With its introduction in 2011, the Pagani Huayra supercar succeeds the legendary Pagani Zonda that changes the dynamics of the auto world in 1999. Named after a warm south American wind, the “Why-rah” represents the culmination of seven years of hard graft by the 57 employees at Pagani, the project had begun in 2005. The two biggest differences were the dropping of a manual transmission and the addition of two turbochargers to the AMG-sourced V-12 nestled behind the driver
Pagani Huayra Supercar – In the words of Michelangelo “Beauty is in the details.” And in Huayra’s case, the details are exquisite, even if they have taken a while to make perfect. The Huayra BC so named for Pagani’s first customer, the late Benny Caiola. Power was up from 730 hp and 738 lb-ft of torque to 791 hp and 775 lb-ft, and weight was down. Next came the controversial Huayra Roadster, a removable-top version of the standard Huayra which signaled to change the doors from gullwing to standard.
The Exterior
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The Pagani Huayra comes with a new front fascia, a massive wing, and a more aggressive rear diffuser. The car’s body is adjusted slightly for RBC duty. Due to its off-roof, the car loses some downforce. The downforce was balanced by the new aero tweaks which add up to 1,100 pounds of total downforce at 175 mph. The suspension’s active dampers are reprogrammed for RBC duty, and there’s an all-new titanium exhaust.
The Interior
Interior-wise, the Huarya is similar to the Zonda it succeeds in that it is full of swathes of fine leather and expensive metals, with the interior dominated by the handsome and clean aluminum dashboard. On the equipment front, Pagani has kept it simple with a multi-functional steering wheel, paddle gear shifters, a simple set of conventional air conditioning controls, and an infotainment system that dominates the main console complete with Bluetooth and sat-nav.
Pagani Huayra Supercar – The BC is a different beast and a more performance-derived machine, hence Pagani’s insistence ‘less is more’, so they have saved weight where they can, given a black interior, a suede steering wheel, and an electronic parking brake. The Pagani Huarya costs more than three-quarters of a million pounds once taxes are factored in. Is it worth it? Yes. It’s arguably the most exclusive, best looking, best driving supercar there has ever been, Veyron included.
The Engine and performance
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Powered by a 6.0-liter, twin-turbo V12 that’s made bespoke for Pagani by Mercedes-AMG, the rear-wheel-drive Huarya is one of the world’s fastest, most advanced, and arguably most exclusive supercars. Just 20 were made at the company’s tiny factory in Modena in 2012, after which production reached the heady heights of 40 cars per year from 2013.
The Pagani Huarya exceptional performance can’t be ignored even for a second as it’s utterly exciting to drive. The highlights include its acceleration, traction, steering, braking, and grip mid-corner, all of which are in the Bugatti Veyron-plus category. Genuinely.
It’s a far more intense car than the Bugatti in every dimension; noisier, edgier, more agile much more agile and instantly more exciting on the road. It ESP and TC systems and the traction are phenomenal considering there’s 720bhp and 737lb-ft under your right foot, the latter available as a flat peak between 2250-4500rpm.
This rear-wheel-drive weighs an entire Caterham Seven less than a Veyron, which means its power and torque to weight ratios are in a very similar league. You need to be right on top of your game to avoid being blown away completely by what this ferocious car can do.
And if it rains, don’t even think about turning the safety systems off. Just leave it in Comfort and let the rest of the world gawp at you instead which is something that happens pretty much anywhere you go in the Huarya.
The Pagani Huayra is a single clutch, manually operated auto. The ‘box itself is made by Berkshire-based Xtrac. Pagani carefully chose this single and manually operated clutch because it weighs 80 to 90kg less than a double-clutch and also because it’s so much smaller than a DSG it can be mounted transversely instead of longitudinally within the engine bay, which makes the drivetrain in its entirety more compact than it would otherwise be.
The Pagani shift quality is exceptional, even if you do need to lift momentarily during upshifts to avoid the “thump” that the majority of Pagani’s customers apparently want from the cars they drive (and which is engineered to placate such desires).
It all adds up to a machine that is, if anything, even more, incredible to drive than it is to look at. And when a car looks this heart-thumpingly gorgeous (even the most stunning photos fail to do it justice somehow) that’s a very big compliment indeed.
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