Design Study: Pagani Zonda

By Bruce McCulloch


Out of the many fantastic supercar designs that have emerged in the past some ten years, the "Pagani Zonda" arguably boasts the most "out there, over the top" design of the crop. Indeed, it's not conservative, nor is it quiet in its design elements and it's most definitely a car for the extrovert rather than the introvert. One could even go as far as to say the Zonda has a design which truly is an acquired taste; you either hate it or you love it.

Myself, well, I'm most definitely one of the latter. I'm one who appreciates the vehicle's great use of thematic, bold and extrovert styling elements; I'm all for the "racing car mixed with a F-16 jet fighter" look, as it truly is one of a kind.Though I can completely understand if one feels it's too clever by half, and thus feels the vehicle's design is very much bordering on overkill.

I think that to fully appreciate the Zonda from a design point of view, one must understand the Zonda's design philosophy and premise. And here today, I hope to give you further insight into this spectacular design - both for the curious and for already-existing fans of the vehicle who wish to learn more about it.

Now of course, most every design has some sort of inspiration and when it comes to this Italian wonder, the general design concept was inspired by that which is the Mercedes-Benz "Sauber C9" (a Group-C racer) of the late 1980's. No surprise then, this is when the Zonda (then codenamed the "Fangio F1" for the car's human inspiration, Juan Manuel Fangio) was born. From thereon, the company's founder and vehicle's designer, Horacio Pagani, would continue to creatively “stretch” the inspired design of the C9 while adding his personal touches of eccentricity.

I do think it's only appropriate for me to inform you on why borrowing inspiration from 1987 C9 was such an important thing to Horacio Pagani and his vision of the "Fangio F1". The reason for such was that Pagani's long-time childhood idol had been the 5-time World Champion Juan Manuel Fangio, possibly the greatest racing driver that has ever lived. After successfully designing a Renault Formula 3 car in Argentina - Pagani's place of birth - the young Horacio was eventually afforded the chance to meet his idol and from there on, Fangio befriended his young fan and introduced him to Modena where he would later take a position at Lamborghini Automobili, and later still opening his own design/industry supply company under the name "Modena Design". Shortly thereafter, it was all history - wanting to create a supercar in Fangio's name, Horacio set off with the goal of drawing inspiration from Fangio's favourite company, Mercedes-Benz.

Additionally, Horacio tells the great story that Fangio said to Pagani that if he was going to create his own supercar in Fangio’s image, "it must have a Mercedes-Benz engine; I'm a Mercedes-Benz man". So it goes without saying then, after that wonderful anecdote, that implementing Mercedes-Benz style into his supercar was a big priority.

’89 Mercedes-Benz Sauber C9

Early Zonda concept drawing

Once one does learn that the Zonda draws inspiration from a race car, the design may perhaps be interpreted as more coherent. The resemblance is clearly evident too - Swooping, high front wheel arches with minimal metal gaping; a low front end with a bubble canopy giving the sensation one is driving between the wheels and a swooping, wide and low rear-end. Individual similarities in design elements between the Pagani and Mercedes are also evident. For instance, the Zonda S' "frog-eye" mirrors are purposely meant to mimic that of the C9, and the Zonda S Roadster goes as far as mimicking the C9's individual air vents found on the side and rear wheel arches of the vehicle.

Detailing Elements:

Though the general silhouette draws inspiration from the C9, the Zonda very much has its own distinctive character - particularly through its detailing. That is of course, with much thanks to Horacio's eccentricity as an artist.

Zonda C12 (1999)


Released in 1999, the "C12" version of the Zonda was the first road-legal production Pagani automobile. Its quite that it's less bold than its successors, but it's still shocking enough to drop most anyone's jaw. Key styling elements with the C12 are: conjoined circular tail lamps, it's one piece rear spoiler, swooping under-tray diffuser; frog-eye mirrors and it's square-cut front bumper with it's quad circular head lamps.

