Is This Pagani Hot Enough to Melt the ICE at St. Moritz Concours?
Photos of the Utopia Roadster debuted last summer, and the specs were typically Pagani promising: 852-hp twin-turbo V-12 without hybrid assist, but with a manual option. Only 130 are slated to be produced, at a sticker price of $3.4 million. The St. Moritz showing is promised as a "dynamic debut," which could mean it'll just be driven into the show, or it could mean the supercar may take some laps around the ICE festival's frozen course. We'll know tomorrow.
In any case, it'll be nice to see it among the various Paganis present.
"The showcased model (Utopia Roadster) embodies Horacio Pagani's vision, a tribute to the past projected into the future," Pagani says of the Utopia. "Its body, finished in glossy Verde Mara, draws inspiration from the model car he built as a child in Argentina—still preserved at the Horacio Pagani Museo—enhanced by Grigio Montecarlo details."
The Utopia is the successor to the Pagani Huayra, introduced in coupe form in 2022.
Other Paganis on hand will include the Huayra Epitome—also promised in both static and dynamic form—as well as a Huayra R and a Zonda S 7.3.
The ICE St. Moritz is part of a weekend-long celebration of winter sports that began in the 1920s with skiers towed behind horses. It evolved into skiers towed behind Porsches and has now expanded to include all manner of ice races for classic and modern cars, as well as this concours. St. Moritz lies midway between Milan and Innsbruck in the Swiss Alps. Flights are cheap. You have a week. Get going!This one-off Hypercar comes from Grandi Complicazioni, the name of Pagani's division "dedicated to ultra-limited series projects that push the boundaries of technology, entrusted to only a handful of the world's most skilled artisans."The only production Pagani available with a manual transmission, the seven-speed stick shift is mated to a twin-turbo 6.0-liter V-12 making 852 hp. The Epitome wears unique carbon-fiber bodywork.Epitome interior.The exposed shifter gate is a Pagani point of pride.The Pagani Huayra R is a track-only hypercar with a 6.0-liter V12. It succeeds the Pagani Zonda R and is considered the most extreme Pagani ever made.The car's naturally aspirated V12 generates 850 hp and 553 lb-ft of torque.Redline is 9,000 rpm.It weighs 2,315 pounds, Pagani says.It's the topless follow-up to the Utopia coupe that was revealed back in 2022, Car and Driver said when it debuted. Pagani meticulously redesigned the carbon-titanium monocoque for maximum rigidity without adding weight. That means the Utopia Roadster isn't any heavier than its coupe counterpart, which Pagani claims weighs a feathery 2,822 pounds without any fluids.Like its fixed-roof sibling, the Utopia Roadster is among the few new hypercars that doesn't have a hybrid powertrain. Another anomaly is that it caters to purists by offering a seven-speed manual transmission. The stick-shift setup routes power from the twin-turbocharged 6.0-liter V-12 to the rear wheels. Developed by Mercedes-AMG, the Utopia's hand-assembled engine makes a hefty 852 hp at 6,000 rpm and 811 lb-ft of torque from 2,800–5,900 rpm.You can skip the Utopia's third pedal and opt for the seven-speed automatic, which allows paddle-shifted gear changes. Pagani didn't share any performance estimates, but it did quote the droptop's electronically limited top speed of 217 mph.A manual transmission is a rarity in today's hypercar.The Zonda S 7.3, chassis number 20, debuted at the 2003 Geneva Motor Show.This particular model stands out with its Blu Francia exterior and ivory and nubuck leather interior.It also features exclusive wheels with blue-painted spokes—a unique detail created specifically for this car.Initially built to a customer's specifications, it was later reacquired by Horacio Pagani to preserve its history and maintain its deep connection with the Pagani Atelier.
