NIKE LAMBO

Chris Brown: My Aventador and My Sneaker Gotta Match

How lucky can you be?
You have Rihanna the hottest gal on earth then you assaulted her then you got her back and you have all those money to indulge on all your fancy.
Like painting your Lamborghini Aventador the same pattern as your kicks.
A Nike Air Foamposites. Limited-edition white/black/red camo print.

If you happen to be Chris Brown, simply owning a fleet of super-expensive luxury cars is amateur hour. Brown likes to take things a step further by ultra-customizing his rides, as he just did with his latest vehicle.
The singer "kicked" the personalization up a notch by actually having his new Lamborghini Aventador matched to his sneakers.

Wanna own a Lambo?




Yup, that cool pattern comes directly from Brown's pair of Nike AirFoamposites, which he purchased in a limited-edition white/black/red camo print. Apparently, he took a look at them one day and thought, "Hey! Why not paint my car?"

According to TMZ, the owner of L.A.-area body shop JC Customz said the paint job was all hand-done, took about a month to complete, and cost Brown about $15K. The staff posted a photo of Brown's formerly gray car being taken apart for the customization.

Brown was so excited by the finished job, that he gave the guys at the shop a little artwork in return: He spray-painted one of his trademark monsters on their wall!

 


As for the sneakers, as one might figure, they're a limited edition also retailing for big bucks. Nike rolled out the shoe late last year; if you like the look, you can grab a pair on eBay for around $350. A new colorway in classic army green/brown camo debuted in June for the original price of $240.
Fans of Brown's excessive spending reports will recall his past car customizations, which include turning yet another Lambo into a replica of a fighter jet. He also recently wrapped one to look like a Hot Wheels toy.

 
If you want to copy Brown right down to the ride, you best have close to half a mil in your pocket. The Aventador has a list price in the $387K range, which will tip you right over $400K once you add in that rad custom paint job.
I still think she looks garish.
The Lambo not Rihanna.

Chris Brown and Rihanna attended the 55th Annual GRAMMY Awards at STAPLES Center on February 10, 2013 in Los Angeles, California.
 

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261 mpg Volkswagen XL1

The Volkswagen XL1 Concept’s efficiency is already legendary: in windless conditions it needs just 8bhp to maintain a steady 62mph and it can return up to 313mpg. And yet if you were to deploy all available power it would hit 125mph, although for now it’s governed at 100mph.
 




We were in Qatar. This small emirate is reputed to have a per-capita GDP that ranks among the highest in the world. It has energy to spare, with plenty of oil and the world’s third-largest reserves of natural gas. The population produces three times as much carbon dioxide per person as does that of the United States. Premium gas costs the equivalent of just a dollar per gallon—and that’s after a recent 25-percent increase in the government-subsidized price, which caused serious consternation among the country’s V-8–packing drivers.
This VW is presumably the first European auto to have its Earth acquaintances preceded by much appreciation to Allah. Soon after its introduction at the first-ever Qatar automobile expo, the Xl1 was inspected by Sheikh Hamad Bin Jassim Bin Jabr Al-Thani, the nation's PM and minister of foreign affairs and a part of Qatar's ruling family. His wife enjoyed it and was accounted for as saying that she might want to have one. Most different guests were bemused by the work up about a bit two-seater with a small motor and turned their considerable consideration towards the Touareg Gold Edition stand, a practice in 24-karat overabundance exceptionally made for the wealthy audiences.

 
The XL1 is Volkswagen’s latest “1-liter” car. This term doesn’t refer to engine displacement but rather to the European method of expressing consumption, which is to say the amount of fuel needed to travel 100 kilometers. Traveling that distance on one liter of fuel translates to 235 mpg—or, put differently, New York to Boston on one measly gallon of diesel. A 1-liter car would simply be the world’s most efficient combustion-engined passenger vehicle, and VW says the XL1 actually needs just 0.9 liter to travel 100 kilometers, which means the claimed maximum efficiency is a heady 261 mpg. 

