Five alive: we drive the Pagani Codalunga

The mercury is hovering in the low single digits, while wet asphalt and November gloom combine to keep tyre temperatures well below optimal. The small Italian road, just 1.5 vehicle widths, snakes ahead. Or at least I assume it does, for the mist is so thick and cloying that vision is reduced to a few meters. The tarmac beneath the wheels is no treacle-smooth race track; instead, it contains ugly off-camber areas and concealed fissures, both waiting to spew an errant wheel into the gutter.

And the wheels we've selected for this lovely setting? The handcrafted gem, valued at six million pounds, is the one-of-five Pagani Codalunga. Rear-wheel drive, a bi-turbo V12 engine producing 829 horsepower, and enough custom carbon fiber to make an F1 squad blush.
In a flash

Pros: Stunning appearance, custom craftsmanship, and artwork including a V12 in back
Drawbacks: Reasoning

What's fresh?
Owner Horacio Pagani knows how important his customers are, saying, "They are our number one asset." The company's motto is "our customer is our work-giver." They like the fact that the Pagani story is true, and we have a very direct interaction with them.

Indeed, two consumers are responsible for the Codalunga's existence. Both numerous Pagani owners, the friends approached the company in 2018 with a very simple brief, centered on the Huayra but with added individuality and a sprinkling of inspiration from Le Mans prototypes from the 1960s and 1970s.

Simplification was the rule of the day, with the bodywork elongated (the Codalunga is 307mm longer than the Huayra) and given a hand-made appearance in the best tradition of Italian coach builders. Even at this level, operating within the limits of what was practical remained a consideration.

What are the specifications?

The original plan was to use a Huayra donor car, rather than scrapping a Montego and putting on some new parts, but as the project progressed, new realities emerged. The Codalunga featured a new carbon fibre monocoque, a tweaked engine (up by 37bhp and now, like the Huayra, powered by a Pagani-badged Merc V12), new suspension, and a different, lighter exhaust; even at this end of the scale, it was clear that more than two cars would be required to keep the project solvent.

The monocoque alone, globally homologated with all the crash testing that involves, was a huge investment. It’s even been certified for use in the US, as one of the owners lives over there. Not that £6m ever looks like good value, but when you think of the effort required to build the five cars, at least the sticker price starts to make sense.

What is it like to drive?

The Codalunga, despite its graceful curves, is surprisingly urgent. There's never any mistake that a six-litre V12 is sitting right behind you, with the induction noise, turbo whistle, and dump valves combining with the V12's baritone to give the car a rawness that the looks do not convey.

You'll want to push the sports exhaust button on the center console every time you get into the car. It doesn't scream like a classic Zonda, which is due in part to naturally aspirated vs forced induction, but the V12 has a purposefulness that resonates off these Italian hills. Inside, the power delivery is smooth and progressive, with plenty of fun to be had from 2000rpm, turbo whistle, and dump valve clatter providing auditory cues and a heightened sense of self-awareness as I flex my right foot. Gravel pings into the exorbitantly priced carbon wheel arches. 

As the Codalunga pulls farther down the road, there is still another disparity. The dampers are surprisingly forgiving and relax over bumps when the drive mode selector is in the comfort position, allowing the body and suspension to move in seamless unison. At these low speeds, the steering hunts a little, but the chassis is easy to settle into. The head of Pagani's technical department, Francesco Perini, informed me that the suspension had to be revised due to the lower drag of the Codalunga.

All of this could be interpreted as making the Codalunga sound confused, like a vehicle lacking a distinct personality. But that changes the moment you put your tiptoeing aside and get behind the wheel. Engaging the sport setting increased the throttle response and stiffened the dampers. Suddenly, the trepidation towards the steering and the inclination to follow the peculiarities of the tarmac disappear. Five minutes later, there was no precision while slicing through curves, but now the steering is direct and purposeful. It makes me think of a Porsche 962, which was exhilarating to drive at slow speeds but incredibly controlled when the downforce applied.

The gearbox needs you to activate your head before upshifting, lowering the throttle somewhat to ensure a smoother cog swap. It's not as awkward as the Ferrari Enzo's transmission, but it's not as complicated as many modern cars' multiple clutches. Similarly, the speed comes on with a ferocity and determination that surprises, even in this era of sub-5 EVs. With a dry weight of only 1280kg, the Codalunga's potential is somewhat limited.

What is the interior like?

Every piece of aluminum is hewn from a single block, giving you a sense of firmness as soon as you sit down. It's instantly recognized as a Pagani in here; no other brand comes close to the uniqueness of a Pagani interior, where steam punk meets extraterrestrial spaceship. 

Everything is wonderfully clear and laid out, with the odd nod to modernity in the form of a central display screen, but there are idiosyncrasies. Things like the convex cover on the climate buttons so that ‘auto’ reads like you’re six pints in. And it feels handmade – a Rolls-Royce has a sense of replication about it, like hundreds of cars spent countless hours being thrashed on a test rig to iron out any sense of deflection.

The Pagani is missing that but it really doesn’t matter. And that’s not me trying to be falsely effusive. The Codalunga thrives on its workshop feel, giving it a sense of authenticity. You can sense the humanity that’s been poured into it. 

Verdict

Horacio Pagani discusses the 'art of engineering', which is why there are references to Leonardo da Vince throughout the factory and museum. As Pagani adds, 'It's tough to conceive in a different way, needing to mix beauty and engineering', a constant conflict that is central to what Pagani and his business aim for. A Pagani will always be about the marriage of looks and science, a blend that draws your attention whether it is moving or still.

In a world that appears to be constantly changing, it's reassuring to know that this part of Italy still exists and maintains the same level of conviction. Even one-offs and specials like this Codalunga, despite their variances from 'regular' cars, bear the same DNA mark. The billionaires can sleep well.