2022 Lamborghini Aventador Ultimae Roadster

In the sports world, we often watch with fascination and mixed emotions as younger upstarts gradually take the place of enduring legends in the twilight of their careers. The Lamborghini Aventador Ultimae Roadster is a new car but feels a lot like an enduring legend, too - it's the last roadster from Lamborghini that will have a non-hybridized, naturally-aspirated V12. Although not a replacement for this car, the Sian Roadster plays the role of the newer, bolder, but more unfamiliar upstart as it has a hybridized V12. It's one of the first signs of what's to come from Lamborghini in an electrified era. But right at this moment, the Aventador Ultimae deserves our full attention.

The 6.5-liter V12 makes 769 horsepower and will send this dramatic drop-top to 62 mph in only 2.9 seconds. It shares much with the already exceptional SVJ but is even more powerful. Both all-wheel drive and four-wheel steering work together to realize a machine that surprises with its precision. Its transmission can't match the dual-clutch in the Ferrari 812 GTS, and the McLaren 720S Spider is even better to drive, but the Lambo's theatrics and jaw-dropping looks are pure theater. Like LeBron James, Serena Williams, or Tiger Woods, the Aventador's bones may be aging but it won't go down without an almighty fight.

A new arrival this year, the 2022 Lamborghini Aventador Ultimae Roadster is the final incarnation of the Aventador convertible. The 6.5L V12 has been tuned to deliver 769 hp resulting in a 0-62 mph time of just 2.9 seconds. The removable hardtop adds even more glamor to the experience and is made using a high-pressure RTM molding technology for both comfort and strength. Ultimae branding adorns the interior, and only 250 examples of this drop-top will be produced.

Although you'll probably hear it before you see it, this is no wolf in sheep's clothing. The basic Aventador design has aged well, and in Ultimae Roadster guise, it garners admiring glances from just about everyone. The design is a distinctly angular one, from the LED headlights to the large diffuser at the back. When the carbon fiber roof is removed, it adds even more visual drama to the car. When closed, it mirrors the lines of the coupe. 20-inch wheels up front make way for larger 21s at the back. The active aerodynamics includes a rear wing that has three positions depending on the speed and conditions. At the back are dual exhaust outlets mounted high up and emitting a soundtrack for the ages.

Lower and wider than most other sports cars on the road, these dimensions lend the Ultimae Roadster a menacing presence. It is 191.7 inches long, 82.6 inches long excluding the mirrors (89.5 inches including them), and only 44.7 inches tall. The wheelbase is 106.3 inches long. With a dry weight of 3,527 pounds, the roadster is 110 lbs heavier than its coupe sibling.

Other than Ferrari's own V12, this must be the greatest engine to power any modern car. With a capacity of 6.5 liters and 12 cylinders, the Ultimae produces 769 hp at a heady 8,500 rpm and 531 lb-ft of torque at 6,750 rpm. Lamborghini optimized the torque curve and tweaked the variable valve timing for this final incarnation of the V12, and although these changes aren't blatantly obvious compared to the SVJ, the engine is still a dream and emits a spine-tingling roar when extended. Throttle response is immediate and mid-range power is exceptional. 0 to 62 mph takes only 2.9 seconds while 0-124 mph takes 8.9. Ferrari claims a top speed of just over 220 mph, exactly the same as the coupe.

As great as the engine is, it's let down by a clumsy and outdated transmission. The single-clutch automated transmission provides robotized shifts in up to 50 milliseconds. That sounds impressive, but unless you want lightning-fast shifts when driving at 100% on a track, it disappoints. Around town, the car lurches and gearshifts seem to take an eternity as the transmission works out what to do next. It falls well short of modern dual-clutch alternatives.

The Ultimae Roadster has some finely tuned underpinnings that make it feel and handle like a smaller car than it actually is. It all starts with the stiff carbon fiber monocoque and aluminum front/rear frames. The Lamborghini Aventador Ultimae Roadster's AWD system works hard to put down the V12's massive power, but this, together with rear-wheel steering, makes for a remarkably agile car.

The active magnetorheological suspension is the perfect filter between the road and the car, communicating enough to inspire confidence when pushing on. It isn't supple or particularly comfortable, but this isn't a luxurious grand tourer. Strada mode is for everyday driving conditions and partially tames the beast for normal commuting. Here, the steering is still decently weighted and the throttle isn't overly sensitive. No driving mode can solve the problem of abysmal rear visibility, though, and forward visibility is poor for taller drivers because of the acutely angled windscreen's top edge.

Sport and Corsa driving modes elicit sharper responses from the car. It is a blast to drive quickly, and the steering maintains a natural feel. In hairpins, the car submits to some mild understeer, but not enough to spoil the fun. It is also not knocked off course by mid-corner bumps, and the driver is always intimately connected to the experience. Lateral grip is stupendous, even as the monstrous V12 tries to unstick the tires from the ground beneath.

The carbon-ceramic brakes are powerful and confidence-inspiring, and they have a pleasingly progressive feel even at saner speeds on normal roads.

Even though there are infinitely more gas stations than electric vehicle charging points, the Aventador Ultimae Roadster's dreadful gas mileage figures are enough to leave you with range anxiety. It will only manage an EPA-rated 9/16/11 mpg city/highway/combined, and despite a large 22.5-gallon gas tank, don't expect to go further than around 247 miles on a full tank.

