Pagani Huayra: crazy debut - sports cars
Goosebumps. This is what separates something amazing from something that is beautiful in itself. The GT3 RS makes the 458 come too, and even before the engine starts. But without worrying about supercars, the Clio RS on the Eau Rouge curbs is enough. And Zonda? Well, when I was driving for the first time, I was shaking all over. That formidable V12 AMG, smooth steering with rich feedback and the feeling of inertia ceasing to exist as soon as you close the door behind you, you will never forget. Zonda squeezed time not only in the way it accelerated, but also in the way it turned every input into action. As soon as you turn, the car immediately enters the turn. On touching the accelerator, the needle instantly rose 2.000 rpm. He held back ... well, you get the idea. The Zonda looked like a spaceship powered by alien technology. It was and is an unusual car, one supercar with a capital letter was born out of nowhere.
Since 2001, the Zonda has struggled with rivals like the Enzo and Carrera GT or even the Bugatti Veyron. By comparison, the Ferrari was cheap, the Porsche was overly nervous, and the Veyron was difficult to maneuver (albeit much more powerful). Even in 2012, the Zonda marks a milestone in supercar history: continuous development has resulted in the 12-horsepower C394 becoming the fantastic 760RS we drove recently. Of course, we're telling you what you already know: you can tell the Roadster F Clubsport from the Cinque, and the R from the HH. But it's worth a refresher, because when you witness the incredible impact and power of the Zonda formula, you begin to understand the weight of the expectation that weighs on Huayra (which can be read as it is written, but Pagani usually pronounces it with a very guttural H, a kind of "Guaira"). Imagine that all the best qualities of your favorite records are combined in one song. Zonda was like that. But now Wyra suffers from second album syndrome.
He has a good line... I know, I know, that fishy face of hers doesn't convince you, does it? It's not even my favorite part, but overall the Huayra looks amazing and the more you look at it, the prettier it looks. Those Mirror drip, those circles curved double spokes, those lines that flow from front to back and end in a bold way, the way the body seems to extend over frame in carbotitan like Adrian Newey F1. Before landing in Bologna and entering the Pagani carbon temple, I was convinced that the Huayra was a little awkward and I preferred the Zonda, but the next day the new model felt much more modern and exciting. Trust me, you will love this as much as I do. And it could only be Pagani. If you are listening Orasio who tells you all the details of Huayra (stay free for two days just for this), in the end you will want to adopt Greece's financial strategy. What is a million euros when Europe thinks at the level of billions? I am sure the Germans will help me if I ask them politely.
great Receptionist opens the wings of a seagull. The rack is thin and a little flimsy and you will have to put your hand to lift the door panel. But I love it. Better than a big heavy pipe. Huayra reaches 1.350 kg. In this left-hand drive example, you put your right foot down, grab the door handle with your right hand, and then lower yourself into the seat and pull with you. That's all: you are inside. L 'cockpit attention to detail is a temple of speed made from skin, carbon e aluminum which complement each other perfectly. There Driving Position This is fantastic. I don’t bore you with details simply because there are too many of them, and I would stay here for a few hours. Look at the images first to convey the atmosphere. To some, this, of course, will seem excessive, but even the most cynical would be amazed at the beauty of the cabin if they had the opportunity to sit on it. This is impressive.
But we never doubted it. Horatio Pagani is an engineer and connoisseur, and Huayra is the fruit of dedication and constant love since 2003. engine central, eccentric and excessive. Those who read this know, and the questions they want to answer are different. For example: a V12 Will the 6-liter forced-induction ever be up to the sound, accelerator response and showiness of the old 7.3 aspirated? Young Pagani Tester, Davide Testi, can he recreate the elasticity, shine and sophistication that his predecessor, Loris Bicocchi, brought to Zonda? Can lightning strike the same place twice? We learn about it at the Fouta and Ratikos Pass, the proving ground for Ferrari and Lamborghini testers since time immemorial.
La Ignition In the shape of a Huayra, it opens like a USB stick, then slides into the center console under a row of oval handles and pivots. The hand of dials with a metal back and blue lettering touches the full scale before returning to zero. When the key is turned again, the starter will whistle and then give way to the sudden sonic explosion of the V12 engine. AMG which wakes up and then with a deep rumble calms down to a minimum. However, if you hit the accelerator, it pops out like a racing car. The first Zondas sounded warm and enveloping, and Huayra was furious. Do you think AMG has more people working on Huayra engines (67 people in total) than the entire staff at Pagani headquarters? It took a lot of time and effort to get to that point, but according to Davide Testi, the twin-turbo engine is now just as responsive and efficient as the naturally aspirated engine it replaces.
