1955

HORACIO PAGANI IS BORN IN CASILDA, ARGENTINA, ON NOVEMBER 10TH

Horacio Pagani (born 10 November 1955) is the Argentine founder of Pagani Automobili S.p.A., an Italian specialty auto-maker.

Career

Horacio Pagani's father was a baker descended from Italian emigrants. From an early age he enjoyed making cars using balsa wood, the designs of which can now be seen in the Pagani showroom. In 1983 he moved to Italy with a letter of recommendation by Juan Manuel Fangio in order to pursue his dream of building a supercar. At the age of 20, Pagani had designed and built his first F3 racer. He was a chief engineer at Lamborghini and he built the Countach Evoluzione concept. He tried to persuade Lamborghini to buy an autoclave so they could extend the production of the carbon parts for the Evoluzione. They refused, saying that neither did Ferrari have an autoclave, nor did Lamborghini need one. Pagani borrowed the capital to buy his own autoclave late in 1987 and then, in 1991, he broke away from the company and founded his own consultancy called Modena Design which continues to make carbon fiber composites for Formula One cars and clients like Daimler, Ferrari and Aprilia .

Pagani Automobili Modena was founded by Pagani in 1992. The first car he produced was the Zonda which took seven years to complete.

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1993

BEGINS THE FULL PROJECT OF THE PAGANI ZONDA

The Pagani Zonda is a sports car built by the Italian manufacturer Pagani.
It debuted in 1999, and production ended in 2011, with three special edition cars, the Zonda 760RS, Zonda 760LH and the Zonda 764 Passione, being produced in 2012. By June 2009, 135 Zondas had been built, including development mules. Both 2-door coupé and roadster versions have been produced. Construction is mainly of carbon fiber.

Some of the early Zonda engineering was done by Formula One champion Juan Manuel Fangio. The car was originally to be named the "Fangio F1" after him, but, following his death in 1995, it was renamed for the Zonda wind, a regional term for an air current above Argentina.

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1999

PRESENTATION OF THE PAGANI ZONDA C12 AT THE GENEVA MOTOR SHOW

The Zonda C12 debuted in 1999 at the Geneva Motor Show. Powered by a 6.0 L (366 cu in) Mercedes-Benz V12 engine
producing 394 PS (290 kW; 389 hp) at 5200 rpm and 570 N·m (420 lb·ft) at 3800 rpm mated to a 5-speed manual transmission gearbox. The C12 could accelerate to 60 mph (97 km/h) in 4.2 seconds and to 100 mph (160 km/h) in 9.2 seconds.

Just five of the original 6.0 L Pagani's were built, though it was still available in 2002 when the C12 S debuted. One was used for crash testing, while another was a demonstrator and show car. The remainder were delivered to customers during the next three years. A woman from Switzerland is confirmed to own the last remaining Zonda C12, rejecting the offer from Pagani himself to redeem the car for historical reasons.

* * *

2000

PRESENTATION OF THE PAGANI ZONDA S 7.0 AT THE GENEVA MOTOR SHOW

The Zonda S uses a 7.0 L (427 cu in) AMG–tuned version of the engine producing 550 PS (400 kW; 540 hp). It can accelerate to 62 mph (100 km/h) in 3.7 secs, to 100 mph (160 km/h) in 7.5 secs and complete the quarter mile in 11.3 secs. Lateral acceleration on the skidpad is 1.18 g (11.6 m/s²), it can reach a top speed of 208 mph (335 km/h), and carries a price tag of US$500,000.

The Zonda S features an elongated nose, flaps at the rear for improved aerodynamics, and new light clusters and exhausts. Only fifteen 7.0 L Zonda S cars were produced.

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2002

PRESENTATION OF THE PAGANI ZONDA S 7.3 AT THE GENEVA MOTOR SHOW

The Zonda S 7.3 of 2002 used a new, larger V12 engine displacing 7.3 L (445 cu in) designed and manufactured by Mercedes-Benz AMG producing 555 PS (408 kW; 547 hp) and 750 N·m (550 lb·ft). And to better handle the power, traction control and ABS were made standard. Performance claims were unchanged from the Zonda S.

On the Autobahn in which the car topped out at 198 mph (319 km/h), 10 mph (16 km/h) off the mark of its claimed top speed of 208 mph (335 km/h). Company representatives at Pagani's factory claimed this was the result of the car being in the setting for maximum down force, something that would drop its top speed to around 200 mph (320 km/h). However, the EVO article claimed that aerodynamic parts, specifically ones that created drag were removed during the run, bringing Pagani's claims into question.

