Pagani - Pagani Zonda - 2000s Italian Cars - 2000s Supercars

Background

Hot on the heels of the original six-litre Zonda which debuted at the Geneva Motor Show in March 1999, Pagani introduced a seven-litre S version at the same location twelve months later. Most notably, capacity rose to 7010cc (up 1023cc), power was increased to 550bhp (up 151bhp) and the torque rating jumped to 553lb-ft (from 420lb-ft).

Additionally, the new Zonda S had an improved aero kit with a pronounced nose delta and split rear spoilers.

The substantial performance gains afforded by the enlarged AMG Mercedes V12 fitted to the Zonda S catapulted it into the kind of rarefied territory occupied by limited edition super specials offered by Europe’s most prestigious manufacturers.

However, thanks to its refined, reliable German powerplant and industry-leading build quality, Pagani had carved itself a unique position as a boutique auto maker like no other.

With his motor racing background, Horacio Pagani knew the importance of keeping ahead of the opposition through regular updates. Accordingly, two years after the seven-litre Zonda S was unveiled, a further uprated model was introduced at the Geneva Motor Show in March 2002.

As its name suggested, the resultant Zonda S 7.3 came with an even bigger 7.3-litre version of the AMG Mercedes V12. Significantly, ABS and traction control were added as well.

Like before, customers were able to return their existing Zonda to Pagani’s factory in Modena where all the latest equipment could be installed.

Engine / Gearbox

The monster Type M120 7.3 AMG engine fitted to this latest iteration of the Zonda came with new titanium connecting rods and a revised air intake system.

Displacement was taken out to 7291cc (a gain of 281cc) thanks to 1.8mm larger cylinder bores (up from 89.7mm to 91.5mm). Stroke length was kept at the original 92.4mm which ensured the engine was just as responsive as before.

The power output went from 550bhp at 5500rpm to 555bhp at 5900rpm.

The torque rating was now 553lb-ft at 4050rpm (as opposed to at 4100rpm).

These longitudinally-mounted 60° V12 engines employed wet-sump lubrication, an aluminium alloy block and heads, dual overhead camshafts and four valves per cylinder.

They arrived from AMG in Germany and were installed without any further modification. As with both earlier iterations of the Zonda, compression was kept at 10.0:1 and Bosch HFM digital engine management was employed to control fuel-injection and ignition.

Transmission was through Pagani’s own six-speed manual gearbox, a twin-plate AP clutch, a self-locking differential and a brand new traction control system.

Chassis

Aside from the addition of anti-lock brake software, the rest of the Zonda’s mechanical specification was unchanged.

The starting point for each Zonda was an advanced composite tub with a long 2730mm wheelbase that ensured there was plenty of space in the cockpit.

Chrome molybdenum steel subframes were attached at either end. The one at the front supported the suspension, power-assisted steering box and various auxiliary systems. It was also deformable in the event of a frontal impact. The rear subframe carried the engine, gearbox and suspension.

Suspension was via double wishbones manufactured from lightweight aluminium alloy. Helicoidal springs and hydraulic dampers were installed all round along with anti-roll bars at 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.

18-inch diameter split rim wheels were supplied by OZ Racing. They were 9.5-inches wide up front and 13-inches wide at the back. Michelin Pilot tyres were originally fitted (255/40 ZR18 front and 345/35 ZR18 rear).

An 85-litre fuel tank was located in the lower section behind the cockpit.

Bodywork

Externally, the 7.3-litre Zonda S was identical to its predecessor.

Body panels were fabricated entirely from carbonfibre and 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 nose featured twin headlights per side set within exposed carbonfibre shrouds. Another distinctive feature was a contoured nose delta, underneath which was a mini chin spoiler that could be configured in body colour or exposed carbonfibre. Two rectangular intakes fed fresh air to the front-mounted radiators.

Instead of a scissor or butterfly-type arrangement, the Zonda’s doors opened outwards in conventional fashion.

The domed cockpit contained a two-piece glass roof and large side windows that flooded the cockpit with natural light.

Intake ducts and cooling louvres were littered around the back end; ventilation was further enhanced by a meshed tail fascia which also housed stacked light clusters and a centrally-exiting four-outlet exhaust. Up above, two distinctive winglets were mounted either side of the central tunnel.

Interior

As per the exterior, nothing was changed inside

Instrumentation was housed in a simple oval binnacle with a natural aluminium finish to match the pod-style air vents and centre console fascia.

Large analogue read outs for road and engine speed were flanked to the left by a fuel gauge and to the right by a water temperature dial. 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 (often 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

Optional extras included coloured wheel centres, quilted leather and either full or partially exposed carbonfibre bodywork. As these were totally hand-built creations, practically any request could be accommodated should a customer have deep enough pockets.

Weight / Performance

Weight was officially unchanged at 1250kg.

Likewise, top speed remained at 211mph and 0-62mph required 3.7 seconds.

Notably, soon after launch, a 7.3-litre Zonda S broke the record for a production car around the Nurburgring with a time of seven minutes and 44 seconds.

Roadster

Twelve months after the 7.3-litre Zonda S was unveiled, Pagani introduced a Roadster variant at the Geneva Motor Show in March 2003.

The drop-top Zonda had actually been in the pipeline since 1999 and reputedly gained type approval at the same time as the Coupe.

It came with a reinforced tub and modified rear subframe to cope with different load paths. Thicker anti-roll bars were also fitted. Ultimately, the Roadster retained all the torsional strength and handling prowess of the Coupe.

The removable top had a carbonfibre roof (above the cockpit) with an attached canvas rear end (behind the cockpit). Once the canvas rear section had its press-studs unfastened, a lever between the sun visors and others by the B-pillars had to be released. This enabled the entire roof to be lifted off the car.

When not in use, the roof could be stowed in a drop-down compartment underneath the front lid.

Unlike some open-bodied super high performance cars, the Zonda’s roof was not some flimsy arrangement only recommended for emergency use.

Despite a 30kg weight gain (taking the car to 1280kg), the Roadster had an identical 211mph top speed as the Coupe along with an unchanged 3.7 second 0-62mph time.

When the Roadster was launched, Pagani also began to offer larger 19-inch diameter wheels.