Now I know this is normally an F1 blog post, but recently due to internet access problems meaning I can’t keep up with the coverage without spending an arm and a possible a leg with bits of torso on mobile internet coverage, I have been thinking about some of my favourite cars that have stalked the road. People that know me as well as readers of this will know I have a thing for the Ferrari 330 P4, Ferrari F40, Volvo V70/S60R (come to think of it any fast Volvo), Koenigsegg, nearly all Aston Martin’s, Lamborghini Murciélago and the Bugatti EB110 just to name a few.
However, there has been one manufacturer that in recent times I adore. It is Italian made with a Mercedes AMG engine. If Ferrari is the King of Italian cars, Maserati is the one of the gentry, Lamborghini is the person that has come from new money, Fiat is the common man, Alfa Romeo is one of the chairmen of the board; in this automotive metaphor this manufacturer is the ultra refined count that rubs shoulders with the royalty...Pagani. This company sprung up in the 1990’s and has stayed with us since then. Initially they looked like yet another supercar manufacturer hoping to take the fight to Ferrari and Lamborghini, but ultimately built down to a price that would see it sit in a smoky mess on the road followed by the factory heading a similar way with an angry bank manager knocking on the door. But that hasn’t been the case.
In 1999 we saw the Zonda C12 and we saw the clues that this may actually be pretty darn amazing. Then we saw the Zonda S coupé with the engine upped from the C12’s 6 litres to 7. Then the S got refined further still with the engine upped to 7.3 litres and 555bhp with the result meaning a sub 4 second 0-60 mph dash and a 210 mph top speed. The 7.3 litre S is where I really got into the Zonda, it was the sort of car no matter where you were in school, if you had an exercise book to draw on you drew something similar. I did so on my maths book twice, much to the annoyance of my maths teacher. Even with my limited artistic ability the cars I drew were similar to the Zonda, which in itself is quite like the Williams FW08.Image credit: image
The driving position is quite far forward, short front end, engine in the middle leading to a relatively long back end. The attention to detail I saw in images of the S squandering my lunch breaks at school looking at pictures of the Zonda, it was breath taking. The twin rear spoilers on the S, the sculpted exhausts, the insanely placed wing mirrors that just seemed to work for the Zonda and its V12 growl. I didn’t think they could make it any better. Then they took the roof off it and I loved the convertible as much as I did the hard top. For me choosing between the 2 would have been on the same level of impossibility as choosing between the Ferrari F40 and Porsche 959...I couldn’t do it and indeed still can’t. At that point I thought Pagani of course can’t do anything to improve the Zonda except perhaps giving me one to keep.
Then came the Zonda F. A lighter, more powerful, faster version of the S; with an engine howl that sounded like a Formula 1 car which increased my yearning for one even more. There were a few subtle differences between the F and the S. Most notably the rear wing became a single wing again rather than the 2 separate ones and the wing mirrors moved to a more conventional place to reduce drag. The car had a different carbon fibre weave making it lighter yet stronger, the exhaust was made of titanium, dropping weight further. The Zonda wasn’t exactly an obese car to begin with, but the changes unlocked something in the Zonda. Power pushed through the 600bhp margin and top speed recorded at 218mph.
Whenever I saw Richard Hammond’s review of the Zonda F (someone who certainly did have a passion for the Zonda and most probably still does), I always turned the volume up to hear the engine sound. The F shot up to the top of my “I want it...in a day dream world where everything goes my way” list; it over took the Ferrari F40 and Koenigsegg, at the time my favourite car on the planet was the Koenigsegg CC8S/CCR...that got knocked into second place. What was one of many special things about the Zonda F, much like any Zonda, whilst the aim of the game is to have a light car, they never skimped on the interior. They were always exquisitely crafted and beautifully finished in a manner that indicated Mr. Horacio Pagani knew what he wanted and would not compromise. It is an indication of the passion that runs through the veins of those who create the Zonda’s in Modena. Then they took the roof of the F. Sensory. Overload. Somehow after removing the roof they found 2 more mph making it 220mph at full tilt. It was turning me into one of Pagani’s potentially best and worst customers. Worst in the sense I love the entire range and wouldn’t be able to choose what I wanted. But best because I would probably just order one of each.Image credit: image
Since the F Roadster there have been various limited run Zondas, all of which I would have taken in a heartbeat, if nothing else just because of the paint job. However there was one Zonda that was undoing its straight jacket and about to burst onto the scene. The R. The Zonda went on steroids to the point where it is hard to work out what it’s for but doesn’t stop you wanting it. The Zonda R complies with no race rules, the only category it could race in would be the experimental class at Le Mans, but it isn’t that much of an experiment. It emits too much noise to be used race tracks, meaning it needs mufflers fitting, slick tyres mean it can’t go on the road as does the lack of a handbrake et al. The ride is too low to go on the road comfortably any way. It set the fastest time set around the Nurburgring, but many insiders say the R could go even faster still. Bits of the R were tests for the Zonda’s replacement. The engine went to 6 litres but was turbocharged, the gearbox was a paddle box, although only single clutch and top speed, according to Clarkson, is probably over 230mph. After a few more special editions including the Cinque and the Tricolore (in tribute to the Italian air force aerobatics squadron), the Zonda has gone or is going. It has been around for that long you can’t ever say goodbye to it. The Zonda is going to be one of those cars that we remember in many years for its insanity, beauty and sheer road presence.