 

The 1-liter car was Ferdinand Piëch’s idea, and he drove the first concept, a cigar-shaped tandem two-seater, to the 2002 board meeting at which he retired as CEO. The intervening years produced a “2-liter” prototype that was only shown internally, as well as the L1 that appeared at the 2009 Frankfurt show. The XL1’s hybrid system consists of a 47-hp, 800-cc two-cylinder TDI turbo-diesel engine, a 27-hp (20-kW) electric motor, and VW’s seven-speed DSG dual-clutch gearbox. (The DSG is programmed to operate only in automatic mode.) The TDI and the electric motor combine to deliver maximum torque of 103 lb-ft. This amazingly compact powertrain is mounted transversely behind the passenger compartment and drives the rear wheels. A 5-kWh lithium-ion battery pack and a 2.6-gallon diesel fuel tank are nestled between the powertrain and passenger compartment.
The major factor in weight saving was the use of carbon fiber for the chassis and body panels. The center monocoque/safety cell is molded in one piece by a rapid resin-transfer process that’s quicker and cheaper than conventional hand-laid carbon. VW developed it with the Austrian company Carbo Tech, which also helped implement a similar system for the McLaren MP4-12C supercar. The XL1’s supersmooth, aerodynamically optimized shape should achieve an extremely low drag coefficient of 0.19. 

 

Program manager Steven Volckaert noted the project has been underway for more than a decade, with the original goal of squeezing out 100 kilometers from a single liter of fuel. For the metrically challenged, that works out to about 235 mpg.
VW revealed its first attempt in 2009, a tandem-seating concept dubbed the L1. With a somewhat more traditional interior layout-and even better mileage, the XL1 made its world debut at the Geneva Motor Show last February 2013. So the XL1 looks racy, but its ultimate performance is leisurely: 0 to 60 mph takes about 11.5 seconds, and top speed is limited to 99 mph. 


Considering the elaborate and expensive weight-saving measures, the XL1 is heavier than one might expect, at 1800 or so pounds. Its predecessor, the L1, came in at a claimed 840 pounds. Blame the twofold increase on the safety equipment and the comfort and convenience features required to turn a vehicle solely focused on efficiency into an acceptable everyday car. The VW XL1 is primarily made out of CFRP, or carbon fiber-reinforced plastic, the same exotic material used in Formula One race cars and the most extreme sports cars like the Volkswagen Group's Lamborghini Veneno. There are other light materials such as magnesium wheels and ceramic brakes, and clever engineering reduced the parts count so only half the normal front cross-member is needed.
A variety of wind-cheating tricks also play a role, including full underbody panels and instead of conventional side-view mirrors, the XL1 uses a pair of tiny cameras that display images on LCD screens built into each door. 

 
But the heart of this high-mileage beast is that minuscule 2-cylinder, 0.8-liter (that’s 800cc) 48-horsepower diesel engine paired with a 27-hp electric motor drawing power from a 5.5 kilowatt-hour lithium-ion battery.
Even though it ditches earlier versions’ tandem seating, the XL1 remains narrow and tapers at the rear, so the passenger seat isn’t aligned with the driver’s; it’s offset toward the stern by a few inches to preserve shoulder room. As with other vehicles that can operate purely on electricity, everything is remarkably quiet at step-off and at low speeds—all you hear is the thrum of tires on asphalt. Once you press harder on the accelerator to demand more power, the diesel engine starts, without any jolt but with a curious tinny rattle. Lift the pedal, and the gentle calm returns as the engine stops instantly; it restarts in milliseconds when you flex your right foot again.
You can, however, force the car to run only on electricity. Select that mode, and the TDI diesel is declutched from the drive wheels, at which point the XL1 can run for a claimed 22 miles and reach a top speed of 50 mph. Recharging the batteries via a plug takes an hour and a few cents. But the XL1 won’t leave you stranded. Like the Chevrolet Volt’s gasoline engine, the VW’s diesel powerplant takes over when the batteries reach a minimum charge level. 






 


 It requires a spot of exertion to slip in under the gullwing entryways and afterward wedge oneself into the low-threw seat of the Volkswagen (Xetra:vow3-DE) Xl1. Furthermore its significantly more challenging for a traveler, as the traveler seat is situated marginally rearward, very nearly pair style. The straightforward actuality is that the windswept two-seater isn't constructed for solace. The Volkswagen Xl1 was intended for greatest mileage. Digging in into the carbon-strand driver's seat feels uncommon, and you're faced by a little steering wheel squared off at the bottom and a decently provided and delightfully trimmed dashboard. The Xl1 has no back window or side mirrors; set up of the recent, movie Polaroids nourish two little screens in the inward entryway boards. Design-wise, the inner part is instantly unmistakable as a VW. Spectators, seeing the entryways pivot upward as we moved on board, inquired as to whether it were a baby Lamborghini.
Our drive suggested that the XL1 would be a rather lumpy ride. Blame the narrow Michelinlow-rolling-resistance tires, which run at a firm 45 psi. But the XL1 steers accurately and easily, without the need for power assistance. Given a relative lack of suspension travel because the car is so low, it absorbs road irregularities well, although you have to watch for ruts and speed bumps.
The brakes are fitted with lightweight carbon-ceramic discs and offer excellent stopping power, the pedal’s feel odd, as it’s as unassisted as the steering, a rarity in modern vehicles. 

