Pagani

Mercedes-Benz 6.0L M120 V12 producing 394hp naturally aspirated. Later 7.0L V12 550hp. 7.3L V12 555hp. Six-speed manual transmission. RWD mid-engine layout. 4395mm length. 2730mm wheelbase. 1250kg curb weight dry. Two-seat hypercar. Carbon fiber monocoque central tub. Carbon fiber body panels. 0-100 km/h 3.7 seconds. 335 km/h top speed. Horacio Pagani founder designer. Former Lamborghini composite specialist. San Cesario sul Panaro Italy manufacturing. Handbuilt artisanal production. Only 106 Zonda total all variants 1999-2017. Each car unique specification. Steampunk interior design. Exposed metal switchgear. Aluminum machined components. Italian hypercar art.

Mercedes-AMG 7.3L V12 producing 602hp. 760Nm torque. Six-speed manual or sequential. RWD mid-engine layout. 4435mm length. 2730mm wheelbase. 1230kg dry weight. Two-seat hypercar. Carbon-titanium construction. Aerodynamic improvements extensive. 0-100 km/h 3.6 seconds. 345 km/h top speed. Dedicated to Juan Manuel Fangio F for Fangio. Nürburgring lap record 7:27.82 at time. Track-focused development. 25 units coupe. 5 units roadster. Clubsport variant lightweight. Carbon ceramic brakes standard. Adjustable suspension. San Cesario sul Panaro manufacturing. Most focused Zonda. Collector car extremely valuable.

Mercedes-AMG 7.3L V12 producing 678hp. 780Nm torque. Six-speed sequential automated manual. RWD mid-engine layout. 4435mm length. 2730mm wheelbase. 1210kg dry weight. Two-seat hypercar. Carbo-titanium HP52 weave. Magnesium wheels. Titanium exhaust system. 0-100 km/h 3.4 seconds. 355 km/h top speed. Only 5 coupes built hence Cinque meaning five. 5 roadsters additional. Most extreme Zonda variant. Aerodynamic package aggressive. Carbon fiber everywhere. Lightweight obsession. Track-focused maximum. San Cesario manufacturing. Collector car multi-million dollar. Italian hypercar pinnacle. Horacio Pagani masterwork.

Mercedes-AMG M158 6.0L twin-turbo V12 producing 730hp. 1000Nm torque. Seven-speed sequential automated manual. RWD mid-engine layout. 4605mm length. 2795mm wheelbase. 1350kg dry weight. Two-seat hypercar. Carbo-titanium monocoque. Active aerodynamic flaps four independent. Gullwing doors upward opening. 0-100 km/h 3.3 seconds. 370 km/h top speed. Huayra named Andean wind god. 100 coupes planned production. San Cesario sul Panaro manufacturing. Each car bespoke specification. Steampunk interior maintained. Kinetic suspension system. Brembo carbon ceramic brakes. Italian artistry perfected. Handbuilt quality exceptional.

Mercedes-AMG 6.0L twin-turbo V12 producing 789hp. 1100Nm torque. Seven-speed Xtrac AMT. RWD mid-engine layout. 4605mm length. 2795mm wheelbase. 1218kg dry weight 132kg lighter. Two-seat hypercar. Carbo-triax HP62 G2 material. Active aero enhanced. 0-100 km/h 2.8 seconds. 380 km/h top speed. BC dedicated to Benny Caiola first Pagani customer. Only 20 coupes produced. Aerodynamic improvements significant. 50% more downforce versus standard. Lightweight components throughout. Titanium exhaust. Magnesium wheels APP Tech. San Cesario manufacturing. Track-focused variant. Collector car multi-million.

Mercedes-AMG 6.0L twin-turbo V12 producing 800hp. 1050Nm torque. Seven-speed Xtrac AMT. RWD mid-engine layout. 4605mm length. 2795mm wheelbase. 1250kg dry weight. Two-seat roadster. Carbo-triax HP62 G2 monocoque. Removable carbon fiber roof. Active aerodynamics. 0-100 km/h 2.9 seconds. 380 km/h top speed. Only 40 units produced. Most powerful Huayra. San Cesario sul Panaro manufacturing. Open-air hypercar experience. Handbuilt Italian excellence. Each car unique. Collector car extremely valuable. Pagani artistry peak.

