2014 Lamborghini Aventador Roadster - Roofless & Ruthless

With the root removed, the Aventador roadster has more of a T-top opening, thanks to twin triangular hoods that carry the sloping silhouette rearward and hide both passive and active rollover protection. A thin spar between these hoods meets a window that can be lowered to increase engine noise and cabin turbulence. The windshield’s kinked frame recalls the shut line of the front trunk, in which the two-piece roof is stored. Installation and storage of the two 13.2-pound panels require precise choreography, but once in place, the roof doesn’t just block sun and rain. Lamborghini claims it increases the roadster’s torsional rigidity from 16,225 to WOO lb-f/degree. Additional reinforcements in the rocker panel area of the carbon-fiber monologue make it nearly impossible to notice any flexion during spirited driving.

A thin spar between these hoods meets a window that can be lowered to increase engine noise and cabin turbulence.

For 2014, the Aventador coupe and roadster receive upgrades including automatic engine stop! start, cylinder deactivation system (CDS), and refinements to the suspension and the seven-speed, single-clutch transmission.

Lamborghini’s engine stop! start system employs high-output capacitors it calls “supercaps,” which discharge enough voltage to quickly start up the Aventador’s 6.5-liter V-12 at a fresh green light. CDS shuts down an entire bank of cylinders, turning the 3.25-liter I-6 under low engine load. All told, Lamborghini says these systems account for a 25 percent reduction in C02 emissions and a 7 percent improvement in fuel efficiency on the European NEDC cycle. EPA fuel economy figures have yet to be measured for the roadster, but the new coupe’s 11/18-mpg city! highway numbers mean it is still subject to the gas-guzzler tax.

CDS shuts down an entire bank of cylinders, turning the 3.25-liter I-6 under low engine load.

The engine still cranks out 691hp and 509 lb-ft of torque, with approximately 368 lb-ft of torque available at 1500 rpm in all seven gears. The most torque at every gear of any car!” says Lambo’s R&D boss Maurizio Reggiani. While the car is a blast, all that torque is also part of the Aventador’s problem. Despite refinements to the transmission to reduce automatic shift harshness and lessen the fore/aft head toss, shifts are still unacceptably jerky. If this is the best Lamborghini can do via software tuning, it’s time to focus on the hardware, relinquish the weight and packaging efficiencies of the single-clutch, and join the dual-clutch party.

The most torque at every gear of any car!” says Lambo’s R&D boss Maurizio Reggiani. While the car is a blast, all that torque is also part of the Aventador’s problem.