There are three things that you need to understand about the new Lamborghini Aventador Roadster, the first point of which is the fact that it’s got, by modern drop-top standards, the world’s most labour-intensive and long-winded roof removal/storage system. The second thing you need to know is that point number one doesn’t matter… The typical Aventador Roadster is hardly going to be a daily runner, and its owners are more concerned about its phenomenal looks and searing performance, while offering the ability to go topless. So, while we’re on the topic, here is the third thing… the removal of its roof has had just about zero impact on this incredible car’s incredible dynamic and performance capabilities…
Topless… but uncompromised
When designer Filippo Perini was briefed during the initial concept meetings, he was told to “forget about utility”, and to concentrate instead on maintaining the Aventador’s dramatic looks. His design also had to have as little as possible impact on the car’s performance. This brief immediately ruled out a few things, the most obvious of which is any electronically folding hard (or soft) top, as it would simply add too much weight and ruin the car’s proportions aft of the B-pillars.
Instead, Perini came up with a simple targa top design with a very narrow roof aperture, to limit the impact on the car’s torsional rigidity and design profile. The roof consists of two panels, made almost entirely out of carbon-fibre, and which collectively weigh 6 kg. They may be very light, but they’re also very strong, forming part of the structure of the car when fitted and adding 2 000 N.m/degree of rigidity. To remove them you have to unclip the panels manually, carry them to the front-mounted trunk and clip them into place there. Once this is done, the boot is full and there’s almost zero space for anything else. Inside there are almost no storage spaces either. So, not the most practical car, then.
To counter the loss in structural rigidity Lamborghini has stiffened the sills and A- and B-pillars of the car. Yet, overall, the Roadster is only 50 kg heavier than the coupe and the impact on its weight balance has been so insignificant that Lamborghini has even given it identical suspension calibration to the coupe. Of course, it retains its sibling’s rather unique front push-rod suspension, all-wheel drive system with Haldex IV central coupling, ESP-controlled front differential and three drive modes; Strada (road), Sport and Corsa (track). Each mode alters the transmission, dynamic, differential and steering systems. For the best lap time Lamborghini advises the use of Corsa, which sends 80 per cent of power to the rear wheels. For the most fun – read tail-out action – pick Sport, in which case 90 per cent of the power goes to the rear wheels.
Phenomenal engine
As has always been the case with flagship Lamborghinis, the crown jewel in the package is the car’s phenomenal 6,5-litre V12 engine. Lamborghini continues to favour large-displacement, naturally aspirated engines as these form an important part of the marque’s DNA and mystique, but this is not to say the engine is old-fashioned. It features automatic cylinder deactivation on the one bank to save fuel under low-load conditions, and there’s also stop/start.
But I’m sure those greenie-pleasing attributes are of as much importance to the typical Aventador owner as is going incognito. Far more important is the fact that this engine delivers a mammoth 515 kW and does it while assaulting your ears with the most addictive combination of howls and shrieks up to its 8 250 r/min red line. In case you’re not in the mood to stop and remove the roof, there’s a small rear window that can be electrically lowered to let more of the noise into the cabin.
Controversial gearbox
The first time I experienced Lamborghini’s new 7-speed ISR (Independent Shift Rod) transmission was during the Aventador coupe launch at Vallelunga in Italy during 2011. We were only allowed, back then, to drive the car on the track. My opinion of the ISR transmission (essentially a single-clutch semi-automatic) remains much the same when the venue is the race circuit. It feels very robust, and the shifts are performed in a very physical way. In Corsa mode, in fact, the shifts are so violent that you tend to brace for them. Shifting down, and outside of its track-attack mode, I find the transmission suitable and sufficiently refined, but on the road there are some issues. At low speed it can be a bit clunky, and if you keep your foot flat under upshifts, there is a pause, almost as if the car is drawing a new breath. Some drivers don’t like this, preferring the sharpness of a dual-clutch transmission as fitted to a McLaren MP4-12C or Ferrari 458 Italia. However, on such a beast of a car as the Aventador, I quite like the physicality this transmission lends to the experience, especially on the track. After all, I’m not one for setting ultimate lap times, but rather out there to have fun.
I mentioned earlier that the Roadster version’s performance has not been significantly affected by having its roof chopped out. Lamborghini claims a 0-100 km/h time of 3,0 seconds (the coupe’s is 2,9), and it sprints to 300 km/h in 25,3 seconds. The top speed is 350 km/h, whether the roof is in place or not – better hang on to that toupee… But perhaps most impressively, Lamborghini has achieved identical lap times (with the same driver) during track testing.
Road & Track
Our test drive took place at the Homestead Speedway just outside Miami. With the roofs in place we took turns and altogether blasted around this track for two hours, after which the tanks were empty. This is no poseur’s car. The massive (400/380 mm) brakes remained strong and fade-free throughout and the faster we went, the more comfortable the Aventador started feeling. With all those active systems at play, it takes a while to build a rhythm, but it’s a forgiving beast. There’s massive traction and grip, and the steering provided sharp and immediate turn-in for such a big car. All 2013 models (coupe and convertible), feature small software upgrades to the transmission (smoother shifts) and suspension (softer ride), and subjectively speaking, I could sense the car being a bit softer. The dominant characteristic remains understeer and you have to go look for the tail-out fun on purpose, but that’s not necessarily a negative. It is always a car that engages all the senses, through the sound and fury of its power delivery, the brutality of its transmission and its gravity defying grip.
On the road it is remarkably civilized, though not quite a comfortable daily runner. Compared with previous V12 Lamborghinis such as the Countach, Diablo and Murcielago, the Aventador is, however, fuss-free. Courtesy of a rear-view camera, you can actually reverse it with a degree of confidence and without performing a Hail Mary first. There’s no clutch pedal that requires superhuman calf muscles and reflexes. By pressing a button you can lift the nose of the car to clear rises and dips out of driveways. The ride is firm, however, and the transmission, as described before, a bit clunky at low speeds. Nevertheless, the Aventador Roadster can clearly do the boulevard cruiser thing if you’d wanted it to.
Summary
The Aventador Roadster remains every bit the uncompromising supercar its hard-top sibling has been from the start. Right now, there’s nothing in the market to rival these two at the price. So the choice really comes down to whether you’d like to go topless or not. The performance and dynamics have not been affected in any noticeable way, and it adds the very appealing option of cruising around roofless and allowing the magnificent engine sound to bounce of whatever may be next to the road. Perhaps the question should not be why you should buy this rather than the coupe, but why not?
- Look out for a feature story on this car, including stunning on-location photography as well as an interview with Lamborghini President and CEO Stephan Winkelman, in the March issue of CAR
Specifications
Price: TBA
Engine: 6,5-litre V12
Power: 515 kW/8 250 r/min
Torque: 690 N.m/5 500 r/min
Transmission: 7-speed semi-automatic
0-100 km/h: 3,0 sec
Top speed: 350 km/h