 
You’d need many miles behind the wheel or finely calibrated equipment to verify the official fuel-economy figure, which was calculated by the European authorities using a new drive cycle for plug-in hybrids. The number reported was a bit better than VW expected, at the equivalent of 261 mpg. So here is a car, primarily driven by a diesel engine, with minimal emissions (24 g/km of CO2 versus, say, thePrius’s 89 g/km) that can claim to be more efficient than more highly vaunted pure-electric vehicles.
For now, the XL1 is still a prototype. But VW Group chairman Martin Winterkorn promised it will be available by 2013 “at an affordable price” guess that will be somewhere around the equivalent of $50,000, this is just the thing European eco-warriors have been waiting for. We can only hope that VW planners opt to sacrifice a few pounds and a couple mpg when the two-seater goes into production to make it more comfortable. Even if it "only" delivered 255 mpg in final trim would potential buyers be disappointed? Unlikely.

Britain invent the first "driverless car" in 1960

Did Britain invent the first "driverless car"

in 1960?

Fifty years before today's announcement of tests of driverless cars, a unique vehicle prepared for tests on the M4.

At a tiny test track in Crowthorne in Berkshire, a Citroen hurtles round a test track at speeds of up to 80 miles per hour. Conservative politician Lord Hailsham sits in the front, and theatrically takes his hands off the wheel to read a newspaper.
The steering is hydraulic, making hisses as every corner, and the car stays level and steady as it steers, piloted by sensors in the front and back. The driverless car is reliable enough for the engineers to persuade the government to prepare for tests on the M4. 

The car of the future - driverless, safe, piloted by electronics - had arrived.
But the maiden voyage of the driverless Citroen DS was nearly half a century before the UK government announced the first tests of driverless cars on UK roads, scheduled for the end of 2013. 

The Transport and Road Research Laboratory tested its cars - a Citroen, plus Minis and a Standard Automatic - from the turn of the Sixties onwards.
Looking at the 1960 Citroen DS - still intact, and shown off at a rally in Harrogate last year - it is a rather different technology from today's driverless systems. 

The back seat provides room for a huge instrument panel covered in knobs and dials - under the steering wheel sits a large, square box which plugs into the car's hydraulic steering, suspension and brake systems. The car is steered by magnetic sensors on the front and back - and drives along a magnetic rail hidden under the road, like a Scalextric track.

The hurdle the engineers faced - and ultimately failed to clear - was how to make the machine change lane.
It hadn't seen the light of day in thirty years, says photographer Hans Staartjes, a Citroen enthusiast who persuaded the Science Museum to show off the car at a rally last year. 

At Citroen rallies, you get a good dosage of anoraks who have seen everything. I knew one thing: they would not have seen this. The DS was used because of its hydraulic steering, gear changing and brake activation. When you start up a DS the hydraulic system brings the car up to ride height. Not much effort is required to activate these and they are very precise systems. The "driverless system" employed magnetic tracks underneath the road bed and a set of magnetic sensors both in front and behind the DS. They got the car to go up to 80 mph on the track at Crowthorne and proceeded to build about 9 miles of track underneath the M4. I've heard rumours that that track is still there! Like many new ideas, the driverless car is anything but. Facing the threat of congestion, several projects began to research autonomous vehicles in the Sixties. 

In 1969, the French governement began researching Aramis, a system that ran on magnetic rails, where drivers would sit in their own driverless carriage and join a train of similar ones on the way to work.
Backed by defence companies - like many early driverless systems - it was a costly failure. 

In 1995, a Mercedes van drove 1000 miles from Munich to Copenhagen, overtaking other vehicles and changing lanes - using cameras to watch the road, and computers to steer. The technology used was the forefather of many of today's most talked-about driverless systems, including Google's prototypes. Several states have now offered licences for Google's cars - which drive on roads with a dummy in the front seat to avoid terrifying other drivers. 

