Guide: Pagani Zonda C12 S 7.3 Monza

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Background

Since the original six-litre Zonda’s arrival at the Geneva Motor Show in March 1999, Pagani had released two subsequent iterations: the Zonda S 7.0 (which debuted at the 2000 Geneva Motor Show) and the further improved Zonda S 7.3 (introduced at the same event in 2002).

In addition to its enlarged engine, the most recent 7.3-litre Zonda had brought ABS and traction control to the specification.

During the Zonda’s first five years in existence, buyers had been happy to personalise their cars with little more than individual colour schemes. However, at the Paris Motor Show in October 2004, Pagani unveiled a true one-off commissioned by existing customer Steve Goldman of Malibu, California.

Tech entrepreneur Goldman was also a gentleman racing driver and wanted a track-focused Zonda for circuit use. The result was the most radical and expensive incarnation of the Zonda yet.

Dubbed the Monza, Goldman’s car came with more power, less weight, a fully optimised chassis and a substantial spares package. It illustrated Pagani’s ability to incorporate bespoke enhancements but was not conceived to comply with any specific race regulations and thus not intended for competition use.

Chassis

The Monza was based around the standard Zonda’s composite tub.

As usual, 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.

Unlike the standard Zonda, solid bushes replaced most of the normal rubber items.

Another upgrade concerned the suspension where stiffer springs and manually adjustable five-way Ohlins dampers were incorporated. Adjustable anti-roll bars were also fitted.

The existing suspension layout was retained with double wishbones manufactured from lightweight aluminium alloy. Anti-dive and anti-squat geometry remained.

The Monza’s brake system was uprated with bigger vented discs and six instead of four-piston calipers at the front. ABS was kept along with four-piston calipers at the back. Once again, everything was supplied by Brembo.

Instead of the five-bolt OZ Racing wheels used by the standard Zonda, the Monza was equipped with bigger and wider centre-lock Speedline Corse rims shod with Michelin Pilot tyres.

Power steering and traction control systems were kept.

Mounted in the lower section behind the cockpit was a competition-grade fuel cell.

Engine / Gearbox

In the Monza’s engine bay was a specially uprated version of the Type M120 7.3 AMG power unit.

For this application, the all-alloy 48 valve dual overhead camshaft motor was equipped with a dry-sump lubrication system, Motec ECU, improved cooling system and an un-silenced free-flow exhaust with ceramic headers and no cats.

Otherwise, the rest of the specification was unchanged.

Displacement was 7291cc thanks to a bore and stroke of 91.5mm and 92.4mm respectively. The 10.0:1 compression ratio and titanium connecting were imported from the production version.

The power output went from 555bhp at 5900rpm to 600bhp at 5800rpm.

The torque rating was now 580lb-ft at 4300rpm as opposed to 553lb-ft at 4050rpm.

Transmission was through Pagani’s own six-speed gearbox, a sintered racing clutch, a self-locking differential and the aforementioned traction control system. The Monza’s spares package included a choice of alternative gear ratios.

Bodywork

To improve airflow and increase downforce, the Monza was enhanced with an extensive list of cosmetic enhancements.

At the front, the standard car’s rectangular intake nostrils were made about 20% bigger and the spot lights normally housed at each corner were deleted.

Underneath was an extended exposed carbonfibre front splitter / chin spoiler.

More exposed carbonfibre was found at the top of the front fenders where pressure-reducing vents were added.

The exterior mirrors were moved from the top of the A-pillars to the front fenders.

Behind the cockpit was a new engine cooling scoop which Pagani painted blue to match the exterior mirrors and side-mounted intake scoops.

The A-pillars and roof rails were painted gloss black and the roof (which lacked the glass centre panel of the standard car) was exposed carbonfibre.

The rest of the bodywork was predominantly painted silver.

Side windows were of the horizontally sliding Plexiglas type. Behind them were competition-style quick fuel fillers housed where three-quarter windows usually resided.

At the back of the car was a custom rear spoiler mounted on two central pylons. Two versions were supplied: the first had an exposed carbonfibre central plane, an adjustable Gurney flap and gloss black end plates. The second (which was larger and more aggressive) had a blue central plane and exposed carbonfibre endplates.

Completing the specification was a simplified tail fascia with additional cooling vents and a more aggressive rear diffuser.

Interior

To save weight, the Monza’s cockpit was stripped of all unnecessary upholstery and much of the standard car’s electric equipment too.

Exposed carbonfibre replaced the leather normally used to cover so many of the cockpit surfaces.

Pagani fitted a fully integrated aluminium rollcage, a competition-grade fire system, new drilled aluminium pedals and four-point racing harnesses.

The two carbonfibre racing seats were upholstered in blue fireproof fabric and supplied by Sparco.

Sparco also supplied a special three-spoke Sparco steering wheel. Behind this was a Motec digital display; the passenger side of the dash was removed altogether.

The reconfigured natural alloy central control panel contained switchgear for the battery, various pumps, the ventilation controls, fog lights and hazard lights.

The passenger-side footwell (along with the forward section ahead of the gear lever) was home to a variety of electronic and power systems.

Between the seats was a new two-tone blue and silver solid aluminium gear lever upholstered with a blue leather gaiter complemented by white stitching. The conventional handbrake mechanism was removed.