Pagani

Weight is not the issue — a Huayra coupé is about 1,350 kg dry. The body is. The monocoque is Carbo-Titanium and the panels are Class-A composite. On cars specified in exposed weave the carbon itself is the finish, held under clear coat with no filler beneath it. There is no blending and no spot repair; a scuffed panel goes to a composite specialist or back to San Cesario.

Paint is frequently one-off, including tinted clears over visible weave and multi-layer finishes no local shop can match. Assume any mark is a factory repair and plan around that: no adhesive anywhere on the car, no tape on glass, no numbered stickers, no contact covers.

The Huayra's gullwing doors hinge from the roof and sweep up and outboard. Roof bows and wall liner both sit inside that arc, so doors are never opened inside a trailer — the occupant is out before the car is in position.

Four active aero flaps sit at the corners. They are light, unlatched with the car off, and are not handholds; nothing is routed near them and nothing is set on the rear deck. Front clearance is minimal with a long overhang and a structural splitter, so extended low-angle ramps are used even with the nose raised. Suspension is finished forged alloy with no acceptable chain point. Securement is over the tire with soft nets, clear of the wheel face, which on most cars is finished to the same standard as the body. Titanium and Inconel exhausts stay hot well after a short drive.