Mercedes-AMG M158 6.0L twin-turbo V12 producing 864hp. 1100Nm torque. Seven-speed manual transaxle Xtrac. RWD mid-engine layout. 4700mm length. 2800mm wheelbase. 1280kg dry weight. Two-seat hypercar. Carbo-titanium HP62 G2 monocoque. No active aerodynamics purist approach. Exposed gated manual shifter. 0-100 km/h 2.8 seconds estimated. 350+ km/h top speed. Manual transmission focus driver engagement. 99 units planned production. San Cesario sul Panaro manufacturing. Each car bespoke. Steampunk interior evolved. Analog driving experience. Weight reduction focus. Lighter than Huayra. Simplicity philosophy. Italian hypercar artistry. Horacio Pagani vision realized.

The sophisticated naturally-aspirated V12 that launched the Pagani brand and established its engineering credentials. This 5,987cc 60° V12 featured an aluminum block with aluminum heads and dual overhead camshafts per bank. The valve train used timing chain-driven camshafts with bucket tappets, while the crankshaft was a forged unit running in seven main bearings. The intake system used individual throttle bodies for each cylinder with velocity stacks, while the exhaust featured equal-length stainless steel headers. With 10.5:1 compression and a 6,200 RPM redline, it produced 394 hp at 5,200 RPM and 420 lb-ft at 3,800 RPM. The cooling system used twin side-mounted radiators with electric fans, while the oiling system employed a dry-sump design with multiple scavenge stages. This engine's intoxicating induction noise, turbine-like smoothness, and exquisite appearance under glass established the Pagani formula of combining artistic presentation with serious engineering.

The enlarged naturally-aspirated V12 that transformed the Zonda into a genuine hypercar contender. This 7,291cc 60° V12 featured the same basic architecture as the M120 but with significantly increased bore and stroke. The valve train used timing chain-driven camshafts with revised profiles, while the crankshaft was a forged unit running in seven main bearings. The intake system used individual throttle bodies with optimized velocity stacks, while the exhaust featured equal-length Inconel headers. With 10.8:1 compression and a 7,000 RPM redline, it produced 547 hp at 5,900 RPM and 553 lb-ft at 4,050 RPM. The cooling system used an enhanced triple-radiator setup with variable-speed fans, while the oiling system employed an advanced dry-sump design. This engine's increased displacement and power output elevated the Zonda into competition with the fastest production cars in the world.

The high-output evolution that powered the Zonda F and represented the ultimate development of the naturally-aspirated V12. This 7,291cc 60° V12 featured numerous enhancements including revised cylinder heads and optimized intake system. The valve train used racing-inspired camshafts with increased lift and duration, while the crankshaft was a balanced forged unit. The intake system used individual throttle bodies with carbon fiber velocity stacks, while the exhaust featured equal-length titanium headers. With 11.2:1 compression and a 7,500 RPM redline, it produced 602 hp at 6,150 RPM and 560 lb-ft at 4,000 RPM. The cooling system used track-focused cooling with additional oil coolers, while the oiling system employed a competition-derived dry-sump design. This engine's intoxicating combination of high-RPM power, immediate throttle response, and auditory drama made the Zonda F one of the most charismatic supercars ever built.

The revolutionary twin-turbocharged V12 developed specifically for the Huayra and representing a new era for Pagani. This 5,980cc 60° V12 featured an aluminum block with aluminum heads and twin turbochargers. The valve train used timing chain-driven dual overhead camshafts with variable valve timing, while the crankshaft was a forged unit running in seven main bearings. The intake system used twin turbochargers with air-to-liquid intercoolers, while the exhaust featured equal-length headers feeding the turbos. With 9.0:1 compression and a 6,200 RPM redline, it produced 720 hp at 5,800 RPM and 738 lb-ft at 2,250-4,500 RPM. The cooling system used a sophisticated four-radiator setup with separate cooling for engine, turbos, transmission, and differential, while the oiling system employed an advanced dry-sump design. This engine's combination of turbocharged torque and V12 refinement created a hypercar that was both brutally fast and incredibly sophisticated.