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Motor 1
25-07-2025
- Motor 1
Perfection on Wheels: Driving the Pagani Huayra R Evo at Monza
Hurry up and wait, they said. Red flags waved up and down the front straight at Autodromo di Monza—Italy's so-called Temple of Speed, the fastest track on the F1 calendar. Reports came back that a driver had speared off track and anxiety poured through the Pagani pit box like a choking fog. "It's okay. In a minute, you go. Just be ready to go," the PR handler insisted. My gloved fingers drummed against my race suit. A few moments became five minutes. Five minutes became 25. My shoulders relaxed. "Don't worry, we'll put you into a different session later," he said. I pulled the HANS off my shoulders, pried the helmet off my head, and did my best to put on an easygoing smile. My confrontation with the 900-horse, 2,300-pound, multimillion-dollar Pagani Huayra R Evo Roadster would wait. But like a whip crack, the unmistakable howl of a Pagani V-12 broke the silence, echoing from beyond Monza's legendary front straight and down to its terminus as the red-flagged car roared back into pit lane. "Okay. Now izzz time to go." An Italian engineer pushed me gently toward the cockpit and suddenly there was no more "Wait!" Only "Andiamo!" In a few frantic seconds, I'd clipped back into my HANS and humped over the Pagani's carbon-weave LMP-style crash structure and into the belly of the thing. Another engineer yanked at the five-point harness then flashed a quick thumbs-up and a smile. Photo by: Sevian Daupi | Motor1 Photo by: Sevian Daupi | Motor1 Photo by: Sevian Daupi | Motor1 Before me, all possibilities. Greatness and ruin. What a beautiful view. In the Huayra R Evo Roadster —colloquially called "REVO" by Pagani staff—you sit more upright than you'd think, a perfect sightline aimed over the car's narrow sloping nose. The driver-friendly design owes its roots to this Pagani's purpose. Despite its looks, the REVO isn't a race car. Nor is it a road car. This Pagani is destined for track use only, earmarked for the marque's 'Arte in Pista' events. Effectively, these are track days for Pagani's Huayra R (and now REVO) clients, in the vein of Ferrari's Corse Clienti program. But according to one well-heeled Pagani owner I spoke with in a cooldown session between track stints, "These [Pagani events] are the best. The customer service here is… This is ten times the other brands," he said. "I didn't get to have lunch with Enzo, and from what I understand, it wouldn't have been a very pleasant lunch anyway." Photo by: Sevian Daupi | Motor1 Before me, all possibilities. Greatness and ruin. What a beautiful view. That means Horacio Pagani is there in person, glad-handing attendees like the mayor. The Arte in Pista also provides beautifully catered meals with endless espresso, shuttles to and from the airport and race track and hotel, a pit box stuffed with race engineers, and nothing but the world's greatest tarmac laid like a red carpet in front of your NA V-12 Pagani hypercar. Of course, there are dinners at night, and driving coaches there for one-on-one instruction, an engineer to parse your driving data, and even planned outings for the kids. Horacio reiterated, again and again during the program itself, that these track days are about enjoying family, whether that's biological or fellow Paganisti. I want so badly to be cynical about these sorts of things—the ultra-wealthy enjoying their toys— because they don't cater to my specific dirtbag sensibilities. But I can't. The customers are too joyous, the cars too awesome, the company itself so deeply admirable, I just couldn't help but enjoy the… Pagani-ness of it all. Photo by: Sevian Daupi | Motor1 Photo by: Sevian Daupi | Motor1 At a dinner for Arte in Pista customers the night before the first track sessions, one Huarya R owner from Miami with a similar build to mine (long, lean) recommended some foam under the seat of my race suit, so I'd have enough room to elbow the REVO around Monza without hitting my elbows on the car's crash structure. It proved salient advice. A deep breath and a moment to focus while my hand flicked at the master and ignition switches on the REVO's center console. I craned my head down at the steering wheel, fighting at the HANS straps to recall the starting procedure. Photo by: Sevian Daupi | Motor1 "START" fired the mighty 6.0-liter V-12 over with a whirr whirr whirr BAM . Then it all went noisy. The uncatalyzed, unmuffled exhaust manifolds absolutely howitzered a racket at the back of the garage, vibrating and resonating in a full basso that played my kneecaps like tuning forks. A flick at the wheel-mounted paddle shifted the REVO into first, and I sat and revved the engine like a buffoon before remembering the car's clutch is engaged and disengaged by a servo on the sequential transmission, which is actuated by a "DRIVE" button on the steering wheel. This setup avoids a typical hand-clutch like you'd find on a similarly gnarly race car, another little touch on this track-special Pagani that's supposed to wrap the most extreme performance in a truly driver-friendly package. For context, the REVO's quickest lap at Monza wouldn't have just kept up with LMP2 the last time WEC ran here, it would've put the REVO on pole. It's that quick. Prototype-quick. In truth, after I wheeled out onto the track and saw Monza's first chicane over the REVO's hood, my mind snapped free of notary mode and left the journalist-observer framework behind. In slower cars, in cheaper cars, on tracks you know, you develop the ability to prod a car quickly up to its limits and record some mental