Zonda S (2002)


The C12's successor which arrived in '02, is arguably even crazier. Much of the design focus with the Zonda S was to rework the rear-end and thus is evident by it's: two separate spoilers; additional body flaps on the rear; separated tail lamps; accentuated quad pipe system; and "C12" badge, just behind the bubble canopy, in a circle on the rear bonnet. Whilst the rear-end received quite a theatrical makeover, the front end received a great deal less. In fact, the only visible change is the addition of that of a formula-one inspired arrow integrated into the front bumper; which ultimately, is meant to pay homage to the famous "Silver Arrows" Mercedes-Benz racecars.

Zonda F (2005)



While one might have imagined that the Zonda S was going to be the pinnacle of Horacio's output, he proved all us wrong in 2005 when he released the S' successor, prominently referred as the "F" (which is meant to represent Juan Manuel Fangio, of course).

If you followed the Zonda prior to the F's release, it wouldn't have been hard to see the styling changes. From head-on the signal lamps were integrated into the headlamp units; the bottom aero-dam was re-designed with more curves and unexposed fog lamps. Also worth noting is that nose arrow had been accentuated by 50mm, thus further increasing the Zonda's already aggressive qualities.

But similar to the C12S transformation, the F's biggest design re-work had been with it's rear-end. Horacio, aiming to keep the Zonda looking modern and technologically advanced, meant the implementation of not only more carbon fibre parts, but contemporary styling details were of huge importance. And I think it really has worked. The Zonda does appear to have very much of a classical design theme, without looking the least bit dated or derivative. The rear-end, for example, differs from the Zonda S as it features a one-piece spoiler which ultimately allows cleaner air flow, less drag and more down force. The engine air-cooling grills had been interestingly reshaped so that they partially wrap around the exhausts and give a freer flow to the design of the body. The biggest change, however, is undoubtedly taillights; where the brake, reverse and signal lamp have all been separated and placed in a horizontal position. Not only are they LED-equipped, but each of the lights are wrapped with a silver lining. The actual block which the tail lamps are situated upon remained untouched, though the once-visible bottom seam is nowhere to be seen.


From a side angle, the mirrors had notably relocated to the front fender; finished in unpainted carbon fibre and sculpted for aerodynamic efficiency. And even the rims differ from the Zonda S; though originally based upon that which were previously seen on the Zonda Roadster, they differ with the addition with what would appear to be, for the lack of a better word, "teeth".
Other such features are the various scoops and holes throughout the body. The front two behind the front fenders serve their purpose to help keep the brakes cooled; while the vents on the rear fenders help to both cool the brakes and reduce air pressure at the rear of the vehicle.

And as opposed to the “C12” model, the F differs from previous iterations by the implementation of a clear plexi-glass engine cover just behind the canopy. And just when you think the detailing cannot get anymore comprehensive, Pagani decided to finish the “F” in the Zonda badge in the exact cursive script in which Mr. Fangio wrote the “F” as part of his own name.

Dimensions:

People often misinterpret the Zonda’s dimensions as big and bulky; assuming that because it looks like a NASA rocket, that it’s also sized like one too. Though the redesign of the Zonda F actually lengthens the Zonda, some might be surprised to find out that the vehicle isn’t as big as it looks in photos. At 174.6 inches it is the same length as a Porsche 996 GT3 and at 44.9 inches in height it is .2 inches taller than a Lamborghini Murcielago. It is however, .4 inches wider than a Murcielago. But, overall, certainly nothing abnormal from a size perspective.

Aerodynamic Design Influence:

When introducing the Zonda F, Pagani had wanted to rebut one particular criticism of his vehicle, the aerodynamics. And it’s true, the Zonda’s aerodynamics were always a little wonky. As a result, the design philosophy for the F version was to make sure the car was more aerodynamically efficient than previous iterations, without compromising the Zonda’s unique sense of style.

The problem with the Zonda S was that once the air flowed over the bonnet it was interrupted by the positioning of the highly placed mirrors, and then further bounced off the dual spoilers. Additionally, Pagani claims that while redesigning the Zonda, he noticed that the radiator in the Zonda S hadn’t been working to its full potential; once the air entered the nose it was continuously thrown around, failing to hit the radiator inlets head-on.

