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8 FORZA NATION SEPTEMBER 2012 Since 1999, Pagani has been known for two things; the Zonda, and a whole lot of carbon fibre. If you know anything about cars, you’ll know that the Zonda needs no introduction. I’d be surprised if you didn’t. The Zonda is famously named after the warm, dry foehn wind, originating at the Andes, and making its way across the central area of Argentina. This name might imply that the Zonda is an easy-going, comforting experience, binding one with nature. If you thought this, then meet my friend, The Flying Pig. In no way is the Zonda easy going, and in no way does it bind you with nature. It’ll actually do the exact opposite of both – It will pull you apart until you see your spleen, and it’ll rip apart the air like a weightlifter with a phonebook. The Zonda didn’t have a 7 litre AMG V12 DHOC for nothing; The C12S produced almost 550 hp, which took it just past 200mph. These Zondas were certainly not for the common man. In 2000, the Zonda C12S cost about $500,000, for a car with only 14 other duplicates. When Pagani had enough of the C12, it started on the Zonda F – The F standing for the Zonda’s original concept name, Fangio, named after F1 champion Juan Manuel Fangio. The F uses the same AMG V12 engine, powering the car just shy of 600 hp. Following the success of the F, the R was built; A race-bred track car infamous for not being used on the track. Although it looked like the F, the R was almost entirely new, and took on more of the FXX rather than the previous Zondas. A roadlegal version of the R was built in 2009 – The Cinque. Combined, there are only ten Cinque and Cinque Roadster iterations, each costing over a staggering £1,000,000. The final massproduced Zonda was the Tricolore, celebrating 50 years of the Frecce Tricolori, the Italian Aerobatic Squadron. “Mass Produced” is used lightly here; Only three were built, all costing upwards of £1,200,000. And that is where it ends. Various one-offs were built for exclusive customers – Those with more money than mind. The Zonda left a legacy behind that no other single car could copy; It’s jarring features and exquisite design made the car and exotic icon. In ten years, around 100 Zondas were built, which would make Pagani over £100,000,000. Whichever car Pagani chooses to take such a pedestal has more than just massive expectations to follow; it also has to be worth it. In school, there’d always be one kid whose name was hard to pronounce. Whoever they were, they’d be known all around the school; not because they’re exceedingly popular, but because no one could say their name without external input. In school, that kid was me. My surname may only be six letters long, but no one could pronounce it right. It’s not even particularly hard, either. No crazy vowels or consonant pairings here – just good old regular HEIR TO THE THRONE PAGANI HURAYA REVIEW THE HUAYRA, PRONOUNCED WHY-RAH. IT MUST BE THE MOST RIDICULOUS NAME IN AUTOMOTIVE HIS- TORY. IT IS NAMED AFTER HUAYRA-TATA, THE GOD OF WIND. IMAGE BY DEVLINGFS English. Yet I was known around the school. Of course, no one knew who I was, they just knew my name. I like to think that this is what Horacio Pagani had in mind with his latest creation out of the crazy scientist’s lab – The Huayra, pronounced why-rah. It must be the most ridiculous name in automotive history. Many cars have long acronyms that actually mean something. ‘Huayra’ is not an acronym, and doesn’t actually mean anything, as it is named after Huayra-Tata, the God of Wind, worshiped by the Puruhá Quechuas and Aymaras of the Bolivian and Peruvian Andes. Recognise the Andes wind theme here? Because apart from its striking looks, that’s all the Huayra shares with the Zonda. If the Zonda is a wild, jet-fuelled, crazy maneater, then the Huayra is its educated, peaceful, intellectual younger brother. The Huayra is more powerful than the Zonda; the 6 litre twin-turbo V12 AMG M185 is similar to the engine used in the Mercedes-Benz SL65 AMG Black Series, producing a neat 700 hp. However, unlike the Zonda, the Huayra keeps this power under control by using an interesting adaptive aero system. At the front and rear of the car there are two flaps which all work independently. According to Pagani, these are powered by a unit that is constantly given information from the ABS and ECU, and information about the yaw rate, lateral acceleration, steering angle and the car’s speed and throttle position. These flaps also act as airbrakes, and the front suspension lifts under braking to keep the car stable by counteracting weight transfer to the front. Other interesting characteristics are the car’s gull-wing doors, and 7-speed sequential gear box with a duel-disk clutch. The choice to use a duel-disk clutch rather than a more common duel-clutch was the increase in weight; a duelclutch is more heavy than a duel-disk clutch, so much so that the Huayra benefits more from the loss of weight than an otherwise