We got up close and personal with the new Huayra Roadster at Vancouver’s Luxury Supercar Weekend and got to pick apart the supercar so wild it makes Lambo owners blush
Looking like a cross between an Italian exotic and a sculpture in Florence’s Uffizi Gallery, the Huayra Roadster may just boast one of the most jaw-dropping designs ever. Especially in blue with exposed carbon fibre, perfectly symmetrically split down the middle. You won’t find any unsightly imperfections here. It’s a for-pay option but at this level, does it really matter?
Wheels of fortune
Just look at them. Measuring 20 inches at the front and 21 at the year, these multi-spoked, spirally numbers are crafted from a single block of aluminum and as a result, cost about 20,000 euros each to replace.
The arrival of the roadster marks the arrival of Multimatic shocks; that’s the same Multimatic based in Markham, Ontario and responsible for stuff like the limited-to-77-units Aston Martin One-77 and Le-Mans-class-winning Ford GT racer. Not a bad team to turn to, if you ask me.
Not all carbons are equal
We talked about the exposed carbon fibre, but what of the nature of the material itself? Like the Huayra BC coupe before it, the Roadster uses a higher-density, stronger carbon compound. That means less weight but more rigidity; in fact, it’s actually more rigid than the (non-BC) Huayra Coupe.
Your luggage, sir
Because there’s no trunk to speak of, Pagani thoughtfully offers custom luggage that actually fits in the side pods of the car, which are also ideally sized for crash helmets. It can be finished to match the interior. Or not, of course.
The exposed gear linkage (it’s an automatic gearbox, but still); car-shaped and palm-sized keyfob; red-white-and-green stitching on the door panels; Italian flag on the leading edge of the wing mirrors (not to mention the way the wing mirrors themselves are shaped to mimic a woman’s eyelined eye); metallic red door releases; even the way individual bolts have Pagani logos etched on them all speak to Pagani’s dedication to bespokeness.
This one is both a blessing and a bit of an eyebrow-raiser. You see, the engine – a 6.0-litre V12 monster of a plant good for 762 hp and 737 lb-ft of torque, built by just two AMG engineers – is actually a little old-school, with roots reaching all the way back to the Mercedes S-Class from two generations ago. Apparently that doesn’t bother buyers, as Pagani will tell you they appreciate the low-techiness of the whole thing while competitors like McLaren and Ferrari go the high-tech hybrid route.
While the powertrain may lean slightly to the old-school side of things, Pagani isn’t completely adverse to some future tech, as evidenced by the active aero that can be found throughout the body. Active flaps – two on the nose, two on the tail – are individually activated depending on which tire needs more traction. Four tires means four flaps.
There are few cars in the world that serve up the kind of panache the Pagani Huayra does. Lamborghinis, Ferraris, and even Bugattis – yes, I’m talking about the new one – all wilt in the face of the greatness that is basically one man’s passion project.
It wasn’t long ago that Horacio Pagani was helping develop those selfsame Lambos and even some race cars. Eventually, the time came to strike up on his own.
While the official records show Pagani has only ever built two models – the Zonda and Huayra – there have been numerous roadster, special, and one-off versions of each (one of which even went racing at Le Mans) to the point where “Pagani” and “bespoke” go hand-in-hand more than pretty much every other specialist auto manufacturer out there.
It’s with all that in mind that Pagani brought its latest creation – the Huayra Roadster – to the Luxury Supercar Weekend in Vancouver. The setting makes sense; take a walk in one of the city’s ritzier neighbourhoods – even some not-so-ritzy ones – and the cars you’ll see will rival anything seen in Newport Beach or on Ocean Drive in Miami. I should know; I live there.
Apparently, more than one Huayra Roadster is destined for the West Coast, costing a whopping $4.5 million of someone’s hard-earned (more likely hard-invested) cash.
You heard right: the thing costs four-point-five million in Canada, and here’s eight reasons why.