And most, if not all, of the additional details on the F helped increase the Zonda’s aerodynamic efficiency. For instance, the reworked undertray diffuser combined with the front aero dam and rear spoiler considerably increases downforce at 200mph from 700kg to 900kg and brings the Zonda aerodynamic air distribution to F46/R54. Meanwhile, the drag coefficient has undergone a significant drop from the Zonda S; .39 versus .36 respectively. And this effect is further accentuated with the suspension being 10 millimeters lower than previous versions.

So there you have it. An in-depth look into what is certainly one of my favourite designs of all time. And to think I didn’t even touch on the subject of the interior...

Koenigsegg Faces Trouble

By Bruce McCulloch

Last week, an Australian publication by the name of Autocult, reported that Swedish supercar manufacturer Koenigsegg is heading into dire financial troubles. And according to Sweden’s Realtid, Koenigsegg, the company known for it’s over-the-top 240mph various “CC” models is currently 240,000 euros in debt and is desperately in search of new investors. Mind you, that debt of 240k is hardly anything compared to what Koenigsegg Automotive reportedly lost in 2006 – an eye-watering $3.6 million USD.

While company turnover actually rose slightly from $24.7 million to 24.8 million (2005 and 2006, respectively), the company claims its losing money at an unbelievable rate. The company makes the claim that it’s costing them a ridiculous $4 million dollars to produce each vehicle and the only way to offset the negative cash flow will be to increase their current yearly production of around 15 units.

For those who have followed the supercar world, this isn’t going to be much of a surprise. This company has been nothing a multitude of disasters since Day One. The company’s young and wealthy entrepreneur, Christian Von Koenigsegg (CVK), has showed every sign of being a pushy business man with little understanding of the automotive world.

Koenigsegg’s first real troubles are within its research and development program. Despite CVK’s great mass of wealth, his personal money is not enough to turn the company around. Of course, this all could have been avoided had the company not set such high production standards; I’m not sure how much of the exact number which they aimed to achieve, but if they were expecting 50+ units per year, they were as high as a kite on a windy day.

Tis true, today’s market gives most any company the chance to indulge themselves in success, but nevertheless, in limited quantities. This is where comparable companies such as Spyker Automotive and Pagani Automobili are in a much better position; Spyker is having much success selling some 100+ vehicles per year with the latter selling some 15 vehicles per year. The difference here is that these companies have backed up their costing development by properly estimating annual production and having a sufficient amount of back-up funds (investors included).

For instance, Pagani Automobili (producer of the “Zonda” supercar) is absolutely thriving at the volume of business they have currently, and is planning to release a track day-inspired Zonda at the upcoming Frankfurt Autoshow in Germany. One of the main reasons why Pagani is such a successful company for its size is because of the company with which it’s affiliated with, “Modena Design”. Modena design, set up in 1988, is an industry supplier that offers a numbers of carbon fibre applications and designers to those who desire same; this arrangement thus allows Horacio Pagani and his supercar to make up for any possible losses in profit. It’s an excellent quid pro quo which can only leave Pagani successful. What also contributes to their overall financial health is when Horacio Pagani and affiliated dip their hands into a number of other projects including the design of a boat and even a Hi-FI stereo system. Yes, its not auto-related, but this type of product planning is not only complimenting his brand by establishing new high-end name items to the company, but linking him with a number of investors and ultimately helping him create a upscale image and upscale brand image for the company.

Entrepreneur and tuner-car-extraordinaire, Steve Saleen, also runs on this general (and rather logical) concept. The extreme success and backing which his former tuning company is known for has helped to offset any possible losses in income; however, unlike the Swedish manufacturer, Saleen generally planned his future (production limits, etc) on reasonable expectations. This approach was instrumental in Saleen commanding a premium price when he sold the majority ownership of his company to an outside firm. He is now involved with both a company that will import Chinese pickups and SUVs into the States, as well as another, brand-new company that will build high-performance vehicles in the U.S. Suffice to say, both Horacio Pagani and Steve Saleen have, or, have had, companies which are thriving because they were set up properly. Over years of business, the two manufacturer companies (Modena Design and Saleen) were not only able to establish reasonable profit but bring a whole crop of investors. One can strongly doubt whether Koenigsegg ever had any real investors; perhaps he thought he could compensate with his own check book if they ever came across financial troubles like this?

