Next up was the sand and gravel course, a short but challenging loop designed to test the Urus SE’s off-road credibility. With Terra mode engaged, the car took on an entirely different character.

The throttle response became more measured, suspension softened just enough to soak up ruts, and the AWD system sent torque to wherever traction could be found. It clawed its way up steep inclines, bounded over undulations, and kept composure through uneven terrain.

Let’s be honest: very few owners will ever take their Urus off-road. But it’s nice to know that if you ever find yourself late for a Michelin-starred dinner in the Moroccan desert, the SE won’t let you down.

Sepang Hot Laps: Supercar Credentials, Confirmed

We concluded the exciting day with hot laps around Sepang. Here, the Urus SE was finally allowed to stretch its legs, and stretch it did.

In Corsa mode, everything sharpens. The throttle becomes twitchier, gear changes from the 8-speed ’box come with a satisfying thump, and the V8 roars with an unmistakable Italian snarl, even as the electric motor subtly fills in the gaps. The brakes (440mm carbon ceramics up front) bit hard and clean. Even regen is managed well, never feeling intrusive.

Four-wheel steering helps you carve into corners more confidently, and the bespoke Pirelli P Zero rubber grips with purpose. Despite its girth, the Urus SE never felt out of depth. It was composed. A true Lamborghini, just… taller.

Have Your Gelato and Eat It Too

The Lamborghini Urus SE is a revelation. It proves that electrification doesn’t have to mean sanitisation. Instead, it adds another layer of personality to an already charismatic machine.

Whether you’re power-sliding on a skidpan, bouncing through a gravel path, or hurtling down the main straight of Sepang at warp speed, the Urus SE delivers on every front. It’s a Swiss Army knife wrapped in raging bull skin.

And if this is Lamborghini’s future with electrification, consider us thoroughly charged up.

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Whenever one talks about a true track experience, images of unbridled speed, eye-widening corners, and the sheer joy of pushing limits come to mind. Imagine having all this without a single civilian car in sight, no speed limits to curtail your fun, and the luxury of wide corners all to yourself.

Now, take that and add the allure of McLaren’s latest engineering marvel – the sleek, robust, and astonishingly potent 750S.

So, when an invitation was extended to test drive McLaren’s array of supercars, including the new 750S, it was a no-brainer. The next thing I knew, I was on a 4:00 am flight to Kuala Lumpur.

McLaren is synonymous with speed, but the 750S is power redefined. Building on the formidable foundations of the 720S, this beast introduces enhancements in power, aerodynamics, and weight reduction, achieving a staggering 740bhp (or 750ps, true to its name) and 800Nm of torque from its twin-turbocharged 4.0-litre V8 engine.

Weighing in at only 1,389kg, the 750S rocks the century sprint in a mere 2.8 seconds, hitting 200km/h in just 7.2 seconds, with the potential to soar to a top speed of 332km/h – if you dare.

Yet, McLaren’s mastery is not just about the breathtaking speed. It’s the way the 750S handles – the precision of its steering, and the intelligence of its suspension system transforms it from a fast car to a remarkable driving experience.

On the racetrack, this translates to an exhilarating dance along the edge of physics, where every steering input and throttle adjustment is met with an immediate and precise response.

5,544m-long racetrack, check. Incredibly fast McLaren, check. Empty bladder, check.

With sprawling straights and challenging bends, Sepang is the perfect playground for the 750S.

Here, you can unleash the 750S to speeds over 250km/h, and reel it in with its formidable carbon ceramic brakes as you approach the bends.

Navigating technical corners becomes second nature in the 750S. Its agility and balance, particularly under heavy braking, make it a champion of the track, obedient to every command, yet always reminding you of its raw power and the need to handle it with respect. It interacts, pushing you to sharpen your skills with every lap.

Driving the 750S here truly reveals the true extent of its capabilities, which remain largely untapped on regular roads. It’s a machine that begs for the rigours of a racetrack, where its spirit and engineering can truly shine.

During this event, not only did the 750S leave an indelible mark, but so did its siblings – the Artura and GT.

This day on the track was more than enough proof that each car, whether designed for the track, grand touring, or as a hybrid performance supercar, confirmed that McLaren’s commitment to track-ready joy is uncompromised.

If I have to wake up at an ungodly hour again to catch a flight, you best believe it will be to get behind the wheel of a McLaren.

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