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2003

PRESENTATION OF THE PAGANI ZONDA ROADSTER S 7.3 AT THE GENEVA MOTOR SHOW

In 2003 Pagani presented the Zonda Roadster, a roadster version of the
Zonda S 7.3. Carrying the same components as the coupé, Pagani promised no loss of performance, a claim supported by the minimal weight gain of 30 kilograms (66 lb). A total of 40 roadsters were produced.[3]

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2005

PRESENTATION OF THE PAGANI ZONDA F AT THE GENEVA MOTOR SHOW

The Zonda F (or Zonda Fangio) debuted at the 2005 Geneva Motor Show. It is the most extensive re-engineering of the Zonda yet, though it shares much with its predecessors including the 7.3 L AMG
V12 engine which through enhanced intake manifolds, exhaust and a revised ECU now produces 602 PS (443 kW; 594 hp) at 6150 rpm and 560 lb·ft (759 N·m) at 4000 rpm.

Production of the Zonda F was limited to 25 cars. Named after Formula One driver Juan Manuel Fangio, it came equipped with an extra headlight and different fog lights at the sides, new bodywork (revised front end, new rear spoiler, more aerodynamic vents all around) that improved the car's aerodynamics, and different side mirrors. Further enhancements over the "S" centered on optional carbon/ceramic brakes developed in conjunction with Brembo, alloy wheels, Inconel exhaust system, hydroformed aluminum intake plenum and a redesigned "Z preg" weave in the crash structure to improve rigidity and reduce weight.

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2006

PRESENTATION OF THE PAGANI ROADSTER F AT THE GENEVA MOTOR SHOW

The Zonda Roadster F debuted at the 2006 Geneva auto show. It
was similar to the coupé, but with a removable carbon fibre roof and canvas side curtains, weighing just 5 kilograms (11 lb) more than the coupe. Production of the Roadster F was limited to 25 units.

The Roadster F is able to maintain chassis rigidity without any gain in curb weight, eschewing conventional thinking by not strengthening the sills, a process which would have needed more than 35 kilograms (77 lb) of reinforcement. Pagani instead uses racing car thinking, materials and construction techniques, strengthening the firewall structure of the chassis tub together with billet alloy braces that connect the points where the roof rails would have joined. The windscreen is also strengthened for safety reasons. These techniques enable the Roadster to have virtually the same weight as the coupé, 1,230 kilograms (2,710 lb).

The Zonda Roadster F Clubsport was tested by Top Gear's The Stig and James May and achieved a lap time around their test track of 1:17.8, beating the Bugatti Veyron 16.4 tested during the same episode, but lost in a quarter mile drag race against the Veyron by nearly 2.5 seconds.[5] According to James May, the Zonda F Roadster costs £825,000. German racing driver Marc Basseng managed to lap the Zonda F Clubsport around the 20.8 kilometres (12.9 mi) Nürburgring Nordschleife in 7:24.7.

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2008

PRESENTATION OF CHRONO AND ZONDA R MODELS AT THE GENEVA MOTOR SHOW

The Zonda R debuted at the Geneva Motor Show 2007, using the 6.0 litre V12 M120 engine sourced from the race version of the Mercedes-Benz CLK-GTR.[18] The Zonda R's competition lies with track-based cars, such as the Ferrari FXX and Maserati MC12 Corsa rather than the original Zonda's road competitors as it is not road-homologated.
Despite sharing much of the Zonda's shape, the R is almost entirely new, sharing only 10% of the Zonda F's components. It has been obliquely suggested by Horacio Pagani that this car is a testbed chassis for certain components of the Zonda's replacement, the Pagani Huayra (in the same vein as the Ferrari 288 GTO Evoluzione and the successive F40) and that the Zonda R accurately reflects some of the Huayra's features. Only 15 Zonda R were produced.

Chassis

The central carbon chassis incorporates a roll cage and a rubber racing fuel cell with 4 fuel pumps and quick refuel filler cap, similar to GT race cars. The wheelbase has been increased by 47 mm (1.9 in) to increase stability. The front and rear subframes are brand-new, built to accommodate new suspension geometry, and produced in Avional. The slick-shod wheels are new forged-magnesium center-lock models, which in conjunction with on-board pneumatic airjacks (again, like the FXX) allow rapid change of the entire wheel assemblies.