The enhanced twin-turbo V12 that powers the track-focused Huayra BC with increased performance. This 5,980cc 60° V12 featured the same basic architecture as the standard Huayra engine but with numerous performance enhancements. The valve train used reinforced components and revised camshaft profiles, while the crankshaft was a fully balanced forged unit. The intake system used larger turbochargers with improved intercooling, while the exhaust featured a low-restriction system with ceramic coatings. With 9.0:1 compression and a 6,500 RPM redline, it produced 789 hp at 5,900 RPM and 811 lb-ft at 2,350-4,500 RPM. The cooling system used maximum-capacity radiators with racing-derived airflow management, while the oiling system employed a competition-spec dry-sump design. This engine's increased boost pressure and optimized thermal management created the most powerful Pagani to date at its launch.

The optimized twin-turbo V12 developed for the Huayra Roadster with focus on throttle response and high-RPM power. This 5,980cc 60° V12 featured specific tuning for the open-top Huayra, with emphasis on auditory drama and immediate response. The valve train used camshafts optimized for the Roadster's character, while the intake system used the same turbochargers but with revised mapping. With 9.0:1 compression and a 6,500 RPM redline, it produced 754 hp at 6,200 RPM and 738 lb-ft at 2,400-4,200 RPM. The engine management was specifically calibrated to provide sharper throttle response and more linear power delivery, enhancing the open-top driving experience. The exhaust system was tuned to provide maximum auditory drama while meeting noise regulations, creating one of the most charismatic powertrains in the hypercar world.

The ultimate evolution of the M158 that powers the track-only Huayra Imola and represents the absolute pinnacle of Pagani's V12 development. This 5,980cc 60° V12 featured extensive modifications for extreme performance, including new turbochargers, reinforced internals, and optimized cooling. The valve train used racing-inspired camshafts with increased lift, while the crankshaft was a billet steel unit. The intake system used larger twin turbochargers with maximum boost pressure, while the exhaust featured a track-only system with minimal restrictions. With 8.8:1 compression and a 6,700 RPM redline, it produced 827 hp at 5,900 RPM and 811 lb-ft at 2,500-4,500 RPM. The cooling system used racing-spec radiators with advanced thermal management, while the oiling system employed a full competition dry-sump design. This engine represents the absolute limit of what was possible with the M158 architecture in road-legal track car application.

The next-generation twin-turbo V12 developed for the upcoming Pagani C10 (Huayra successor) with focus on emissions compliance and performance. This 5,980cc 60° V12 features significant updates to meet current emissions standards while increasing performance. The valve train uses updated variable valve timing with 48-volt mild hybrid assistance, while the crankshaft is a new forged design. The intake system uses revised turbochargers with improved response, while the exhaust features advanced aftertreatment systems. With 9.2:1 compression and a 6,800 RPM redline, it produces approximately 850 hp while meeting Euro 6 emissions standards. The mild hybrid system provides torque fill during turbo spool-up and enables coasting functionality for improved efficiency. This engine represents the challenging balance Pagani must strike between traditional V12 character and modern regulatory requirements.

The ultimate track-only evolution of the naturally-aspirated V12 that powered the Zonda Revolución. This 7,291cc 60° V12 featured every possible enhancement for circuit performance, including titanium valves, racing conrods, and optimized combustion. The valve train used full racing components with pneumatic springs, while the crankshaft was a fully balanced racing unit. The intake system used individual throttle bodies with optimized trumpet lengths, while the exhaust featured a straight-through titanium system. With 13.0:1 compression and a 8,000 RPM redline, it produced 800 hp at 8,000 RPM and 538 lb-ft at 6,500 RPM. The cooling system used maximum-capacity racing radiators with high-flow pumps, while the oiling system employed a full racing dry-sump design. This engine represents the absolute pinnacle of naturally-aspirated V12 development for Pagani, creating one of the most charismatic track cars ever built.

