logo
This 'Race-Worn' Pagani Utopia Is the Pre-Ripped Jeans of Hypercars

This 'Race-Worn' Pagani Utopia Is the Pre-Ripped Jeans of Hypercars

The Drive2 days ago
The latest car news, reviews, and features.
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. Credit where it's due, I dig the color combo of the interior. paganiautomobili via Instagram
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?
Got a tip? Email us at tips@thedrive.com
Orange background

Try Our AI Features

Explore what Daily8 AI can do for you:

Comments

No comments yet...

Related Articles

UK-based Yasa claims world record with new 738bhp, 13.1kg motor
UK-based Yasa claims world record with new 738bhp, 13.1kg motor

Yahoo

time3 hours ago

  • Yahoo

UK-based Yasa claims world record with new 738bhp, 13.1kg motor

Mercedes-Benz-owned Yasa Motors has created what it claims to be the highest-density motor ever built – a 13.1kg unit that produces 738bhp. That equates to 56bhp per kg, which is more than double the industry benchmark of 20bhp per kg. UK-based Yasa calls it an unofficial world record for motor power density – across any application or sector, not just automotive. The electric motor with the highest power-to-weight ratio currently in production is the Equipmake HPM-400, which puts out 54bhp per kg. Weighing 40kg, the Australian-produced unit is used in aerospace and marine vehicles. Yasa's figures were reached during prototype testing last week. What makes the feat most remarkable, says Yasa, is that the unit uses no exotic materials such as cobalt-iron laminations and litz wire. Moreover, it was not created using 3D printing. Tim Woolmer, Yasa CTO and founder, told Autocar: 'This result is a glimpse of what's possible when deep tech, R&D and practical engineering comes together. We've shown that you don't need exotic materials or experimental manufacturing processes to achieve record-breaking performance. "What we've achieved here is not just a number – it's a demonstration of scalable, production-ready innovation that raises the bar for electric motor design. And the most exciting part? We're just getting started.' Once the unit is signed off, production can reach up to 50,000 units a year at its Oxfordshire plant, according to Yasa. In a statement, the firm said: 'While unofficial, this record represents a major milestone - not just for Yasa, but for what's possible at the cutting edge of practical, high-performance electric motor design.' There are no official details about when a production version of the motor could be launched, nor what cars it will power. Yasa currently supplies motors to Lamborghini, Mercedes-AMG and Ferrari, among others. ]]>

Volvo Cars says turnaround plan on track despite Q2 losses
Volvo Cars says turnaround plan on track despite Q2 losses

Yahoo

time4 hours ago

  • Yahoo

Volvo Cars says turnaround plan on track despite Q2 losses

Geely-owned Volvo Cars has reported a significant loss for the second quarter (Q2) of 2025, with a group operating profit (EBIT) down by Skr10.0bn ($1.02bn) compared to Skr8.0bn in Q2 2024, reflecting ongoing challenges within the automotive industry. Despite this, the company said that its Skr18bn ($1.84bn) cost and cash turnaround plan is progressing as expected, with full effects anticipated in 2026. Q2 revenues fell to Skr93.5bn from Skr101.5bn reported in the same period of the previous year, and the EBIT margin dropped from 7.9% to -10.6%. The Q2 EBIT includes items affecting comparability of Skr12.9bn, comprising an impairment of Skr11.4bn and a Skr1.4bn restructuring charge. Excluding these items, the EBIT was Skr2.9bn, with an EBIT margin of 3.1%. The impairment charge was attributed to the adjustment of 'financial assumptions for the EX90 and ES90 platform', import tariffs, and delays for the EX90. Additionally, a one-time restructuring cost of Skr1.4bn was linked to a decrease of 3,000 headcounts. Retail sales also experienced a decline, with 181,600 cars sold in Q2, a 12% decrease from the same period last year. The Skr18bn turnaround plan, introduced in early 2025, is already having an impact, with the reduction of 3,000 positions underway, and nearly 1,100 employees having left the company. Volvo Cars said that it is taking steps to minimise material expenses, including leveraging synergies within the Geely group and partnering on procurement. The company is also reducing working capital and investment pace, easing off investment volume, as major investments are being made in new product architecture. This will bring cost decreases and performance improvements, starting with the new Volvo EX60. Electrification remains a key focus of the company, with analysts predicting that 'demand for fully electric cars' will continue to grow, potentially outpacing traditional combustion engine cars by 2030. Volvo Cars noted that it will 'refresh' its plug-in hybrid (PHEV) offerings, starting with the all-new XC70 extended-range PHEV, set to launch in China in Q3. New governance models are being implemented by the company in China and the Americas, and the local assembly of the XC60 SUV in the US will help reduce the effects of import tariffs. Despite a challenging 2025, Volvo Cars is focusing on driving sales, including the EX30 and the 90 Series electric vehicles. The EX60 is also on track to strengthen the company's electric lineup. Volvo Cars CEO and president Håkan Samuelsson said: 'Demand remains under pressure from the macroeconomic environment, tariff-related uncertainties and tougher competition. 'However, our turnaround actions are starting to show results. In a Q2 market with headwinds we made a clear improvement of free cash flow versus Q1 and our EBIT margin excluding items affecting comparability was slightly higher.' "Volvo Cars says turnaround plan on track despite Q2 losses" was originally created and published by Just Auto, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site. Sign in to access your portfolio

