Pagani has achieved what once seemed impossible, creating a more extreme version of its already track-focussed Huayra R hypercar.

    Meet the Pagani Huayra R Evo, a ‘long-tail’, open-top track special, created for participants of the exclusive ‘Arte in Pista’ private time-attack style racing series.

    Only owners of the Pagani Zonda R, Zonda Revolución, Huayra R and now the Huayra R Evo are allowed to race in the series which travels between the most prestigious FIA racing circuits.

    The Huayra R Evo draws inspiration from both IndyCar and classic Le Mans race cars. It’s designed to be as close to a race car as possible, granting its drivers “uncompromising performance”.

    All told, development took Horacio Pagani and his team two years, with the hypercar partially tested at Arte in Pista events.

    Due to the improvement in aerodynamics, power output and handling characteristics, Pagani claims the “Huayra R Evo can match the performance levels of the current Le Mans Prototype 2 [LMP2] race cars”.

    At the heart of this newfound performance is a reworked version of the Huayra R’s naturally aspirated 6.0-litre V12, a result of Pagani and HWA AG’s strategic partnership.

    This sees HWA AG – manufacturer of Mercedes AMG’s race cars – fit new camshafts and refine the ‘trumpet’-shaped intake manifolds for added power and torque.

    The V12 engine now produces 662kW at 8750rpm, while maximum torque of 770Nm is now available between 5800 to 8200rpm.

    The ECU and exhaust system have also been revised to deliver what Pagani promises is an even more intoxicating note at the 9200rpm redline.

    Transmitting power to the ground is a six-speed sequential gearbox, also developed with HWA AG. In order to keep weight to a minimum and increase structural rigidity, the gearbox is attached to the monocoque chassis as well as the engine as a structural member.

    Inside the gearbox is a metallic racing clutch and dog ringed gears, keeping the weight of the gearbox to 80 kilograms while reducing shift times.

    To retain track-worthy stopping performance with the uprated engine, Pagani has leaned on its partnership with Brembo to deliver a new carbon-ceramic braking system.

    Self-ventilating carbon discs feature, along with bespoke brake pads that have 14 per cent greater surface area.

    The suspension has been tweaked too, with new hydraulic dampers making sure the car still retains vital ground clearance despite an increase in downforce.

    Specifically, new ‘heave’ dampers have been added, which is a third hydraulic element designed to control the car’s ride height independent of the traditional dampers, which would normally have to control both.

    The remainder of the double-wishbone suspension system remains the same as the Huayra R. The suspension is rigid-mounted, doing away with bushings so the driver receives maximum feedback.

    Wider Pirelli P Zero slick tyres help keep the Huayra R Evo grounded, measuring 280/680 R19 in the front and 345/725 R20 in the rear. The tyres were also co-developed by Pagani, and are available in both wet and dry compounds.

    Due to the extensive aerodynamic work done to create the Huayra R Evo, the car now boasts a 45 per cent increase in total downforce, while also boasting a 21 per cent increase in aerodynamic efficiency.

    Pagani claims the hypercar generates more downforce than its own weight at 320km/h.

    These metrics are a result of a multitude of changes, chief amongst them being the ‘long-tail’ rear end, enlarged diffuser and splitter and open-top cockpit.

    Starting at the front of the car, the front splitter has been extended by 101 millimetres, which adds downforce, but also directs airflow through a revised front ducting system and enlarged canards.

    The ducting system feeds cool air to a water radiator, brake calipers and brake discs.

    Moving rearward, a new open-top cockpit features, injecting some IndyCar-inspired flare to the design.

    Pagani claims this open-top design actually increases downforce by five per cent compared to a closed cockpit. Inside, many safety enhancements are present, such as a roll cage and seat structure made from a “carbo-titanium” and “carbo-triax” alloy.

    Additionally, the Huayra R Evo’s driving position can be adjusted so the driver can pilot a right- or left-hand drive vehicle.

    At last we arrive at the rear of the vehicle, which is 190 millimetres longer than a Huayra R, completing the ‘codalunga’ (long-tail) concept.

    The long-tail rear end allows for an extended diffuser and rear wing, effectively lengthening the underbody of the Huayra. As such, a vertical stabiliser now leads into a three-post rear wing that features active aero flaps.

    All told, a 38 per cent increase in body stiffness is achieved with zero weight penalty, due to utilising Class A carbon fibre that also features on the Pagani Utopia.

    Pagani hasn’t revealed pricing of the new track toy.

    James Gelding
    James Gelding is a Contributor at CarExpert.
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