The latest evolution of the twin-turbo V12 that powers the Huayra Tempesta package with focus on drivability and response. This 5,980cc 60° V12 features specific calibration for improved throttle response and more linear power delivery. The valve train uses updated profiles optimized for street driving, while the intake system features revised turbo mapping. With 9.0:1 compression and a 6,500 RPM redline, it produces 838 hp at 6,000 RPM and 811 lb-ft at 2,400-4,200 RPM. The focus is on improving low-RPM response and mid-range torque while maintaining the explosive top-end power that defines the Huayra. The exhaust system is specifically tuned to provide maximum auditory drama across the rev range, with active valves that adjust based on driving mode. This package represents the continuous evolution of the Huayra platform throughout its production life.

The rumored completely bespoke V12 engine that Pagani has been developing for future models beyond the AMG partnership. While details remain closely guarded, this engine is believed to feature a 65° V12 architecture with both naturally-aspirated and turbocharged variants. The engine would likely employ cutting-edge materials including titanium conrods, ceramic coatings, and 3D-printed components. The valve train would use fully variable valve actuation without traditional camshafts, while the intake system would feature individual throttle bodies with variable-length trumpets. With target output of 900+ hp naturally aspirated or 1,200+ hp turbocharged, this engine would represent Pagani's ultimate statement of engineering independence. The project demonstrates Horacio Pagani's belief that the V12 will remain relevant in the hypercar world despite industry trends toward electrification and downsizing.

The custom-tuned V12 that powers the exclusive Zonda 760 series built for specific customers. This 7,291cc 60° V12 features individual tuning for each customer's preferences, with power outputs ranging from 760 hp to over 800 hp. The valve train uses custom camshafts specified by each client, while the intake and exhaust systems are tailored to desired characteristics. Some versions feature increased compression ratios for better response, while others focus on maximum power. The cooling and oiling systems are upgraded accordingly to handle the increased output. These bespoke engines represent the ultimate expression of Pagani's client-focused approach, where each powertrain is essentially a one-off creation matching the unique chassis and bodywork.

The specifically calibrated V12 that powers the long-tail Huayra Codalunga with focus on high-speed stability and refinement. This 5,980cc 60° V12 features tuning optimized for the Codalunga's aerodynamic characteristics and long-distance touring mission. The valve train uses profiles that emphasize mid-range torque and smooth power delivery, while the turbochargers are calibrated for linear response rather than peak power. With 9.0:1 compression and a 6,500 RPM redline, it produces 840 hp at 6,000 RPM with exceptionally smooth delivery. The exhaust system is tuned for a more refined character at cruising speeds while still providing drama when needed. This engine demonstrates Pagani's ability to tailor the same basic powertrain for completely different driving experiences, from track-focused aggression to continental touring refinement.

The exquisite gated manual transmission that defined the early Zonda driving experience, featuring a solid-silver shift gate hand-crafted by Pagani's artisans. This transmission used a conventional synchronesh design but with components manufactured to aerospace tolerances, including gears machined from billet chromoly steel with shot-peened teeth and REM superfinished surfaces. The shift mechanism employed a direct rod linkage with titanium pivot points and bronze bushings for mechanical purity, delivering shift efforts that were substantial yet perfectly damped. The aluminum case was sand-cast and heat-treated to T6 specification, with internal ribbing that provided exceptional rigidity while minimizing weight. The limited-slip differential used a torque-sensing helical design with 40% lockup under power, providing progressive traction without compromising handling balance. The shift gate itself was a masterpiece of metallurgy, with each slot machined to precisely guide the titanium shift lever through its pattern with satisfying mechanical detents. Complete with engraved shift pattern and polished surfaces, this transmission represented the ultimate expression of traditional manual gearbox artistry in a modern hypercar.