The car senses, displays and logs information about the amount of down-force that is generated at each wheel at all times. It is thought that this system will enable owners to adjust set-up according to track conditions and to improve their cornering technique.

Bodywork

In addition to the wheelbase increase (47 mm), overall length has increased by 394 mm (15.5 in) and track by 50 mm (2.0 in). The bodywork and aerodynamics have been altered to offer maximum down-force, featuring a longer front bonnet with flaps, a closed underbody and a new rear overhang with adjustable rear wing and race-derived diffuser. These are intended to translate into increased aerodynamic efficiency and down-force for maximum cornering speed. It is also noted that the car's new rear bodywork is minimal in the extreme, being composed mostly of vent. This is thought to be symptomatic of the need to keep the engine cool enough, even under hard track use. Again, this is similar to the gutted bodywork of the Ferrari FXX Evoluzione.

Engine

Zonda R engine (Mercedes-Benz M120 AMG)

Output has increased to 750 PS (552 kW; 740 hp) at 7500 rpm and 710 N·m (524 lb·ft) of torque. A lightweight carbon fibre high performance intake system, racing multiple disc centered clutch and Formula One-style exhaust system, hydroformed in Inconel 625 and ceramic coated for optimal heat dissipation, have been added. The AMG-built engine is mated to a 6-speed longitudinally-mounted manual sequential synchronized gearbox.

Interior

The car's interior is spartan, reflecting the car's racetrack aspirations and intended home, and features seats customized to the driver to offer maximum support. As before, the Digitek instrumentation provides essential information and the sophisticated telemetry allows a variety of sensors to monitor numerous aspects of the car.

Nürburgring

The Zonda R holds a record-breaking lap time at the Nürburgring of 6:47.48.

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2009

PRESENTATION OF THE ZONDA CINQUE AT THE GENEVA MOTOR SHOW

The Zonda Cinque (Italian for five) was meant to be the last
iteration of the Zonda, being a road going version of the Zonda R. Only five were built — hence the name — at the cost of £1 million ($2,193,070), with deliveries set to June 2009 for all five cars.

The differences over other road-going Zondas are the new 6-speed sequential gearbox, resulting in shifts now taking less than 100 milliseconds, dropping 0–62 mph down to 3.4 seconds. The Cinque also has a revised form of carbon fibre called "carbo-titanium" which incorporates titanium to increase strength and rigidity. Suspension makes use of magnesium and titanium components, and the engine's power has been increased to 678 PS (499 kW; 669 hp). Revised bodywork, which includes a longer front splitter, new sideskirts, rear diffuser, bumper canards and a flatter underside as well as a roof-mounted air intake scoop, enables the Cinque to create 750 kg (1,653 lb) of down-force at 355 km/h (221 mph) and 1.45 G of cornering force.

The Zonda Cinque's prototype was designed specially for the purpose of filming a special live-action trailer for Need For Speed: Hot Pursuit, developed by Criterion Games, and built for shooting, with Horacio Pagani himself monitoring the construction of the car.

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The Huayra Project

by

- NISSAN: STUDIES A SPOILER FOR A RACING CAR

- DESIGNS INTERIORS FOR AUTOMOBILI LAMBORGHINI

- APRILIA: ENGINEERING, MOULD AND CONSTRUCTION OF COMPONENTS FOR 250/400 RACING MOTORCYCLES (WORLD CHAMPIONSHIP)

- RENAULT FRANCE: ENGINEERING, MOULDS AND PROTOTYPE CONSTRUCTION PROJECT “NEXT”

- FERRARI AUTOMOBILI: MOULDS AND MANUFACTURING F1 ENGINE COMPONENTS

- BERMAN: DESIGN, ENGINEERING, MODELS, MOULDS AND PARTS FOR SUZUKI VITARA / DAHIATSU MOVE

- DALLARA F3: COMPONENTS MOULDS AND CONSTRUCTION WITH ADVANCED COMPOSITE MATERIALS

* * *

2011

FEBRUARY 18TH AT THE PIRELLI HEAD QUARTER IN MILAN, THE PAGANI HUAYRA WORLD PREMIERE

Pagani Huayra at 2011 Geneva Motor Show

The Pagani Huayra (Italian pronunciation: [ˈwai̯ra]) is an Italian mid-engined sports car produced by Pagani. Succeeding the company's previous offering, the Zonda, it costs €1,198,000 ($1,314,000). It is named after Wayra Tata, which means "God of the winds" in Quechua, the official language of the Inca Empire.[1][2] The Huayra was named "The Hypercar of the Year 2012" by Top Gear magazine and received a very positive review when tested by Richard Hammond on Top Gear. The Huayra is currently the fastest road car to go around the Top Gear Test Track, setting a time of 1:13.8, beating the previous record of 1:15.1 set by the Ariel Atom V8 in January 2011. It was used in the movie Transformers: Age of Extinction as the KSI prototype turned Decepticon Stinger.

