Carbon wing adjustable to 45˚ for 535 lb of rear downforce at 125mph, but tested proved 15˚ and 180 lb optimal to balance front-end. Rear bumper vents are wider to increase engine bay cooling in the absence of electronic factory wing
Carbon wing adjustable to 45˚ for 535 lb of rear downforce at 125mph, but tested proved 15
“While 45˚ would provide 535 lb of downforce over the rear axle at 125mph, the wind tunnel showed that 15˚, delivering 180 lb of downforce, balances the front-end,” Jon said. “This was borne out in high speed testing in France where the balance felt absolutely right.”
The 15˚ angle of the Oakley wings is 17˚ less than the high-speed position of the deck-mounted factory spoiler. This obviously produces less drag, benefiting top speed.
The top carbon air intakes at the rear are 25mm wider than stock to increase the ram-air effect into the airbox system. The side sill intakes are extended 50mm, and opened to increase airflow to the radiators for better cooling.
Finally, the rear bumper vents are 20mm wider to evacuate hot air from engine bay. This was necessary because the rear wing disables the deck-mounted, factory wing that normally lifts 20mm for engine cooling.
The factory claims the Aventador’s 6498cc V12 develops 700hp at 8250rpm and 510 lb-ft of torque at 5500rpm. Jon Oakley’s target was to increase this to at least 750hp.
“We baselined the new car on the dyno and saw 683.25hp with 524.2 lb-ft of torque,” said Jon. “Although we expect that to improve slightly with a few miles under its belt.”
The power increases from the Oakley modifications arrived in two stages. “When we improved the engine’s breathing with the larger intakes and less restrictive titanium exhaust, we saw 733.4hp at 8000rpm with 547 lb-ft of torque at 5500rpm,” Jon explained.
“Then we remapped the two ECUs to optimise fuelling and ignition for our parts, after which the dyno showed 760.21hp at a lower 7250rpm, with 577 lb-ft at 5500rpm.”
Part of the ECU programming involved addressing the traction control protocols, while leaving Launch Control unaltered. “Essentially, we trick the ECU into thinking the car is moving less than 10mph so it doesn’t want to send power to the missing front differential,” Jon explained. “Thus, the car thinks it’s rear-wheel drive.”
The suspension geometry was reset to compensate for the lower weight and rear-drive balance but there’s no change to the ride height. However, Oakley Design is working on a four-way adjustable titanium-cased damper kit to make the ride more compliant, with a range of adjustment for the track.
Behind The Wheel
The lower weight and greater power has an amazing effect on the Aventador. The standard car needs revs before it gets on cam but with the added torque and less bulk to move, the Oakley car punches you down the road with a ferocity that assaults your senses. It simultaneously assails you with a spine-tingling soundtrack; so that’s two issues addressed.
Taking drive away from the front wheels feels like a veil has been removed from power steering ability to communicate. Turn-in was crisper, and without the front wheels pushing, understeer was reduced; advantages three and four.
Next up was a big surprise. You’d think that 760hp going to the rear wheels would make the Oakley Aventador a real handful, but it’s not. And despite the company’s efforts to disable the stability system, it wouldn’t go away completely.
Put the car in Corsa mode, press the Off button, and you assume the car will drift. But no matter how hard we tried, it kept jumping back in extremis. This was very frustrating.
The Oakley Design LP760-2 is nothing short of epic. From its orange snout to the incredible soundtrack, the car remains branded into your retinas and eardrums long after it departed.
My first encounter with the Aventador LP760-2 was a mixture of elation and disappointment. Its riveting appearance carries the gravitas of any supercar but with the off-the-scale street smarts of a prizefighter.
A study in the art of the razor-edged, stealth-fighter school of car design, the Aventador has a matching interior with space-age LED instruments and red flip-up cover for the Engine Start button that would make a Top Gun pilot feel at home. However, for all that theater, the driving experience left me slightly bemused.
Compared to the Murciélago, its voice is more remote, and the handling is tamer. With its state-of-the-art safety systems, unless you do something terminally stupid, this latest all-wheel drive Lambo is unlikely to put you into a flat spin.
Despite the concessions, the Aventador does have a hard edge that’s a throwback to its predecessors. For all its cutting edge carbon-fiber construction and electronics, the race-style suspension is distinctly old school, eschewing the comfortable active damping used by Ferrari and McLaren. For that alone, the Aventador is hard work over distance.
The other negative is its seven-speed ISR paddle-shift transmission. While it may be lighter than a dual-clutch system, the software calibration delivers upshifts that kick like a mule in Corsa mode.
Fortunately, the finer driving points of Lamborghini’s flagship are largely irrelevant to potential owners since there’s already a two-year waiting list.