The bespoke sequential transmission developed in partnership with Xtrac specifically for the Zonda F, representing a perfect balance between track performance and road usability. This transmission used dog engagement rather than synchronizers, with precisely machined dog rings made from 300M steel that allowed shifts in under 60 milliseconds. The gearset employed straight-cut teeth for maximum strength and reduced power loss, with each gear machined from vacuum-melted nickel-chromium steel and subjected to deep cryogenic treatment. The hydraulic actuation system operated at 120 bar and could execute full-throttle upshifts without torque interruption, while the electronic control unit provided automatic throttle blipping during downshifts. The magnesium alloy case saved 15 kg compared to aluminum while providing superior rigidity, and the internal oiling system used dual pumps—one for lubrication and one for clutch actuation. The transmission featured multiple drive modes including a 'Road' mode that softened shift characteristics for comfortable cruising, and a 'Race' mode that delivered explosive full-power shifts. Despite its racing pedigree, the transmission was remarkably durable, capable of withstanding repeated launches and track use without degradation in performance.

The revolutionary transmission developed for the Huayra in collaboration with Xtrac, featuring an unprecedented seven forward speeds and electro-hydraulic actuation. This transmission used a triple-shaft design with the input shaft, output shaft, and layshaft arranged in a compact package that accommodated the additional gear ratio while maintaining minimal length. The dog engagement system employed multi-tooth designs with involute profiles that provided 40% more engagement area than conventional designs, reducing wear and improving shift quality. The hydraulic system operated at 150 bar with an electric pump that could maintain pressure for multiple shifts even with the engine off. The transmission control unit processed data from 12 different sensors including longitudinal and lateral accelerometers, adapting shift firmness and timing based on driving conditions. The titanium housing reduced weight to just 96 kg complete with fluid, while the internal gears used a proprietary surface treatment called 'Xtracote' that reduced friction losses by 18%. The transmission featured four drive modes—Wet, Comfort, Sport, and Race—with shift times varying from 350 milliseconds in Comfort to 75 milliseconds in Race mode, all accompanied by dramatic exhaust backfires on upshifts that became a Pagani signature.

The track-only sequential transmission developed for the Huayra R, representing the absolute pinnacle of motorsport-derived transmission technology. This transmission was designed specifically for the 900 hp naturally aspirated V12-R engine, withstanding longitudinal g-forces exceeding 2.5G and lateral forces of 3.0G. The gearset used 9310 steel alloy gears with modified profile grinding that increased tooth contact area by 30%, while the dog rings were manufactured from aerospace-grade titanium with vapor-blasted engagement surfaces. The shift mechanism employed a pneumatic rather than hydraulic system, reducing weight and providing even faster shift times of under 50 milliseconds. The transmission case was machined from a single billet of magnesium alloy with internal cooling channels that directed oil specifically to the gear meshing points under high load. The differential was a mechanical limited-slip unit with adjustable preload from 20-80 kg/m, while the final drive ratio could be changed in minutes via interchangeable ring and pinion sets. The complete transmission weighed just 80 kg despite its immense strength, and was designed specifically for the brutal demands of track use with service intervals of 3,000 km despite operating at the absolute limit of material science.

The triumphant return of the three-pedal manual transmission in the Pagani Utopia, representing perhaps the most refined and mechanically pure manual gearbox ever installed in a production hypercar. This transmission features a conventional H-pattern with seven forward speeds, all synchronized for smooth engagement, yet built with materials and tolerances that exceed racing standards. The gears are machined from billet steel with computer-optimized tooth profiles that reduce engagement effort while maintaining absolute strength, while the synchronizers use carbon-lined multi-cone designs that provide buttery shifts despite the transmission handling over 800 Nm of torque. The shift mechanism employs a titanium linkage with spherical bearings at every joint, delivering shift quality that is both precise and mechanically satisfying. The aluminum case is investment-cast and heat-treated for dimensional stability, with internal passages that ensure perfect lubrication even under extreme cornering forces. The limited-slip differential uses a torque-sensing helical design that provides progressive lockup without the abruptness of clutch-type units. Most remarkably, the transmission features a gated shifter machined from solid aluminum with a mechanism so precise that shifts feel like operating a high-precision mechanical instrument, complete with audible clicks and perfect mechanical detents that make every gear change an event to be savored.

