Lamborghini spent years engineering the Urus to look menacing straight off the line in Sant’Agata. Liberty Walk looked at that and decided it wasn’t nearly enough.
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The Aichi-based tuner has been quietly circulating its latest LB-Works Urus, and the newest example — finished in a shade of orange that could be seen from low Earth orbit — leans hard into everything people either love or loathe about the shop. According to German outlet tuningblog.eu, which credited Liberty Walk for the images and video, the build pairs the company’s full widebody treatment with a lowered stance and that signature vented hood. It’s a lot. It’s supposed to be a lot.
What’s actually bolted on
Strip away the paint and the drama, and the LB-Works Urus kit is a known quantity. Per Liberty Walk’s own catalog, the complete kit includes a front lip, side skirts, a rear diffuser, a rear wing, a trunk wing, and the wide fenders that give the thing its name. The vented hood is an add-on, offered — like the rest of the kit — in either FRP or dry carbon fiber. Everything is made to order and ships out of Owariasahi in Aichi Prefecture, either by air in a week-ish or by ocean freight over the better part of a month.
Here’s the part worth sitting with: none of that touches the drivetrain. The V8 stays exactly where Lamborghini left it. If this is a current Urus SE underneath, that’s the 4.0-liter twin-turbo plug-in-hybrid V8 making a combined 800 metric horsepower — the setup Lamborghini bills as the first PHEV Super SUV, good for 194 mph and a 25.9-kWh battery buried under the load floor. Liberty Walk isn’t chasing that number. This is a costume, not a tune, and the shop has never pretended otherwise. The Bosozoku-meets-lowrider DNA the company was built on was always about stance and presence over stopwatch bragging rights.
The money, and the fine print nobody Instagrams
When the Urus kit first surfaced, CarThrottle reported pricing starting around £26,008 (roughly $30,800) for the FRP pieces without the carbon hood, climbing to about £48,565 ($57,530) for the full carbon treatment with the hood included. Those were 2024 figures, so treat them as a floor, not a quote.
And that’s just the fiberglass and carbon in a crate. It is not the number you write the final check for.
A widebody conversion like this isn’t a bumper swap you knock out on a Saturday. Liberty Walk’s arches are bolted and riveted on, and getting them to sit flush means a body shop that’s done this before, wider wheels to fill the new fenders, and — realistically — air suspension or serious coilovers to nail the drop without shredding tires on every driveway. Budget for paint on a very large SUV, budget for labor measured in dozens of hours, and budget for the wheel-and-tire package that the factory rollers won’t cover. It’s entirely plausible to spend more turning the kit into a finished car than you spent on the kit itself.
Then there’s the stuff that ends careers of resale values. Cutting into factory panels on a six-figure Lamborghini is a permanent decision. It’ll void the body and paint side of the warranty, full stop. In the U.S., the Magnuson-Moss Warranty Act means a dealer generally has to show your modification actually caused a mechanical failure before denying a powertrain claim — so the hybrid system and V8 aren’t automatically orphaned the second you drill a rivet — but “generally has to prove it” and “wants to fight you about it” are two different afternoons. Call your insurer before, not after; a widebody exotic is exactly the kind of “agreed value” conversation that goes badly when it happens post-claim.
Where it lands
The timing is almost funny. Lamborghini just pulled the sheet off the Urus SE Performante, which Motor1 reported makes 800 horsepower and 738 lb-ft and is now the brand’s quickest SUV — the factory’s own answer to “how do we make this louder.” Liberty Walk’s response is to point out that the factory will only take you so far.
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Whether that’s worth $30k-plus in body panels and a permanent set of scars on an Urus is entirely a matter of taste, and Liberty Walk builds cars for exactly one type of buyer: the one who already knew the answer before reading this. The practical takeaway for everyone else is simpler. If you’re tempted, the sticker on the kit is the beginning of the invoice, not the end of it — and unlike a chip tune, there’s no bolting the old fenders back on when you decide to sell.
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Images Via: Ibworksofficial on Instagram
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