Pagani haven’t been resting on their laurels though. Whilst the Zonda was still in production they began work on its replacement. It carries over many visual cues over from the Zonda, however it also looks as unique as the Zonda. Side by side you can see the parentage, but the replacement in Pagani style is more in many ways than the Zonda. The new car is called the Huayra (Wire-rar), the name badge is painstakingly carved out of aluminium, just on that alone, this new car is going to be something special. Rather than conventional doors, the Huayra has gull wing doors, the car retains the quite far forward cabin and has entered into the world of trick aerodynamics. It still looks pretty damn good. It will take a little time to affect me the way the Zonda did, but all early indications are good.
The only thing at the moment that is holding me back from going completely insane for the car is the engine noise...or lack thereof. To be in line with EU regulations on emissions the Huayra is running a turbo charged AMG V12 putting out 720bhp. Well the V12 and 720bhp isn’t exactly emissions friendly, but going turbocharged means the car would use less fuel than using a naturally aspirated engine to get the same performance. What I love about the Zonda, the F in particular, is the noise of the engine. I don’t really like turbo muted engine noise but by the same token (and I know I will sound picky) I don’t like engines that sound like you’re thrashing them just going through town, although that mostly applies to boy racers who spent money modifying what they got rather than just buying a better car. However the Huayra doesn’t make an unpleasant noise, I guess Mr. Pagani has just spoiled us with the F’s engine note. Although whilst I will be listening out for the F’s engine noise, the Huayra will have just shot past it in a straight line. With the power increase the Huayra tops out at just over 235mph, it also gets to 60mph in 3.2 seconds and has 740 ft/lbs of torque to get there with. 740ft/lbs is a lot no matter how you cut it, but putting it into perspective, a Bugatti Veyon has less torque but is equipped with all wheel drive. The Huayra is light and rear wheel drive so it may be a tricky car on the limit, especially with the lack of a spoiler.Image credit: image
But if you look closely at the car, you’ll see 4 flaps on the car, 2 on the front, 2 on the back. This is part of the active aerodynamics sector that Pagani are going into. The flaps lift up as and when needed to aid cornering stability and place downforce on the car as is needed. In heavy braking the rear flaps lift up and act like an air brake, similar to the SLR McLaren. It is putting Pagani well and truly on the map. The Zondas handled beautifully, but something tells me the Huayra is going to be that much better with this active aerodynamic package. It is also the first road going Zonda to have a paddle gearbox, a dual clutch system that should work pretty well. Having seen Mr. Pagani’s attention to detail, it’s going to work. That is the beauty of this car, with all the attention that has been lavished on the project over the years it is just going to work. It may still have Italian car tendencies, but that is what will make the car almost human. The interior of the car is up to Pagani standards so you can race the competition but not have that many compromises in the comfort sector.
So will we still be talking about Pagani in a few years time? I don’t want to jinx it but all indications are that we will be. If I was back at school I would be drawing the Huayra on my maths book all over again. Pagani is one of these rare start-ups that come and stay. They produce a high quality product that in the end makes a lot of others jealous and that gives them immortality. Other super car companies have come and gone – Spyker have had their problems, Gumpbert have come and gone as far as I’m aware, Zenvo have appeared and not heard anything since, SSC have gone very quiet at the moment, Noble had many successes then disappeared for a while after the M15 and came back with the M600, Saleen have been very quiet for a few years and Mossler haven’t done a lot recently either. But through all this Pagani have stayed, putting a smile on my face every time a new model comes out and making me remember why I love cars.
To you Mr. Pagani, you have certainly made this petrol head very happy and I am sure many will agree with me in saying do not let any car that bears the Pagani name be boring in any way shape or form.
Forza Pagani - semplicemente, grazie.
You can follow me on Twitter @cwhite90999, please note this is my personal feed so there will be more than just automotive subject matters.