Guide: Pagani Zonda C12 6.0
Background
Since World War 2, automotive history has been littered with start up manufacturers that have attempted to take on the establishment with a mix of high performance Grand Tourers and spectacular supercars.
The majority of these companies were created by wealthy industrialists who felt they could offer an improved product than was already on offer.
A small handful of others were born from the desire of their founders to go racing; these men, such as Enzo Ferrari and Colin Chapman, needed to sell road-going vehicles to fund their sporting endeavours.
Although the late 1980s collector car boom led to another influx of new manufacturers, most of these organisations were killed off by the economic slump that came to define the first half of the 1990s. By the end of that decade, it seemed the appetite to challenge the big names, most of which were now themselves owned by major auto manufacturers, had pretty much died out.
However, at the Geneva Motor Show in March 1999, there was a surprise in store for those that thought the boutique car builder was a thing of the past.
The sensational new Zonda C12 was the work of hitherto little-known Pagani Automobili which had been established in 1992.
Based in Modena, Pagani Automobili was started by Italian-domiciled Argentine, Horacio Pagani, who had a reputation as a renowned aerodynamicist and expert with composite materials. After a brief stint in Renault’s racing department, Pagani joined Lamborghini in 1982. Here he ultimately went on to create the fabled Countach Evoluzione in 1987.
The Countach Evoluzione was riddled with advanced composite materials, but Pagani was unable to persuade Lamborghini to purchase an autoclave for the production of carbonfibre parts. He ultimately purchased his own and established Modena Design in 1991 to produce composite parts for outside manufacturers.
Pagani Automobili followed in 1992. Seven years later, Horacio Pagani realised a dream to build a supercar under his own name.
Chassis
Unsurprisingly, the Zonda was based around a state-of-the-art tub built entirely from advanced composite materials. This not only gave the car a high level of stiffness, but was also resistant to impact and fatigue. A 2730mm wheelbase ensured there was plenty of cockpit space for driver and passenger.
Attached to either end of the carbonfibre composite tub were subframes fabricated from chrome molybdenum steel. The front subframe carried the suspension, power-assisted steering box and various auxiliary systems. It was also deformable in the event of a frontal impact.
The rear subframe supported the engine, gearbox, suspension and other sundry accessories. It was designed to reduce the kind of noise and vibration that afflicted some early carbonfibre-tubbed supercars.
Suspension was via double wishbones manufactured from lightweight aluminium alloy. Helicoidal springs and hydraulic dampers were installed all round along with anti-roll bars either end. Anti-dive and anti-squat geometry was also fitted. Ride height was electronically adjustable from within the cockpit.
The brake system was sourced from Brembo. It comprised four-piston calipers with ventilated discs of 355mm diameter up front and 335mm diameter at the rear. ABS was not fitted.
Split rim wheels were also supplied from in Italian manufacturer: OZ Racing. They had an 18-inch diameter, were 9.5-inches wide up front, 13-inches wide at the back and originally came shod with Michelin Pilot tyres (255/40 ZR18 front and 345/35 ZR18 rear).
An 85-litre fuel tank built by Due R in Maranello was located in the lower section behind the cockpit.
Engine / Gearbox
In the engine bay was an AMG-tuned version of the Type M120 Mercedes-Benz 60° V12 that had been used in a variety of 600-badged models since 1991.
These normally aspirated wet-sump engines featured an aluminium alloy block and heads, dual overhead camshafts and four valves per cylinder. Displacement was 5987cc thanks to a bore and stroke of 89mm and 80.2mm respectively.
The M120 E 60 motor fitted to the Zonda was installed without any further modification. It had a compression ratio of 10.0:1 and ran Bosch HFM engine management (a Motronic-type system that controlled fuel-injection and ignition).
Pagani mounted the engine longitudinally in the chassis. It produced a peak output of 394bhp at 5200rpm and 420lb-ft at 3800rpm.
The first Zondas were built with a rear-mounted ZF five-speed manual gearbox, twin-plate AP clutch and self-locking differential. However, an in-house six speed gearbox was soon developed which was subsequently retro-fitted to all existing cars.
Bodywork
Bodywork was fabricated entirely from carbonfibre in as few sections as possible.
The single piece front and rear clam shells opened at the leading and trailing edges respectively. Both were held in place with traditional leather retaining straps. The doors opened outwards in conventional fashion.
The fixed chin spoiler and side skirts were left in exposed carbonfibre. Underbody aero was further enhanced by a body coloured venturi at the rear.
A panoramic windscreen and large single-piece side windows allowed plenty of natural light into the cockpit. This was further enhanced thanks to a two-piece glass roof.
At the front of the car were two rectangular intakes that fed fresh air to the radiators. Further up the pointed nose were pair of semi-recessed circular lights housed in exposed carbonfibre surrounds.
The teardrop cabin profile had a distinct hump-backed appearance and came with exterior mirrors mounted high on the A-pillars.
Down each flank, more radiator ducts were carved out from each sill. Others were located atop the curavaceous rear fenders. At the back of the car was a full width rear spoiler mounted on two central pylons.
The Zonda’s meshed tail fascia was another distinctive feature. Two circular lights were stacked one above the other and four exhaust outlets were mounted centrally within a circular rim.
Interior
Just as Pagani gave the exterior an unmistakeable look, the same was true inside where the high standard of engineering and fastidious attention detail continued.
Instrumentation was confined to a simple oval binnacle with a natural aluminium finish to match the pod-style air vents and centre console fascia.
Large analogue instruments for road and engine speed were flanked to the left by a fuel gauge and to the right by a water temperature read out. Also off to the right-hand side were myriad warning lights. At the base of the instrument binnacle was a digital screen that provided the driver with all kinds of additional information.
Upholstery was a mix of carpet, leather and alcantara suede (perforated in the case of the seat centres and sides of the steering wheel).
Polished aluminium was used for certain areas to include the artistically crafted pedals.
Standard equipment included air-conditioning, electric windows, electric mirrors, a high end audio system and a pair of leather suitcases that could be stowed in exposed carbonfibre luggage bins ahead of the rear wheels.
Options
In addition to any combination of colours for the interior and exterior, Pagani also offered an exposed carbonfibre body.
Weight / Performance
Weight was a quoted 1250kg.
Pagani claimed a top speed of 185mph and 0-62mph time of 3.7 seconds.
Production
Five cars had been completed by the time Pagani introduced the seven-litre Zonda S at the Geneva Motor Show in March 2000. In addition to the bigger engine, a number of updates were made to the aero kit and suspension geometry.
The first C12 (chassis 76001) was crash-tested, but later restored by Pagani to celebrate 20 years of the Zonda.
One of the five cars was completed in exposed carbonfibre (76004), one was painted yellow (76003) and three were finished with a traditional silver colour scheme in homage to the Mercedes Group C racing cars of the late 1980s and early 1990s (76001, 76002 and 76005).
Text copyright: Supercar Nostalgia
Photo copyright: Pagani - https://www.pagani.com/