Performance

The Huayra uses a twin-turbo, V12 engine developed by Mercedes-AMG specially for the Huayra. The Huayra's 6.0-litre engine, the M158, produces 730 metric horsepower (720 bhp (539 kW)) and 811 lb·ft (1,100 N·m) of torque. Its top speed is about 238 mph (383 km/h) [3] and it has a rating 0–62 miles per hour (0–100 km/h) acceleration time of 3.0 seconds. Using Pirelli tires, the Pagani Huayra is capable of withstanding 1.66 g of lateral acceleration at speeds of up to 230 mph (370 km/h).[2][4]

The Pagani Huayra uses a seven-speed sequential gearbox and a single disc clutch.[2] The choice not to use a dual-clutch in an oil bath was due to the increase in weight of over 70 kg (154 lb), thus negating any advantage of the faster gear changes in a double-clutch transmission.[2] As a result, the entire transmission weighs 96 kg (212 lb).[2]

The car is equipped with Brembo brake calipers, rotors and pads. The calipers have four pistons in front and four in the rear. The rotors are drilled carbon ceramic, 380 mm (15.0 in) in diameter and 34 mm (1.3 in) thick.[5]

Engine

Mercedes-Benz's AMG division provides the engine of the Huayra which is hand-built. The 5,980 cc, twin-turbo, 60° AMG M158 V12, has been designed at the request of Pagani to reduce turbo lag and improve response, realized with smaller turbos, a different intercooler configuration and re-programmed ECU settings.

Like many high-performance cars, the Huayra uses dry sump lubrication. This has several key benefits including guaranteeing oil flow even when the car is subjected to extreme lateral acceleration, preventing "oil surge" which allows the engine to operate more efficiently while the lack of an oil pan allows mounting the engine lower, lowering the car's center of gravity and improving handling. The fuel consumption of the Huayra is 10 mpg (23 l/100 km) in city and 14 mpg (17 l/100 km) in highway (EPA testing).

A water / oil heat exchanger reduces engine warm-up times on cold days and helps maintain a stable temperature for refrigerants and lubricants.

To minimize the use of pipes and fittings (and the overall weight of the vehicle), the expansion tank is mounted directly on the engine. Intercooler fins act as an expansion tank circuit at low temperatures.

The titanium exhaust system was designed and built by MHG-Fahrzeugtechnik.[4] Hydroformed joints were developed to reduce back pressure and ensure a free flow exhaust. Titanium reduces the weight of the exhaust system while the Inconel silencers improve reliability in the most exposed parts of the exhaust at high temperatures. The entire system weighs less than 10 kg (22 lb).

Aerodynamics

The Pagani Huayra is different from its predecessor in that it incorporates active aerodynamics.[2] It is capable of changing the height of the front from the ground and independently operating four flaps placed at the rear and front of the car.[2] The behavior of the flaps is managed by a dedicated control unit that is fed information from systems such as the ABS and ECU, which pass on information about the car's speed, yaw rate, lateral acceleration, steering angle and throttle position.[6] This is intended to achieve minimal drag coefficient or maximum downforce depending on the situation.[2] The Huayra's designer Horacio Pagani states that it has a variable drag coefficient of between .31 to .37.[7] The system also prevents excess body roll in the corners by raising the "inside" flaps (i.e. the left ones in a left-handed corner and vice versa), increasing the downforce on that side of the car. The rear flaps also act as an airbrake. Under hard braking, both the front suspension and the two rear flaps are raised to counteract weight transfer to the front wheels and keep the whole car stable, for instance when entering a corner.[6] Air from the radiator is extracted through an arch in the bonnet at an angle that is designed not to affect the streamline around the body. The side air intakes behind the front wheels create a low pressure zone, resulting in downforce.