notes about what it likes, what it doesn't like, and what sticks out that's worth relaying to the reader. Not here. Not with 900 NA V-12 horses shouting Vivaldi fortissimo at the grandstands. Not with millions of dollars in crash damage separated from Monza's strangling walls by only my right foot. Mostly, I vacillated between "If you crash this, it better kill you," and "this has to be the greatest thing I've ever driven." Photo by: Sevian Daupi | Motor1 Photo by: Sevian Daupi | Motor1 Of the scheduled 40 minutes at the wheel, I had just a few flying laps to learn the track and the car, owing to the red-flagged session earlier on, so I never settled fully into the car or track. It's not meant as a gripe, but as a disclaimer: If you're shopping for a REVO and landed here, or are just a curious reader, I won't be able to relay much about this Pagani's limit handling or its balance flat-out through Monza's high-speed bends. What I can tell you, emphatically, is that the REVO is perhaps the most awesome piece of rolling machinery on this planet. I've driven every model of Pagani in anger at this point, including a pair of Huayras, the new Utopia (manual transmission, grazie mille), and Horacio's own Zonda F. That final car will always have the largest piece of my heart, but the REVO is something else entirely. No road car can match a race car's sense of immediacy or connection. Equally, race cars aren't always friendly to their drivers. Often, they're an equation on wheels, asking for solutions you aren't naturally inclined to provide. The REVO occupies a special pocket between the two, where it pretends to be a race car, but is wrapped in just enough cotton that you can enjoy stretching its legs with confidence. Through Monza's iconic first chicane, I kept waiting for a hint of push from the nose, equally ready to snatch at the rear end going loose when I trailed that last bit of speed down from more than 190 mph and tossed the REVO's nose toward that first apex. Photo by: Sevian Daupi | Motor1 What I can tell you, emphatically, is that the REVO is perhaps the most awesome piece of rolling machinery on this planet. All I found was more grip than I'd thought to ask for, every single time I rolled through the curves. As track temps soared near 100 degrees, the tires stuck firm out of every corner exit. My stint wasn't long enough to find out how they'd hold up over the course of a day, but the bespoke Pirelli P Zero slick compound got rave reviews from the Huayra R customer-drivers, and several of Pagani's instructors and test drivers, all of whom are pros. Pirelli developed the compound to bring a smidge of road-tire feel and breakaway character to these mile-wide racing slicks. It's a tough task to balance both, and a tougher task to satisfy whoever's in the driver's seat. But that's the car's mission—flatter everyone, bring them joy. Pagani's Arte In Pista customers run the gamut from former F1 drivers to people who had never driven a car on track before buying their track-special Pagani. That's not hyperbole. In speaking to the customers, both types were equally satisfied with the car. So was I, despite myself. Data showed I was something like 9 seconds a lap slower than the 'pole' time on my final flier, braking many meters sooner than I needed to, and with far less pedal pressure than the pro driver's fastest lap. I committed every sin in the name of abundant caution, giving up entry and apex speed everywhere. About the only things I did right, according to the data analyst, were steering smoothly and getting on throttle quickly and early (which is easier to do when you're parking in the corners). Still, by picking up throttle earlier and earlier on each successive lap and learning to trust where the car would stick, my confidence grew. On the final lap, I was bumping past 300 kph on the front straight. I had so much fun. Photo by: Sevian Daupi | Motor1 Photo by: Sevian Daupi | Motor1 Photo by: Sevian Daupi | Motor1 The REVO looks about as thrilling as it does intimidating, but once you're at speed, nothing wants to hurt you. The brakes are slightly boosted, I was told, still with that race-car-like resistance across the pedal's travel that's so critical to modulating your braking efficiently while still offering a granular accuracy. The steering is light, with a hyper-quick rack that makes for economical efforts, especially in Monza's first chicane, which is best taken with a super squared-off approach. In corners, and especially once all that downforce kicks in, weight builds beautifully in the steering effort, perfectly relaying how the car's behaving. Then there's the REVO's excellent visibility, its simple, user-friendly control layout, and the balance of the whole package… I've met Girl Scout Cookie sellers who were less friendly. But, more than anything about the REVO, there's that noise. To be honest, the engine sounds better when you're stood on pit wall than it does from inside the car. Impossibly vicious and harmonic, echoing its siren call from nowhere and RIGHT THERE all at once. Even if you never get the chance to drive one, make it out to your nearest Arte In Pista to hear these things run flat out. Photo by: Sevian Daupi | Motor1 Its 60-degree, 6.0-liter naturally aspirated V-12 is on par with the best-sounding engines I've ever heard. No road car ever built sounds this good. Only golden-era Formula 1 could surpass the Pagani unit for soundtrack bliss. The engine itself is a masterpiece. This unit, designed and built from scratch by HWA, produces a glorious cavalcade of numbers. Nine-hundred horses at 8,750 rpm and 568 pound-feet from 5,800 - 8,200 rpm. Twelve