Mental and outrageously expensive. The Cinque Roadster is the run-out version of Zonda supercar, because after more than 10 years of production, Pagani will replace the Zonda next year with an all-new model.
Obviously, for anyone that speaks Italian, there will be just five Cinque Roadsters, to add to the five coupe versions, each costing 1.3 million Euro (£1.07m) before local taxes.
Given that the original Zonda C12 cost less than a fifth of that price, you might be wondering how Pagani can charge so much. Partly it is because through the Zonda’s life it has gradually evolved from an already mighty supercar into a full-blown hypercar; its 7.3-litre V12 now produces 669bhp.
The Cinque also borrows from the track-only R version, with a monocoque constructed from carbon-titanium (a new material developed by Pagani, which is stronger than the regular carbonfibre) and a revised front splitter, airbox, and undertray.
However we suspect the real reason the Cinque costs so much, is that with such a limited production run, there are customers out there willing to pay the price.
Everything you would hope for in a million-pound supercar. Extrovert styling, wonderful details, monumentally loud (to hear how loud - see our video) and ludicrously fast. At 1210kg (dry) the Cinque is lighter than the regular Zonda F, meaning even allowing 100kg for fluids it has power and torque to weight ratios comparable with a Bugatti Veyron.
And with such a large capacity, naturally aspirated engine, the performance is ever-present. Peak torque of 575lb ft may arrive at 4000rpm, but from 2000rpm there’s already 516lb ft. Using full throttle on the road, even in sixth gear is difficult, such is the Cinque’s lack of inertia.
With anything beyond 4000rpm it is frankly insane. But that is half the appeal of such cars, that you have to read the road, think about the conditions and work out when and how to use the performance. Which isn’t too difficult to do in the Zonda, because for all its power, the throttle modulation is excellent.
What has always been impressive about the Zonda, despite Pagani’s limited history and small team, is that so many of the fundamentals are spot on. The steering is feelsome, the brakes’ response well-defined and the ride compliant, even on the Cinque, which runs firmer suspension settings.
However unlike previous road going Zondas, the Cinque uses a six-speed single clutch automated manual transmission, with three different modes trading shift-speed against severity. Much like the system used in the Lexus LFA, while the gearbox is dramatic, it feels outdated and occasionally clumsy next to the latest systems from Ferrari.