For the V12 there is Automatic transmission Seven-speed Xtrac manual. It's a single clutch because Pagani couldn't stand the idea of a heavy dual clutch in the back. This transmission barely reaches 96 kg, while, according to Pagani, a dual clutch capable of handling 1.186 Nm of torque would exceed 200 kg. It is then mounted transversely to improve weight distribution and make the car safer and more manageable even on the edge. This has been a key moment from the very beginning of the project. Horatio admits that when Enzo, Carrera GT and Veyron appeared one after the other, he was worried that he would not be able to compete. But when he then directed them, he was somewhat relieved. He is a car enthusiast (he also owns a Ford GT in Persian Gulf livery as well as an E-Type roadster) and liked all three and immediately concluded that the Carrera GT was the most impressive. “It's a beautiful car and a masterpiece of engineering,” he says. “But driving is not easy. At the limit it is very demanding. We wanted something with the added benefit understeer and a more progressive balance. "
From a technical point of view, a transverse single clutch transmission is the optimal setting. But when I operate a very complex gear selector (67 components that create a mechanical feel, even though the connection is actually through a solenoid) and wait to hear the thud of the first gear that goes to the sign, I can't help but wonder, but whether the owners of a Ferrari or a Bugatti would not find this slow play a little absurd. You just have to touch the gas to get the Huayra in motion, but it is difficult to know exactly where the clutch is disengaged and this creates a barrier between you and the car. Remember when I told you that Zonda seems to have a gift for squeezing time? Well, here the opposite is true. At stops and intersections, this is unnerving.
Fortunately, this hesitation disappears as speed increases, and the Huayra changes quickly and decisively. Less than 100 meters away, I already pressed the ESC button on the steering wheel (which changes not only the reaction of the stabilization system, but also the throttle response and gear shift behavior) to switch from automatic to comfort mode and take control with steering wheel petals. Here the Huayra has the same smoothness as the Zonda. After hearing Horatio talk about understeer and ease of use, I confess that I was afraid the Huayra was too soft, and instead it's perfect: comfortable for long rides, but at the same time manageable and stiff for those who want to untie it. properly. Below 3.000 rpm, shifting from one gear to another with a sweet hiss, the Huayra runs smoothly and exquisitely. That being said, the throttle is very responsive, even at a relaxed pace and well below the rev range where the turbos are supposed to fire. If someone told you that the V12 is naturally aspirated, it would be hard for you to disprove it.
However, it would be enough to lower the windows a few centimeters ... Suddenly this deep gurgling is drowned out by the claps of the fuel system and the whistle. turbo... The amount of air that this large engine can absorb is almost acceptable. It's amazing to literally hear its stunning performance powered by fresh air. But unlike the classic turbo supercars and the queen of this class, the Ferrari F40, there are no blind spots before the turbo kick. Indeed, the delivery is pleasantly progressive. Progressive but wild. Damn if she's wild.
The road to Futa Pass is dotted with a number of small villages a few hundred meters apart, but I can enjoy the Huayra even in second gear up to 6.500 laps. I cannot figure out how PZero back from 335 / 30 ZR20 can handle all that torque, the point is that the rear is glued to the asphalt and the acceleration pushes you against the seat. I can't find a better word than violent to describe this shift from 1.500 to 6.500 rpm in one gear.
As the height increases and the trees and houses decrease, I pick up my driving pace and enjoy the speed and efficiency of carbon ceramic brakes, active aerodynamics and suspension that keep the car in balance before slipping. Transversely mounted gearbox and the weight reduce their positive effect, but, of course, do not distract attention from the engine, which here releases all its 1.000 Nm of torque. couple... With such performance you will never be bored.
Perhaps most impressively, the chassis does an excellent job of handling the V12's intimidating power. The grip is extraordinary and the direction changes are quick and accurate even when the engine is not running. The Huayra's stability is such that it defaults to Sport mode, reducing shift times to 20 milliseconds, improving throttle response and reducing stability and traction control. Basically, it gives you all the freedom you need on the road and when Pirelli They have hysterics on the bumps, a small correction is enough to restore balance.
The Fouta Pass turns into the Ratikos Pass, and then right at the height of the Ratikos Chalet, the road splits in two. On the left you will find yourself on a deserted SP58. In fact, motorcyclists seem to prefer to stay on two steps, leaving a road clear that runs along the canopy and then crosses what looks like a desert village. We stop at the Chalet to make us a sandwich and coffee. Test driver David joins me, Metcalfe and photographers Dean Smith and Sam Riley and asks what I think ...