So far, Google's cars have been involved in crashes only twice - once with a human at the wheel, and once when a Google car was rear-ended at a crossroads.
We've successfully driven over 400,000 miles in self-driving mode across a wide variety of terrain and road conditions, and we're very pleased with the performance,says a Google spokesperson. 

Over 1.2 million people are killed in traffic accidents worldwide every year, and we think self-driving technology can help significantly reduce that number. Self-driving cars never get sleepy or distracted, and their ability to make driving decisions 20 times per second helps them run smartly. Already there are indications that a self-driving car can operate more safely than an average driver. The company points out that it is currently focusing on refining its technology, rather than selling it to the public. Google is in discussions with several car companies. 

Google's theatrical demonstrations - letting a blind man drive their cars - might not reflect how a real driverless car would work, though. The LIDAR systems - laser radar - used to pilot Google's cars are expensive. Radar boxes and cameras are far cheaper than scanning multibeam lasers.

Other, cheaper systems seem likely to take the wheel in real cars first. BMW has driven a driverless model between Munich and Nuremburg. Both BMW and Audi predict driverless cars will be on the road this decade. Nissan, Ford and others also have their own systems in development. In most situations today it is very possible to have a car drive itself, says Dr Chris Gerdes, who engineered an Audi TT which successfully navigated the Pike's Peak mountain race in America. If you take a US freeway or a British Motorway, it is not a difficult setting for the conventional technology we have, with cameras, laser radars, GPS etc. 

There is enough understanding for a car to be able to drive itself and to change lanes. However the real challenge now is in making autonomous cars adapt to unusual situations. You may have an algorithm in your car designed to recognise pedestrians with two arms and two legs but people in Halloween costumes, for example, can look very different. Humans can pick that up but can the car Mercedes new S-Class Limo uses 26 sensors including radar and stereo 3D cameras to build a picture of the road. It recognises numberplates, and assists with steering, braking and acceleration. The S-Class isn't driverless - if you take your hands off the wheel, it bleeps a warning - but it offers a significant helping hand. 

Driverless technology is already here: Volkswagens can brake themselves, Ford Focuses can drive themselves in congestion, and can parallel park themselves says Phil McNamara of Car magazine. Tech historically starts on expensive flagship models, then trickles down (as did ABS and airbags decades ago). The new Mercedes S-Class limo will take the seeing car concept even further. 

The thing that will hold us back is legislation, which will be needed to make the car more autonomous, says McNamara. And the fear of class actions, if something goes wrong. Imagine if drivers could prove their cars' technology was responsible for an accident, rather than them. With whom does the ultimate responsibility lie?

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IKEA car?

Toyota Camatte57s concept gives families a car building project

The auto industry hasn't quite figured out how to build a car that buyers assemble at home from cardboard boxes like Ikea furniture — but the latest version of Toyota's car for teaching kids to enjoy driving comes darn close.

Last year, Toyota unveiled its Camatte concept at a Tokyo toy conference, presenting the idea of a home-built, electric go-kart kit as a way to involve children in the fun of final vehicle assembly. The new Camatte57s version revealed ahead of this year's toy convention features even more parts — the 57 refers to the number of body panels — in part to make customizing a Camatte much easier.
The controls have been swapped so that adults can ride side-by-side with their offspring with duplicate accelerators and brakes to help teach driving skills.
Check it out


Toyota hasn't yet committed to selling the kit or said much about just how fast the Camatte 57s would roll once it's bolted together. It's not a street-legal car, and never would be, but building one looks a lot more fun than most toys — and it's hard for most parents to fit behind the wheel of a Little Tykes.

 http://www.youtube.com/watch?feature=player_embedded&v=hQlzbn-o5vs

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National Velvet: Ferrari

Velvet-skinned Ferrari in London

Velvet is a type of woven tufted fabric in which the cut threads are evenly distributed, with a short dense pile, giving it a distinctive feel.
The word 'velvety' is used as an adjective to mean "smooth like velvet." Velvet can be either synthetic or natural. And if you think your Ferrari's steel body is too hard and cold here is someone who actually go round to make her velvety to the touch hopefully to be as velvety as the inner thigh of Angelina Jolie.