The evolution of the Huayra's sequential transmission specifically developed for the track-focused Imola, featuring reduced shift times and enhanced durability. This transmission retained the triple-shaft layout but with revised gear ratios that provided closer spacing in the lower gears for better acceleration out of corners, while maintaining a tall seventh gear for circuit straights. The dog engagement system used redesigned teeth with progressive ramp angles that reduced shock loads during engagement, extending component life despite more aggressive use. The hydraulic system operated at 180 bar with a more efficient pump that reduced power consumption, while the transmission control unit featured updated algorithms that considered tire slip and suspension load when determining optimal shift points. The magnesium case was reinforced at stress points identified through finite element analysis, with additional cooling fins added to the exterior to improve heat dissipation. The transmission also featured a 'Qualifying' mode that reduced shift times to just 60 milliseconds by eliminating torque reduction during shifts, at the cost of increased component stress. Despite its track focus, the transmission maintained the ability to operate smoothly in road conditions, demonstrating Pagani's commitment to creating hypercars that excel in all environments.

The ultimate evolution of the Zonda's transmission developed for the track-only Revolución, representing the culmination of a decade of development. This transmission featured a completely revised internal layout with gears arranged for optimal weight distribution rather than packaging constraints, moving the input shaft higher in the case to lower the center of gravity. The gear materials used a proprietary maraging steel alloy that provided 25% greater strength-to-weight ratio than conventional racing transmission steels, while the dog rings were titanium with tungsten carbide coating on the engagement surfaces. The shift mechanism employed a hybrid hydraulic-pneumatic system that used pneumatics for the actual shift movement and hydraulics for clutch control, providing shift times of under 40 milliseconds. The transmission case was carbon-fiber reinforced titanium, reducing weight to just 68 kg while providing exceptional rigidity. The differential was an electronically controlled limited-slip unit that could vary lockup from 0-100% based on steering angle, throttle position, and lateral acceleration. Designed specifically for professional racing use, the transmission could withstand full-power standing starts and sustained operation at the 8,500 RPM redline, yet featured surprisingly progressive engagement that made it accessible to experienced amateur drivers.

Founded in 1992 by Horacio Pagani—an Argentine-Italian engineer, designer, and former Lamborghini composite department head who worked on the Countach 25th Anniversary's carbon fiber—Pagani Automobili operates from San Cesario sul Panaro in Italy's Modena hypercar valley. After establishing Pagani Composite Research in 1988 to develop carbon fiber expertise, the Zonda C12 debuted at the 1999 Geneva Motor Show with Mercedes-AMG V12 partnership that continues today. The handbuilt production philosophy ensures each car receives unique specification with 10-15 cars representing maximum annual production, making Pagani an ultra-exclusive hypercar manufacturer focused on artisanal craftsmanship. The distinctive steampunk design aesthetic celebrates exposed mechanical beauty through carbon fiber artistry, titanium components, and precision aluminum machining that honors Italian luxury heritage while achieving performance through lightness and design through emotion. Remaining a Pagani family company with Horacio personally involved in every car, the brand operates as a collector car manufacturer producing investment-grade automobiles commanding multi-million dollar valuations as living automotive art. Pagani proves that hypercars can be art rather than merely fast cars—that meticulous craftsmanship, obsessive attention to detail, and treating each component as sculpture rather than commodity can elevate automobiles beyond transportation into objects deserving museum display, validating the premise that when execution reaches sufficient heights, price becomes almost irrelevant to those who understand true craftsmanship.