I haven't thought about it yet. I was just trying to keep the masterpiece from the cliff carbon e Titanium from 1 million euros and made every effort to unlock the potential of his engine a little. So I don't answer right away. The first thing that comes to mind is that I am madly in love with its very fast gearbox, which is not as stiff as the Aventador, but just as fast and much more enjoyable, and has the feel of a racing gearbox. It is a pity that at low speed it creaks a little. I also love the engine's fury and incredible traction, but I wish the steering was a little quicker and lighter - why go to great lengths to build an ultra-light car and then hide its agility with a heavy rack? David says he thinks the same way as I do and prefers the more aggressive of the three modes available for steering (the car we're testing has a center one). Then I would like carbon ceramic brakes had the kind of immediate action that only a Porsche seems to be able to achieve. To be honest, I brakes The Huayra are more Ferrari-like, with long pedal travel and a certain amount of weight and inertia when heated. But what I love the most is how the Huayra gives you all the tools to get the most out of the 730bhp.
I am glad that almost everything in it is as it should be, or even fantastic. Moreover, David seems ready to bite off my head if I find a flaw. I'm going to tell him that the way the Huayra's stability allows you to make the most of the chassis, engine and brakes even on narrow and unpredictable roads reminds me a lot of the Audi R8. But here I stop: he may not like the comparison. So I keep it to myself. Valid for this article. Now that there are 1.300 km between him and me, I have to be safe ... But this comparison makes sense, and I could not be happier than Pagani in rear drive with over 700 hp as safe and friendly as a well-balanced R8. He conveys a lot safety and makes all of it 730 hp. fully serviceable. So far, only one thing is missing: goosebumps.
This is definitely the right way to get him to come to you. And this is the moment I hoped for and feared at the same time. An impassive Dean makes a terrible suggestion: "How about we take a walk down this road and see which bend works best?" I think he's thinking of a good Huayra oversteer shot. “Do you know that this car costs a million euros?” I ask him, hoping that he understands me, but in response he tells me: “Then make sure that this is the right angle!”.
There is nothing that requires more concentration than pressing a button. ESC switch from Comfort to Sports (the center display turns red, possibly as a danger sign) and then press and hold the button for a few more seconds until the display shows “ESC Off”. Somewhere in an insurance company in England, an alarm goes off wildly. Even Harry hides in the Focus we rented, muttering "oh man," and then pretending to look at his iPhone. I tell myself that in the end it's just a car and I'm looking for the perfect turn.
For the first kilometer or two, I stick to what I always do when the stabilization systems are off: I drive slowly. But I'm more tense and awkward than usual. But soon the natural stability of the Huayra calms me down and I pick up the pace. There is always a little understeer, but if you open the throttle the tires obey, find the slip angle and hold it. In these, the Huayra responds quickly, shedding inertia in the best Zonda tradition, and a slight understeer keeps the rear in position. I wonder if it's fair for a 360-per-hour car to be so friendly?
A blind right turn, too high a speed, and the Huayra pulls off sideways, and for a few tenths of a second I see a steep slope in front of me. When I open my eyes, the car is back on track, so I shift into another gear and open the throttle. Frightening. Very tasty. Terribly delicious. Here, this behavior is more like her. Wyra looks like a kitten, but if he takes too much liberty, he turns into a tiger. Cold sweats, palpitations, adrenaline rush to the stars: there are not many cars that will make you live those moments.
That's the price to pay for its incredible grip: when the rear tires finally get enough, the V12 is in the craziest area of its supply and the tires start to roll. However, the Huayra doesn't immediately start spinning, and it's all thanks to the internal balance of the chassis that keeps the Huayra assembled even beyond the limit. And while it won't help you oversteer on a tight mountain pass - (almost) no one is crazy enough to try it - it can come in handy for correcting your line in many situations. When you start provoking this very fast car out of the corners and rolling the tires in the straight, you realize that Davide has created a masterpiece. You could never (and never could) drive a Carrera GT like that. Dean takes his spectacular shot, the insurance company's alarm stops ringing, and David Testi looks happy. Well, can we go home now?
We can, but we won't. We are an hour from the airport and in Italy, so I think if we arrive ten minutes before the flight takes off, that will be more than enough. This means that we still have almost an hour to enjoy this unusual car. Some will only notice its incredible stability, the ease with which its enormous stats can be exploited. But Huayra is more than just a refined and handcrafted Zonda. She has her own personality, or rather two, as she seems a little schizophrenic. Behind the refinement and lightness lies a demon sleeping with one eye open and waiting to come out, a very fast and very demanding car, a car that excites and frightens in equal measure, a complete supercar.
