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We are not afraid to admit we are guilty of taking a bit of a piss at Paganis endless special-edition spinning. When an entirely new — like, completely brand-new — Pagani comes out, we are all bloody ears. We get to test out lots of awesome cars here at R&T, but only about every ten years does an opportunity come up for us to drive a Pagani.
Everyone at Pagani calls it an RBC, and that has quite the ring to it. Pagani managed this by using a new shape, a wing, and just throwing a few more wings on it to make sure that it was not crushed into the ground. It has always been like that, from the first Zonda right up until its latest polka-dot purple throwaway.
It is the only V12 AMG made today, custom-built by Pagani for twelve-cylinder futureproofing in years to come. It is a brand-new twin-turbocharged, 6.0-litre V12 specially developed by AMG for Pagani, the same engine that powers all Pagani cars. The all-new car is supposed to be a supercar that can do over 300mph, and it is been undergoing development for quite a while.
While both the Huayra and Paganis new track special are apparently powered by Mercedes-Benz-branded, 6.0-liter V12s, the two could not be more different. Article Contents Nor, as even a cursory look at the bodywork makes apparent, are any of the body parts interchangeable between the Huayra and the Paganis newest track special, and, obviously, the latter is a racing car while the former is a piece of art posing as (road-legal) supercar, neither does either make it pass Paganis signature hedonism inside. As I said, if you were to scan Horacio Paganis whole parts file, you would find the Huayra and the Huayra R have no parts in common — apart from, uh, said mirrors.
That is because, whereas the Huayras V12 is a torque-spurring, two-turbocharged, low-rpm monster built by Mercedes-AMG, Paganis newest track special, as described in my track test, is built by a tiny race company called HWA. Perhaps equally significant, whereas the Huayras V12 weighed in at 261kg, the Paganis new track special tips the scales at only 198kg. Paganis Head of Technical Office says that indeed, the development team intended to run a Huayra.
As the Pagani Senior kept up its performance on torsional stiffness — Paganis new track special ended up having a little over 50% greater stiffness against bending than the granite-like stiffness of the basic unit — fewer of the basic Huayras survived the switch. Where Huayra showed off early uses of carborthanium — carbon and titanium weaved together to give it Hulk-like strength — for the BC Roadster, Pagani guys were in the lab, getting a new compound, which offered 12 per cent greater torsional stiffness and 20 per cent greater stiffness when it came to the bends. Founder Horacio Paganis stuff is all about attention to detail, and every component in this car has been carefully designed and manufactured, from the gorgeously sprung shifter selectors down to the bolts themselves, every one made from titanium and stamped with a Pagani logo.
With all the shells opened, it is hard not to think about later prototypes in the Group C, particularly Sauber-Mercedes, the cars that founder Horacio Pagani has named as his inspiration. When the Huayra first arrived back in 2011, twin clutches had yet to become standard in supercars, with Pagani opting for single clutches to save weight. Along with the Aventador, the Huayra is one of the last cars sold to date that uses an automated, single-clutch manual gearbox. It seems odd to compare the Huayra with cheaper cars, but to say that the steering reminds you of the McLarens and Lotuses that are still benchmarks in terms of feel through the steering wheel is a huge compliment.
This time, Michael Holdsworth tests out his Porsche GT3RS, eager to see how the car with the Get the Most Out of Every Second tagline would fare. His McLaren Sabre is made entirely from carbon fibre, instead of aluminium and steel, making it lighter up top, says Chase Englehart.