naturally aspirated cylinders. Sixty-degree banking that imparts a natural balance and refinement. But really, it's the sound that impresses me most. From inside the cockpit, it's more like a mechanical thrash, a roar of gnashing whine and frequencies from the six-speed dog-ring sequential 'box. A sintered-metal three-disc clutch reins in all the power. At the REVO's astonishing 9,250-rpm redline, there's this glorious intoxicating metallic shout from all that rotating mass and the wind rushing over the overhead portholes sculpted into the carbon monocoque. It is cacophonous. It is glorious. It is Pagani at its absolute best. 30 Source: Sevian Daupi | Motor1 And that's my takeaway from my brief time meeting the REVO. I spent maybe 15 minutes behind the wheel and the rest of the day listening to it scream down Monza's front straight. When the car was still, I stood by it, mesmerized. I prodded around its beautifully constructed suspension and hunched over to view every last component. I bothered Pagani's engineers about every last detail as the car sat with its carbon clamshell off, exposed, waiting for the next driver. I got just as much joy sharing in the infectious pride of the people who built the car as I did edging up to 200 mph on that front straight. Writing about cars requires a balance wherein you must still be in love with the subject matter and yet be distanced enough from the subject itself. Personally, I'm enamored by Pagani and the things it builds. Professionally, I'm struck by Pagani's adherence to ultimate quality, to blending money-no-object craftsmanship with an artful spirit and cutting-edge composites. These are values worth admiring, and the REVO hasn't fallen short by any metric. It is, simply, a dream on wheels. Perfection. More From Pagani The Pagani Huayra Codalunga Loses Its Roof and Adds a Manual 'No One Showed Interest:' Pagani Customers Don't Want An Electric Hypercar Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Hypebeast
19-07-2025
- Hypebeast
Pagani Reveals 'The Coyote' Utopia Inspired by 24 Hours of Le Mans
Summary Paganihas unveiled a striking special edition of itsUtopiahypercar, dubbed The Coyote. Commissioned by a devoted collector, the bespoke build takes visual cues from endurance racing, especially the grueling24 Hours of Le Mans. Though pristine underneath, The Coyote wears a battle-worn disguise. Its custom livery blends Rosso Monza, Blue and Turquoise streaks over a Bianco Benny base, mimicking the scuffs, grime and tire marks a car might accumulate after a day-long race. The effect continues around the fender arches and bodywork, creating the illusion of wear earned on the track, not in the garage. Inside, however, everything remains untouched and impeccable. The cockpit features a two-tone blue and red interior with Pagani's signature exposed mechanics and metallic details, reflecting the same attention to craft and detail found in the exterior. This is the collector's third Pagani, and according to the marque, it was shaped with 'patience, care and almost meditative devotion.'
Yahoo
17-07-2025
- Yahoo
This ‘Race-Worn' Pagani Utopia Is the Pre-Ripped Jeans of Hypercars
People who can afford to drop seven figures on a bespoke hypercar often come up with wild color combinations, so you're not confusing anyone else's ride for theirs. This particular Pagani Utopia commissioned by one client, however, might be the most unique of any we've seen lately. Like the pre-ripped denim craze of the aughts, this Utopia trades on stolen valor to look like it's been through the ringer of endurance racing, and the effect isn't very persuasive. Pagani says it's called 'The Coyote' (whether the buyer dubbed it that or the automaker is unclear) and describes it as 'a fleeting glimpse of a livery shaped by endurance: untamed, imperfect, alive.' Its red and blue accents are reminiscent of a Martini-liveried Porsche, but what makes this Utopia special are the fake tears stretching from the wheel wells, the floors, and the bottom of the front bumper, revealing 'exposed' carbon fiber. In my view, there are two issues with this. First, it's ugly. From a distance, it looks like the abrasions were drawn on with marker. Second, if you've ever actually seen a car at the end of a full day of competition, they don't tend to look anything like this Pagani. Fortunately, the World Endurance Championship YouTube account posted a video after last year's 24 Hours of Le Mans that highlights the difference. Look at the field of finishers. We see plenty of caked-on dirt and tar, dust collected on the wheels themselves and the surrounding bodywork, and charred panels near exhaust pipes. What we don't see are strips of wraps and vinyls torn back like Wolverine has clawed through them. And the whole effect feels even flimsier because you just know that the owner will never abuse this car like those battle-scarred gladiators of the Mulsanne. Only one Pagani has ever actually taken on Le Mans, as it happens, and it was a Zonda way back in 2003. Of course, this guy can do whatever he wants with his money. It's his third Pagani, according to the company, and this 'collector…doesn't just configure a car but shapes a fragment of himself into every line and stitch, with patience, care, and almost meditative devotion.' No arguing with that—he's commissioned a Utopia that is distinctly his own. I'm just wondering if it's a bellwether for other trends. Some people will tell you cargo shorts are making a comeback; will the same soon be true of distressed denim? View this post on Instagram A post shared by Pagani Automobili (@paganiautomobili) Got a tip? Email us at tips@
