Herzog Pagani Zonda F in the super test
07.02.2010
D he cool business language about the modern automobile that we brings the fatal mechanisms of corporate concerns closer almost every day, has certainly ensured better understanding within the industry worldwide since the emergence of typical Anglicisms such as lean production, return on investment and unique selling proposition. But it doesn't sound like passion and feeling are an integral part of the global deal. In this more business-like mood, which unfortunately has also gripped a large part of the customer base, the large-scale manufacturers cannot avoid increasing the artificial stimulation of incentives to buy. Through greatly shortened model cycles, for example - or through the annexation of technologies developed elsewhere. Motorsport engagements and sponsoring of completely different events are also part of this strategy. In many cases - if historically possible - references are made to the origins of the brand, but these are often more of an antiseptic nature due to their hair-borne analogies. The best-working recipe for creating legends and myths without artificial tricks no longer has widespread approval in today's automotive business world. The strong lone fighters who drove the legendary formation of their products in the early automobile era with their name, their ability and their willingness to take risks are no longer in demand - or simply died out.
Strong lone warriors are rare these days
Nowadays, car people who either successfully boosted shareholder value or who are like a brand are best known Have done away with. Where are the Enzo Ferrari, the Ferdinand Porsche and Ferrucio Lamborghini, who were able to transfer their technical knowledge and their craft to the object with the passion of a man possessed? Don't worry: there are still - very occasionally - these in a positive sense crazy individual perpetrators who stand up to the established large-scale manufacturers. The fact that a name that has not yet succumbed to the desires of powerful buyers has to do with the vitality and personality of the man, of all places in the orbit of the northern Italian automobile metropolis Modena, where Ferrari, Lamborghini and Maserati have survived as subsidiaries, stands outwho is behind the company name - or with its negotiating skills: Horacio Pagani. The semi-official alliance with AMG as an engine supplier is an unparalleled stroke of luck from the perspective of the Italian small series manufacturer. Especially in view of the fact that the engine used is an exclusive solitaire, but its availability - as with all rare objects - is now limited. There are currently around fifty copies left. The one in the Zonda , of course, just in front of the rear axle A 7.3-liter twelve-cylinder vacuum cleaner housed in a chrome-molybdenum frame screwed to the carbon fiber cell has been decommissioned by AMG and Mercedes for some time. This impressive and powerful engine is practically the freestyle in the racing-like environment of the Zonda.
The youngest evolutionary stage of the super sports car can be recognized as such by the inconspicuous additional abbreviation F. The Zonda F follows the Zonda S, which once made an extremely strong impression in the sport auto supertest (issue 7/2002). In spite of all the conceptual and, in broad lines, visual correspondence with its predecessor, the new Modeneser sports car, to which an open version was recently added for reinforcement, reveals very far-reaching modifications - both in the area of the engine and in the body and chassis. Environment. The shape and design of the beautiful airbox is a first indication that a lot has happened in terms of flow technology on the inlet side. The intake pipes, which are extremely elaborately formed using the hydro process, taper towards the combustion chamber, which, according to reports, can be used to derive a not insignificant Venturi effect. The intake air accelerated in this way ensures a certain amount of charging, which should ensure more effective combustion in the huge combustion chambers, each equipped with four valves.
The Zonda F accelerates the intake air
In combination with the new exhaust system made of super-expensive and super-light Inconel, which is also used in Formula 1, this results in a total optimized gas exchange. It is now nominally expressed in an output of 602 hp (previously 555 hp) and a torque of 760 Newton meters (previously 750 Newton meters). Just as, for example, expensive titanium is used in the silencer for weight reasons, even lighter and consequently more expensive carbon fiber materials are now also being used in the bodywork area. Like all other modifications to the carbon fiber cladding, the visual changes on both the front hood and the huge rear engine cover serve to further optimize the aerodynamic properties. With the now one-piece rear wingThis primarily results in an improved drag coefficient - with somewhat reduced but still significant downforce values (see box on the left). Its visually imposing appearance, which is expressed in an area of 4.43 meters by 2.05 meters (length by width) and a reasonable height of 114 centimeters, is by no means reflected in one piece thanks to the widespread use of noble and, above all, light materials opulent weight.