What’s also might be worth mentioning is Koenigsegg’s ever-declining image thanks to the poor performance and awful reliability of its cars. When his 655bhp CC8S supercar was released in 2002, CVK claimed it would immediately be the world’s fastest car. He claimed that it would easily achieve zero-to-sixty mph in just 3.0 seconds and take the top speed world speed title from the almighty McLaren F1. Truth is, each and every model has consistently failed to achieve their claims. The initial model, which claimed such bombastic figures, pulled up a zero-to-sixty figure of 4.4 seconds and a zero-to-one hundred figure of 8.0 seconds by the British publication AutoCar; a far cry from what was expected from a horsepower-to-weight ratio like it has. Nor did the first model (coined the “CC8S”) ever achieve its claimed top speed of 245 mph. Instead, it took Koenigsegg a few years later with an insane 200+bhp increase to achieve a top speed of just 241 mph. A full one mph faster than the McLaren F1.

Performance inconsistency (and failure), even with the 800+bhp CCR, has continued with its various performance figures from the track to its straight line acceleration.

Furthermore, Koenigsegg’s vehicles have gained a deserved reputation for being amongst the most unreliable supercars on the market. Just about every one which was sent to journalists around the world has failed and in every way imaginable too; from engine failures to overheating. Even the loyal owners of Koenigsegg cars have showed much concern about the vehicle’s unpredictable reliability.

This to me would indicate that this vehicle was always a victim of rushed development. There’s no excuse for such poor reliability, especially when companies like Pagani Automobili are not suffering from it; they are keeping their image clean and their customers happy.

As if over-promising on performance and unreliability issues weren’t enough, Koenigseggs have also gained a reputation for being un-drivable and uncontrollable near their limits with many owners and journalists pileing them into walls with unsettling frequency.



Whether any of these attributes are actually affecting Koenigsegg sales is up for debate. I think most would agree though, it certainly can’t help.

Poor Product Planning:

What makes the companies operations even worse is their product planning, or rather, the lack thereof.

The company’s first effort in 2002 was the CC8S and with 655bhp it should have been enough. It wasn’t though and for a reason unbeknownst to anyone it was deemed appropriate to introduce an updated model which they called the “CCR” benefiting from an extra 200bhp. And in 2005, the company thought it was yet again appropriate to release a car technically identical to the CCR, but in a slightly new body shell and throw a “CCX” badge on it. And in 2006, both a bio-fuelled and racing version of the CCX were released. Both of these cars were answers to questions no was asking. There was and still is no demand for either type of car. This is utterly ridiculous and obviously ill-considered marketing from a company without much clue as to what they’re doing. While I won’t deny the market can sometimes be unpredictable, it’s clear that a general lack of knowledge of market demand existed at Koenigsegg.

In the opinion of this enthusiast, this company has always been a disaster. Indeed, many supercar manufacturers in the past have fallen in the same pattern in which Koenigsegg is exhibiting, but this should not have happened to a company run by a man who is a very wealthy entrepreneur; he should have known better. It is not unreasonable to expect that a successful businessman like Koenigsegg would figure out at some point that he needed more management talent with auto experience at his company, but it seems that hasn’t happened so far. Much of this could (and should) have been forecasted; failure is prevailing thanks to cockiness.

Pagani Revamp

According to EVO Magazine, Italian manufacturer Pagani Automobili has now received a total of six orders (with four waiting to be confirmed) for the next iteration of the Zonda, the 'Zonda R'. With a total production amount of just ten units, Pagani is asking an astonishing 1.2 Million Euro's for this all-inspiring track monster.

Company owner, Horacio Pagani also indicates that he has secured a new factory which is not only three times the size of his current operation, but just a kilometre away from the current factory. Such a purchase and move will allow Pagani to achieve his goal of selling cars around globally with a yearly capacity of around 60 units.

EVO Article here