It's called the "Ramadan Rush" — a tradition where the über wealthy from the Middle East set sail for London as a location to beat the oppressive summer sun but mainly to escape the dusk to dawn Ramadan fasting compulsory for all Moslems whereby they are forbidden to drink and eat or gawk at the likes of Angelina Jolie. Unlike most vacationers who limit themselves to a carry-on or two, many charter entire jets to transport their one-of-a-kind custom supercars. This particular Ferrari 599 caught on holiday sports a rather impractical option: It's entire body has been wrapped in black velvet, acting as a dinner suit for a $300,000 Fur-rari. Just don't take it to the dry cleaners.

You too can own a Ferrari

The escape to London from the Gulf oil states starts in the weeks prior to, and following, the Muslim holy month of fasting. As Britain's Daily Mail notes, around the glamorous Knightsbridge shopping area and Park Lane hotels, the streets become filled with ghastly customizations of what were once stunning machines. In fact, it's the ideal location to witness "how to ruin a supercar in five easy steps."
 
Just a couple of weeks earlier there was this ostentatious  'glow-in-the-dark' Lamborghini that was seized by local police for having improper documentation. And now, alongside the porcelain-embedded Bugatti Veyron and a pimped out Mercedes SLR McLaren, this furry Ferrari adds new a dimension to the term "over-the-top."

Velvet wrapping up your car, however, isn't as expensive as you might think. In fact, this velvet wrap was rumored to cost around $7,500 — about what Porsche charges per floor mat. (The company that sells the wrap offers 15 different shades of hirsute style). While this 599 isn't pretty, it certainly turns heads. I'm just glad I'm not the chap responsible for cleaning it. Apparently that requires a bottle of shampoo, a soft brush and whole lot of humility.

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The Firebirds I and II

A Car Ahead Of Our Time

Perhaps one of the the most unusual looking vehicles ever to come out of Detroit was the Firebird I.  Introduced in 1954, it was basically a jet plane on wheels.  While never intended for production, the concept proved so popular that a second model was released in 1956.  The updated version had a gas turbine engine as its power plant, just like the original.  But it also featured several modifications intended to make it a more practical vehicle.


From One Seat to FourThe Firebird II could seat four adults comfortably.  It had air conditioning, power seats, and even built-in snack trays, which passengers could use to enjoy a meal.  Whereas the Firebird I was intended for solo pilots, its successor was clearly created to appeal to more practical tastes.

 
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A Kinder, Gentler Jet EngineLike its predecessor, the Firebird II was powered by a gas turbine engine.  In the first version this created a number of problems, including dangerously hot exhaust gasses that might have melted any vehicle that pulled up too close behind it.  This time around the builders dropped the power output almost in half, from 370 to 200 HP output.  They also added a regenerative system that lowered the engine temperature by 1000ºF.  This, along with a system that vented the fumes at a 90º angle, relieved any worries that the Firebird would set anything behind it ablaze.

The 1956 Firebird II jet engine

More of a Shark Than a Jet PlaneThe exterior saw an extensive redesign as well.  While the original looked amazingly similar to a fighter jet, the 1956 version came closer to resembling a shark, with a wide, flat body and fishlike rear fins.  Harley Earl, who was the brains behind the vehicle, had the exterior made from brushed titanium.  Twin air intakes in the front drew in air for the turbine.  The vehicle was the first ever built with four-wheel disc brakes, and a specially designed compartment could hold up to eight pieces of luggage.





An Early Vision of Accident-Free DrivingThe biggest single cause of traffic accidents is driver error.  That’s why many recent innovations, such as rear view cameras, are aimed at reducing the potential for human misjudgment.  Auto builders in the 1950s were aware of this problem as well.  A solution proposed at the time will sound familiar to anyone who ever owned a slotted toy race car track.  The idea was for a highway that operated by remote control.  It would allow the person behind the wheel to sit back, relax, and enjoy a snack, while human or machine controllers guided the vehicle, keeping it from colliding with others.
The Firebird II was built with an internal guidance system designed to link up wirelessly with this anticipated traffic system, via electronic cones that were in the front section of the vehicle.  Once automated control took over, the driver and passengers could kick back and relax while the central network (eerily similar in concept to the Internet) took over.  The fact that this was done using 1950s technology makes it all the more incredible.