The standard bucket seats look great and you won't fall out of them when the first corner arrives, but they're not super comfortable. What doesn't aid comfort either is a sense that the cabin is confined. Yes, if you're six-feet tall you will still fit - and headroom is limitless with the roof removed - but stretch-out space is in short supply. Ingress and egress won't trouble gymnasts, but those of us with creaky backs will find the procedure a bit tiresome. If you're running multiple errands in a short space of time, get a Urus for the job instead.

Another major hindrance is the poor visibility. Rearward blind spots are always a distraction, and forward visibility for taller drivers is obstructed by the top of the windshield. These are all weak points that give away the car's age, but the cabin is still an exciting place to sit. The materials feel suitably exotic and expensive, the design is in keeping with the brash exterior, and the digital driver's display is cool.

At around 4.9 cubic feet, the roadster's frunk isn't exactly accommodating. Any bags should ideally be of the soft kind so you can squeeze them into the limited space. Although the removable roof panels can fit in the frunk, they take up all the space in there - you can either enjoy a topless drive or carry some luggage, but not both.

In the cabin, there is a glovebox but there is almost nowhere else to store any belongings, not even a proper cupholder. It's best to travel lightly in this particular roadster.

Many supercars of this kind are all about the powertrain and less about interior gadgets. It does come with air conditioning, heated seats, a rearview camera, a digital driver's display, a fighter jet-style start/stop button, and selectable driving modes. The side mirrors are power-adjustable, heated, and also have a power-folding mechanism. The latter is useful in such a wide car. Unfortunately, the many advanced driver-assists that have become commonplace are missing, so don't expect blind-spot monitoring or lane departure warning.

A central screen runs software from Audi's much older MMI system. Although it's useful having a display like this in a supercar, it's far below the newer crop of systems in terms of speed and functionality. The unit is operated by a few hard buttons and a dial. Fortunately, Apple CarPlay, a USB input, and Bluetooth are included. More successful is the digital display ahead of the driver. It has racy graphics and displays plenty of useful information. A Lamborghini Sensonum sound system is available but the automaker doesn't specify the speaker count, possibly because the biggest speaker of all has 12 cylinders and enough volume to wake up the neighborhood.

A breakdown on the side of the road in a Lamborghini Aventador Ultimae Roadster will attract more attention than anyone would want, so it's good to know that no recalls have taken place for 2022 models. The related SVJ was recalled twice in 2021, however. The first recall was for heat exchange oil lines that could detach (applicable to only a single Roadster) and the next was for hood hinge screws that could come loose (applicable to 2018-2021 coupes).

A three-year warranty, unrestricted by mileage, applies to the purchase of a new Aventador Ultimae.

No official safety rating exists for the Aventador. Supercars of this kind are rarely, if ever, sent for crash testing.

Advanced driver-assist technologies are entirely absent from the Ultimae, but it does have electronic stability control, traction control, powerful carbon-ceramic brakes, tire pressure monitoring, and front/side/knee airbags. As is mandatory in the USA, it comes with a rearview camera as standard.

It's been a magical run for the Lamborghini Aventador over the last decade or so. There have been many variants of the supercar, but each has been gradually refined or improved through the years. The 2022 Aventador Ultimae Roadster is a fitting final chapter for the 6.5-liter V12 naturally-aspirated engine. It is the highlight of the roadster with its prodigious output and iconic sound, made all the more engaging with the roof removed. The chassis, following numerous tweaks, remains competitive and successfully wields the power of that V12 to the ground beneath while maintaining a connection with the driver. The years have been less kind to the transmission, interior, and technology - all of these feel a step behind more modern alternatives. But despite these flaws, the Ultimae Roadster remains an object of utter desire.

The Lamborghini Aventador Ultimae Roadster's price starts at a staggering $546,847. Once you've added a handful of options, that number will easily exceed $600,000. Even Ferrari won't sell you a mid-engined V12 supercar, so the Ultimae is a rare beast indeed, a fact that (somewhat) makes up for its stunning price tag.

There is just one trim to choose from, but customers can go wild with the color and material choices to make their Ultimae Roadster absolutely unique. We're not about to tell you how to spec your Aventador. This is one car that seems equally at home in a subtle gray as it does in a retina-shattering yellow or orange.

At roughly half the price, is the Huracan Evo looks like a bargain alongside its bigger sibling. Its V10 engine produces 631 hp - almost 140 hp less than the Ultimae - so it is quick but not as quick as the V12. One huge advantage in favor of the Huracan is its much smoother and faster dual-clutch automatic transmission. The Huracan can also be had with rear-wheel drive whereas the Ultimae can't. Both cars are fabulous driver's machines, but the Ultimae is simply more of everything: more power, more fury, and more excess. If money is no object, the Ultimae would be our choice.

Sharing much with the already superb SVJ, the Ultimae builds on that car with the finest interpretation of the V12 yet. Whereas the SVJ makes 759 hp, the Ultimae takes that up to 769 hp. Both have all-wheel drive and the same 7-speed transmission. There are a few aerodynamic differences between the two, while the Ultimae has unique model-specific branding in the cabin. The differences between the two are marginal, and the main difference is psychological. Knowing that you're behind the wheel of the last Lamborghini of its kind in the Ultimae is what sets it apart from the SVJ more than anything else.