Everything About the Pagani Huayra Roadster is Beyond Extravagant, Not Just the Price
Originally slated for first-ogling at March’s Geneva Motor Show, Pagani shared its new Huayra Roadster with the world a month early, which keeps in with the Italian supercar tradition of if you’ve got it, flaunt it.
As with the hardtop, the Huayra ‘vert uses a carbotanium monocoque but comes with a removable glass targa top and some performance improvements made on the molto speciale Huayra BC. That means the roadster keeps the coupe’s seven-speed sequential gearbox and the 6.0-liter twin-turbo V12 from AMG, but receives a bump in output to 754 horsepower and 738 ft-lb of torque.
Ludicrous numbers are made even more ridiculous when you read the glass-top model is 80 kilograms lighter than the coupe, a car that clears zero to 60 mph in 2.8 seconds already.
“From the beginning we set for ourselves some rather ambitious targets. The first, from a technical point of view, was to make a Roadster that would be lighter than the Coupé, which was already the lightest hypercar on sale at the time,” said company CEO Horacio Pagani in the announcement.
Updated suspension components are where much the weight saving takes place. Pagani uses an in-house lightweight aluminum alloy it calls “HiForg” and claims it reduces the heft of an individual piece by 25 percent. The result is a super-stuff 2,822 pound road car with over 750 horsepower. We live in truly wonderful times.
There are also loads of new active aerodynamics to help keep the car planted at high and low speeds. Pagani says the new roadster will be capable of the same 1.8 lateral G-force as the BC when outfitted with the correct set of tires. However, we dare guess few people who buy one of these $2,410,815 automobiles will ever approach those gravitational limits.
[Images: Pagani Automobili]
A staunch consumer advocate tracking industry trends and regulation. Before joining TTAC, Matt spent a decade working for marketing and research firms based in NYC. Clients included several of the world’s largest automakers, global tire brands, and aftermarket part suppliers. Dissatisfied with the corporate world and resentful of having to wear suits everyday, he pivoted to writing about cars. Since then, that man has become an ardent supporter of the right-to-repair movement, been interviewed on the auto industry by national radio broadcasts, driven more rental cars than anyone ever should, participated in amateur rallying events, and received the requisite minimum training as sanctioned by the SCCA. Handy with a wrench, Matt grew up surrounded by Detroit auto workers and managed to get a pizza delivery job before he was legally eligible. He later found himself driving box trucks through Manhattan, guaranteeing future sympathy for actual truckers. He continues to conduct research pertaining to the automotive sector as an independent contractor and has since moved back to his native Michigan, closer to where the cars are born. A contrarian, Matt claims to prefer understeer — stating that front and all-wheel drive vehicles cater best to his driving style.
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Who doesn't dream of going 200mph along a bumpy, twisty road. In a vehicle held up by suspension made of some seemingly hard enough looking slush of aluminum and other detrius, mixed up by one of the 4 guys at an "automaker" who, due to it's dependence on exclusivity to move metal, is unlikely to have build even as much as a single prototype to destruction test it in?
carbotanium? Really??? Is it low carbotanium? Sounds like bsotanium. What a joke.