quicker gear change. In fact, the Huayra goes to many lengths to cut down on excess weight. The expansion tank is fitted directly on the engine to reduce piping, the exhaust is made from titanium, and the air conditioning system is integrated into the monocoque structure of the car. As such, the car reaches absurd speeds of 230 mph, and weighs only 3153 lbs. Pagani are pricing the Huayra at £850,000 starting in 2013 – cheap, compared to the £1m price tag of its predecessors; then again, the first Zonda only cost half a million. Pagani say they also want to produce no more than 40 units per year, which will soon make it the most common Pagani model in the world. The Huayra is not only a piece of engineering excellence, but also a work of art. Everything about this car says aerodynamics; from its blade-like rims designed to funnel air to the brakes, its gaping front splitter and rear diffuser, the elongated cockpit module, and the leafshaped wing mirrors. But the Huayra’s design originates from the Zonda, which is clear from the pointed snout, the front and rear light clusters, the raised quad-exhausts, and the bare carbon fibre rear end. Despite this, however, it’s
clearly a wholly unique car – The pinnacle of automotive engineering. Hopping inside the car, traits from the Zonda flood back in. The open, exposed cockpit is ridden with bare carbon, and the steering wheel and its components extend from the dashboard; which is itself low and covered in modular air vents, buttons, and the likes. Starting the engine, the dashboard comes alight with various information about the car. The engine whines with its two turbos in the rear, and you instantly know what this car wants to do. Two hundred miles-per-hour later and 700 hp rages through my right foot. The engine roars and whines behind me, pulling the car through its seven gears. Suddenly there’s a kink in the road ahead. I lift off the throttle and apply some brake. All four flaps lift up is various degrees of movement, and as I turn in and feather the throttle, they shift around as they struggle to keep the V12 at bay. Another sharper turn, and I’m hard on the brakes. The front flaps lift right in front of me; I can physically see the car balancing itself. But this entire struggle is to no avail, as the rear slides out to the right, the left flaps bouncing around to keep it from getting worse. This car speaks to you through these... ‘Gills’. It breathes to you, telling you where the problem is. It asks you if you know what you’re doing. Every time you brake, it says “You’re braking now. Are you sure about this?” Every time you turn, it reminds you “We’re going left now. I’ve got this under control, but feel free to help.” This really is a remarkable experience. Active aero has been around for a considerable time now, but never before has anything like the Huayra ever actively shifted to your actions. But sometimes it just seems like a gimmick, as 700 lb-ft of torque easily overcomes these mere flaps. Unlike the Zonda, the Huayra doesn’t have a permanent spoiler, because the flaps lift up to become one at 60mph (and lift further at 100mph, and lower at 150mph). The Huayra is also heavier than the Zonda, approximately 300 lbs more than the Cinque. As such, the Huayra TWO HUNDRED MILES-PER-HOUR LATER AND 700 HP RAGES THROUGH MY RIGHT FOOT. THE ENGINE ROARS AND WHINES BEHIND ME PULLING THE CAR THROUGH ITS SEVEN GEARS SEPTEMBER 2012 FORZA NATION 9 WORDS STANDAMAN 94 IMAGES DEVLINGFS THE HUAYRA IS NOT ONLY A PIECE OF ENGINEERING EXCELLENCE, BUT ALSO A WORK OF ART. EVERYTHING ABOUT THIS CAR SAYS AERODYNAMICS; FROM ITS BLADE-LIKE RIMS DESIGNED TO FUNNEL AIR TO THE BRAKES, ITS GAPING FRONT SPLITTER AND REAR DIFFUSER. IMAGE BY DEVLINGFS has some annoying transitional oversteer, and doesn’t feel very responsive at lower speeds, making it also understeer in some situations. The Huayra really is something Pagani should be proud of. Its incredible speed, power and technology make it one of the best supercars to date. I believe that Pagani can buff out any of the Huayra’s flaws over time, just as they did with the Zonda. Who knows? In ten years time we could have a Pagani Huayra R that actually can race. The future is bright; the future is Huayra.
Page 1 and 2: AVAILABLE THE FIRST MONDAY OF EVERY
Page 3 and 4: CONTENTS REVIEWS SNAKE BITE: 2013 S
Page 5 and 6: DevlinGFS A QUICK HISTORY LESSON SE
Page 7: The one thing this car will NOT for
Page 11 and 12: ROOM FOR A FEW: 1966 FORD COUNTRY S
Page 13 and 14: Proton, they have use the economica
Page 15 and 16: that was derived from Nissan’s tw
Page 17 and 18: BUGATTI VEYRON SS 1:11.0 GUMPERT AP
Page 19 and 20: #1: Decelerate Straight Do as much
Page 21 and 22: SEPTEMBER 2012 FORZA NATION 21 “T
Page 23 and 24: FORZA NATION PDF & ONLINE SEPTEMBER
Page 25 and 26: PAINT OF THE MONTH COLAB BY: FRDT U
Page 27 and 28: SEPTEMBER 2012 FORZA NATION 27
Page 29 and 30: obscure Japanese games etc but I wo

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