The 1956 Firebird II_side angle

A Vision That Never Came True – YetThe idea of a remote control road system never became more than a nifty concept, and the Firebird II, along with its predecessor and its later 1958 version, is now used as a draw at car shows.  But the principles that underlie its design remain at the cutting edge of transportation technology. And, with computerized driving devices becoming more common, a future version of this groundbreaking vehicle may yet be seen cruising down a fully automated highway while its passengers watch TV. Time will tell.

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Brand New Old Chevys

Stored for Decades: 500 new 60s Chevys  undriven finally up for sale

Lambrecht Chevrolet of Pierce, Neb., was like several western, small-town dealers — owned and operated by a family, with minimal overhead and little necessity for advertising since most customers were neighbors.
Ray and Mildred Lambrecht ran the concern with only one employee for fifty years before closing up, and later this year the Lambrechts can unload a treasure of fifty-odd vehicles they've control onto over the decades — as well as roughly 50 with less than 10 miles on their odometers. It's less a automotive sale than a time capsule auction.
While several of the cars in the Lambrecht assortment were client trade-ins that were left outside to rot, the Lambrechts would occasionally take one thing they couldn't sell and simply put it in storage.
City folk would possibly notice it unthinkable to leave such a large amount of vehicles lying around for so many years, however there is forever more room in rural Nebraska, and also the annual rental costs fall to zero quickly. I would not call it hoarding, however I do know many folks who gather old previous metal like this do form an attachment to their kingdom of rust; each ride encompasses a story, even when there is weeds growing around it. Jeannie Lambrecht Stillwell, the Lambrecht's daughter, says the decision to sell wasn't a straightforward one for her folks and parents, since the cars "comprise a lifelong of diligence, tears, and joy."

Fortunately for collectors, the Lambrechts preservation-through-neglect has created the kind of barn finds that many search years to discover. Among the dozen low-miles pickups sits a 1956 Chevrolet Cameo pickup with her odometer reading of slightly over one mile, and a 1964 Chevy Impala with six miles that also has its original window sticker plus the plastic material that lined its red cowhide skin seats. although even ardent Corvette fans look askance at the late '70s models, the '78 version here with five miles has associated appeal that's full-grown over time.

The rest of the 500-car list reads like a listing of common models from the '50s and '60s — Bel Airs, Corvairs and even a couple of Vegas — that the VanDerBrink Auction company remains documenting prior to the sale in Pierce on Sept. 28-29/2013, in conjunction with dozens of pieces of memorabilia, hubcaps and even a Corvette pedal car.

Winged Mercedes

Mercedes-Benz SLS AMG GT

Experience this:  A mean machine and superior driving performance

Just one look at the new Mercedes-Benz SLS AMG GT will tell you that it is meant to be mercilessly unleashed onto thrilling road circuits and terrains, certainly not to be caged on display in the garage. 
With a maximum output of 435 kW (591 hp), the SLS AMG GT accelerates from zero to 100 kilometres per hour in 3.7 seconds, and can reach a speed of 200 kilometres per hour in 11.2 seconds. Available both as a Coupé and a Roadster, it boasts enhanced driving dynamics and better racetrack performance, with the most significant improvements made in speed shift transmission and performance suspension.
Thanks to newly developed gear change functions and optimized transmission control, reaction time is shortened significantly in the manual “M” transmission mode. The newly developed AMG Ride Control performance suspension features stiffer spring and damper tuning compared with the AMG Ride Control sports suspension, and has done away with "Comfort" mode. "Sport" mode is the recommended optimum setting for challenging road surfaces and routes requiring increased suspension travel.

Fierce, athletic and masculine...and very expensive
You can afford to buy this car too

No, not pretty. If there’s one word to describe its appearance, it’s “fierce”. The gull-wings are already the most distinctive and arresting characteristic of the SLS AMG, paying tribute to the original 300SL. The darkened headlamps and taillights and high gloss finishes also enhance masculine (not to say that Danica Patirick shouldn't be driving him, you understand) nature of the car, and you can be sure it’ll be a force to behold whenever you drive past.
The interior is equally striking with Alcantara black upholstery, red seat belts and red contrast stitching on the seats, centre console and door panel lining. Another highlight is the new high-quality AMG Designo Exclusive Style leather, now available as an optional extra for all SLS AMG models.
That’s not all you can expect from Mercedes-Benz, because the brand has also recently unveiled the new AMG Performance Centre, where customers can experience the ultimate “driving performance” and stay informed about current AMG High-Performance vehicles.

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