With a full tank, this car, which is reminiscent of the earlier Group C era thanks to its characteristic cockpit cockpit, only weighs 1,371 kilograms. Its power-to-weight ratio is therefore a mere 2.3 kilograms per hp when fully fueled. The ongoing intensive care, the company patriarch Horacio Pagani The basic concept that has existed since 1999 reveals itself once more to be a highly successful strategy. The workmanship of the Zonda F has taken a magical development down to the last detail, before which even established quality popes should fall on their knees out of sheer awe. And the extreme attention to detail that Pagani gives his piece of jewelery even in hidden places should make those responsible for costs in the major automotive industry blush. The new constructive goodies such as the outrageously expensive Öhlins shock absorbers operated via Pushrods or the massive carbon /ceramic brake system from Brembo also point to the high standards pursued with the long-term project called Zonda. Incidentally, the native Argentine Pagani feels mentally strong with his compatriot Juan-Manuel Fangio. He sees his racing and business success as the logical consequence of perseverance, the highest level of talent and the constant pursuit of perfection. Pagani is therefore also nobody who could accept the status quo for longer than half an hour: His evaluations and analyzes of the driving performance, braking measurements and lap times achieved in the context of the Supertest led, contrary to custom and completely regardless of the top marks, to in-depth discussions. With a sprint ability that expresses itself in an acceleration from zero to 100 km /h in 3.8 seconds instead of the specified 3.6 seconds, the Zonda F is perfectly equipped in our opinion to withstand even the greatest public expectations.
The Zonda F reaches 100 km /h in 3.8 seconds
Despite the generally good traction, provided by the relevant weight distribution of 41.8 58.2 percent in favor of the rear drive axle and the further improved locking effect of the differential, this twelve-cylinder displacement giant is always able to provide the optimalTo easily surpass framework conditions. When accelerating from a standing start - as is usual in this horsepower league - it strongly depends on how much of the available power can be brought to the wide drive wheels with the help of the clutch, which is heavily stressed at such moments. The fact that the Zonda did not pass the 200 km /h hurdle in less than ten seconds, as announced, but actually 'only' in 11.4 seconds is, according to Pagani's diction, to be seen as a minor disgrace, but is considered neutrally rather under the heading of minor issues. Because even the most serene professional experiences the kind of storming the horizon, which occurs when you step on the accelerator and which takes the senses to the extreme because of the landscape that is literally flying away to the side. The big block, at first silky and gently acting behind the crew, turns into a tearing animal with almost cat-like reflexes as the speed increases - and that in a comparatively narrow speed range. The 60-degree V engine develops its maximum output at a civilian speed of 6,150 rpm. The slightest movement on the accelerator pedal, however, has a sudden effect on what is happening, which can lead to serious twitching of the hindquarters when used without ASR - provided that the lateral acceleration values have reached a significant level on the g-scale.
In spite of all the brutality that expresses itself in such an impressive way in terms of the motor, the Zonda F also displays an extraordinary suppleness. This applies to both driving comfort and straight-line stability. With increasing speed and above all beyond 250 km /h you can literally feel the stabilizing influence of aerodynamics on driving behavior. The real fascination of the Zonda F is that concentration on the essentials is not disturbed even when traveling at 83.4 meters per second - this corresponds to 300 km /h. It is therefore one of the most sociable and comfortable To belong to super athletes at all. No wind whistles through the door seals, and a screw connection does not squeak either. The beautiful, sonorous twelve-cylinder sound in the partial load range is a little disturbed by the rolling noise of the wide Michelin rollers. The possibility of dramatically misjudging the speed must be counted among the latent dangers that are noticeable in everyday dealings with this precious thing because of the exemplary involvement of the driver in the system. The subjectively experienced security, which arises spontaneously from the good overview and the remarkably easy handling, is also confirmed when viewed objectively. Representing the high level of attention paid to both the active and passive safety-relevant components due to the rigid approval regulations in the US export market is once again theBrake brought into focus. Magnificent deceleration rates of up to 12.6 m /s², which culminate in braking distances of just over 122 meters from 200 km /h, are not only the result of the imposing - and sinfully expensive - use of materials, but also, above all, the excellent basic conceptual setting .
After 122 meters the Zonda is at a speed of 200
Given the excellent results, the special weight balance in the dynamic wheel load shift that occurs when braking is just as important to. In order to achieve top results, it is simply necessary to move not just one but as many levers as possible. The exemplary approach is evident in the new Zonda F in a whole series of noticeable improvements that were also made in the environment of the dominant twelve-cylinder engine. In any case, the nominal increase in output from 555 to now 602 HP did not make the decisive contribution to the fact that the Zonda F was able to improve in all of the Supertest disciplines, in some cases significantly. You can safely do without one or the other dozen horsepower in this performance class. As is well known, the influence of the engine power is reduced from a certain horsepower supply in favor of the other influencing variables weight, aerodynamics and above all tires. There is no question that ultimately the driver also has a certain influence on the result. But since it is only in the foreground when the result is unsatisfactory, its influence is probably no longer up for discussion here.