BMW M5 review: a PHEV worth its weight
BMW M5 review: a PHEV worth its weight

The Verge

time4 hours ago

  • The Verge

BMW M5 review: a PHEV worth its weight

After 40 years and six generations, 2025 marks the beginning of a new generation of the BMW M5: the G90 chassis. Featuring a ground-up redesign and a new plug-in hybrid powertrain, the specs are impressive. It's not just its horsepower and torque numbers but its curb weight of 5,390 pounds, too. That's no small figure, but the German brand's never held back in this department, and it has never greatly impeded the badge. Well, until now. There's a lot to like about the newest M5, especially in its corner-carving competence and how it acts around town solely propelled by electrons. But in other areas, this $123,275 super sedan lacks some necessary traits to its class. The latest BMW M5's exterior styling is bulky. It's common for new cars, especially of the enthusiast-geared variety, to be smaller in real life than they look in press photos. The M5 is one of the few that is actually larger. It looks muscular, and I dig it from the rear three-quarter perspective. But there's no hiding it: this thing is dimensionally massive in every sense of the word. Inside, the G90 possesses BMW's latest screen and capacitive touch-focused interior design. Its air vents are now the latter, which I never thought would be a thing, but they function well nonetheless and help it stand apart from other high-end European fare. Its dash trim color is customizable, and switching between Road and Sport in its M Mode settings changes this trim to the BMW M colors, too. All controls are laid out in an organized manner, and their touch response is quite good. But first-time BMW drivers may find configuring performance settings and navigating through BMW's iDrive software a tad befuddling at first. There's a reason for so much heft beneath this latest iteration of BMW's beloved executive express: it sports a 14.8kWh battery, fed by a 7.5kW onboard charger. It provides forward momentum by feeding into the M5's eight-speed automatic gearbox via AC motor and will return as many as 25 miles of range on electrons alone. When its twin-turbo, 4.4-liter V8 and battery combine forces, acceleration is ferocious. Besides some jerkiness while shifting through gears with the pedal mashed, its acceleration is still ample for daily commuting. Like any PHEV, it's relaxing to cruise around town sans internal combustion, too. BMW doesn't specifically outline this, but I suspect that the M5's massive weight helps with quicker-than-average energy recuperation. The massive 15.7-inch rotors and multi-piston calipers have their work cut out for them, but they surely send more energy to the relatively small battery pack because of the M5's weight. Tacking on five or even 10 miles was easy in everyday driving, but especially on some fun roads high atop California's San Gabriel Mountains. With the M5's twin-turbo, 4.4-liter V8 and its AC electric motor attached to the transmission, combined output is rated at 717 horsepower and 738 pound-feet of torque. These specs should equate to a thrilling overall driving experience. It does, yet it also doesn't. First, the good news: this thing is quite fast and a monster in the corners. It effortlessly pulled out of turns and down straightaways with confidence, and hitting 60 from a standstill takes just 3.4 seconds. It ripped down winding mountain roads with a surprising amount of agility for being on the wrong side of 2.5 tons, exhibiting little body roll and impressive cornering grip. Combine these together, and the M5 is probably one of a few new sedans that can properly give chase to any flavor of mid-engine supercar on a twisty road. Its steering ratio was quite good, albeit overall steering and chassis feel and communication were tremendously vague. There's a lot to like about the newest M5, especially in its corner-carving competence. Sadly, the whole experience wears off quickly. In the past, BMW has always been good at getting the sound right with its M cars; its performance-tuned inline-sixes have a quintessential angry howl, and its V8s make their presence known with a deep, bass-filled roar. No matter the exhaust setting (there's technically a quiet and a loud mode), the G90 M5 is simply too muffled, as if it's a subtle reminder that an engine is present, rather than being an active participant in the drama. Not only that, but doing a burnout is way too difficult to pull off when set to rear-wheel drive. As childish as this may sound, it's a key indicator of any performance car's personality. The previous, F90-generation BMW M5 practically demanded drivers light up its tires — this new model seemingly cowers in fear over the idea of spinning its 295-wide meats faster than necessary in a straight line. In light of these gripes, it may sound like the latest M5's overall tuning errs more on the side of comfort and restraint than ever before, but its ride quality tells a different story. Even in its most comfortable suspension mode, it's too rigid, and my tester produced some creaks over the Los Angeles Basin's worst stretches of urban blacktop. The F90 was far better in this department. On the one hand, the 2025 BMW M5 is a fascinating proposition. It has a chill PHEV / muscular sedan demeanor and squabs on twisty roads like nobody's business. But due to its lack of personality and rough ride quality, it feels like a step in the wrong direction. Then, there's the styling, which is questionable at best — like many other new BMWs, it's becoming harder and harder to chalk this up to acquired taste. The previous F90 generation was a masterclass in a big sedan that knows how to handle itself, always punching above its 4,300-lb curb weight. I was hoping for better in this latest model, but there's not enough for it to be a clear net positive. Photography by Peter Nelson / The Verge

DOWNLOAD THE APP

Get Started Now: Download the App

Ready to dive into a world of global content with local flavor? Download Daily8 app today from your preferred app store and start exploring.
app-storeplay-store