Subsequent versions, advancing consistently in aerodynamics, power and light-weight construction, include the 2000 Zonda C12 S; the 2002 Zonda C12 S 7.3; the 2003 Zonda GR, with a terminal speed of 215 mph; the Zonda C12 S Monza, which debuted at the 2004 Paris Motor Show; the 2005 Zonda C12 F, with a special clubsport model producing 641 horsepower, which held the record for the fastest lap by any production car around the Nurburgring racetrack until that was recently bettered by the 2009 Corvette ZR1; the Zonda F, recalling Fangio; the 2006 Zonda Roadster F; and the almost entirely new 2007 Zonda R Clubsport.
Combining the upgrades of the Zonda F and Zonda R, the Cinque, created at the request of a Hong Kong-based Pagani dealer, is expected to be the final Zonda variant before the model's replacement in a few years. The expected delivery date is June 2009 for the five cars. The new owners will receive track performance for the street, delivered by the racing specialists at Mercedes AMG. Performance details include an Inconel/ titanium exhaust system coated with ceramic and a new central air intake. |
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For the first time in a Zonda, the potent powerplant connects to a Cima clutchless sequential gearbox, robotized by Automac engineering - resulting in shifts in less than 100 milliseconds. The driver will be able to control this by way of paddles on the steering wheel and a shift on the console.
The Cinque features traction control and ABS by Bosch with magnesium and titanium suspension components, developed with Swedish suspension specialist, Ohlins. Drivers will choose four different settings, with 10 adjustments each.
Pagani-logoed APP monolithic wheels, with titanium wheel nuts, are forged in aluminum and magnesium and shod with Pirelli PZero's; fronts are 255/35/19 and rears 335/30/20. The Brembo brakes are carbon-ceramic: The fronts are six-piston calipers and the rears four-piston calipers with extra air intakes. That means the operator can brake from about 60 mph to 0 in about two seconds.
Because of the mid-engine design, weight distribution is excellent: 47 percent to 53 percent rear. With revised bodywork, such as a longer front |
