This Two-Story Light Bar Was Made for a $1.3M Mercedes G-Wagon
The Brabus XLP 800 6×6 Adventure is a caricature on wheels. Six wheels, in fact, as it is based on the Mercedes-AMG G63 6×6—a truck that is already so over the top it's nearly impossible to look at without laughing. Brabus, a company that prides itself on finding power and new places to put air vents on all kinds of high-end Benzes, has created quite a few fascinating accessories to make the monster Mercedes even more extreme than it comes from the factory.
I've been scrolling through images of this thing with kind of a perverse fascination. It's hideous, but also a lot of fun to study. I mean, even the fender flares have vents. Brabus has been doing custom G-Wagens (properly spelled with an 'e') pickup trucks since 2020, but so far, I'm confident that this is the wackiest and most extreme yet. Brabus
The roof rack and double-decker light bar, well, I won't call them useful (good luck getting your duffel bags down from there!), but they are particularly interesting. The rack itself is a pretty sleek design. I like the little airflow-directing piece in the middle. I wonder if it helps keep the light from affecting the radar cruise control and collision-avoidance camera at the top of the windshield.
I kind of like the accommodations Brabus made to have the roll bar over the bed integrate neatly with the bedsides. It almost looks like it's held in place by giant cupholders—I've never seen a custom truck use quite the same idea. It's similar to the standard 6×6, but not exactly. Almost looks nautical. Brabus
Swipe through some more of these pictures and call out more funky features in the comments. It's like a Where's Waldo hunt for madcap decorative pieces.
Spec-wise, Brabus' new six-wheeled G claims 800 horsepower and about 737 lb-ft of torque. Still, due to its gigantic tires, portal axle setup, and monolithic air displacement, it trots from 0 to 62 mph in a relatively modest 5.8 seconds and is electronically limited to 130 mph. I would not want to be in this thing at triple-digit speeds at all—with 18.5 inches of ground clearance, the slightest swerve at highway speeds would be terrifying.
I guess I don't really have to worry about that, though. I doubt any of my friends will be ponying up the 1,161,000 euros ($1,359,339.43) it takes to buy one of these.
Got a tip? Drop us a line at tips@thedrive.com.
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Forbes
28 minutes ago
- Forbes
Carbesity How Cars Get Bigger And Heavier And Why It Matters
Carbesity, carobesity, autobesity… no matter what you call it, cars get bigger and heavier, with significant negative consequences for people, cities and the climate. But there are hopeful signs, as this article shows. Other cars are huge. That is a lasting impression when driving the lightest car that money can buy, the English Caterham Super Seven. In its lightest form it weighs just 440 kilos; not even a fourth of the average new car sold in Europe. We sit almost directly on the ground, the windscreen lower than the wheel arches of most other cars, and a regular parking spot almost fits two of them. It still transports two persons, which is more than what is on average used, it is incredibly fast and hilariously fun. And in times of carbesity it has lessons to share with us. Not that the Caterham Super Seven is for everyone; while it does have a hood in case it rains, heats up really fast due to the proximity between engine, driver and passenger and even has a heated windscreen, few would use it as their everyday car (yes few, there are those who only have the Seven). Cars get bigger and heavier Remember when the Smart was a two-seater city car, parkable everywhere? Well not anymore, its latest offering is a 5 meter long, two meter wide SUV. It may be an extreme example, but cars are getting bigger year by year, on average becoming 1 centimeter wider every two years, as Forbes has previously reported. The average width of cars is now well over 180cm, incompatible with most parking spaces, while the length is creeping in on 5 meters. There are now more than 150 car models sold in Europe that are too big for public parking, while the average weight of cars sold in Europe has increased by over 20% since 2001. This trend is true also for electric cars; while in 2017, one-third of EVs on major markets were large cars, pickups or SUVs – it is now over two-thirds. And it may get worse before it gets better; WRI:s compilaton shows that of all new EV models the coming three years, 75% are big. The key reason for carbesity is not technical requirements but popular demand, primarily for SUV:s and crossovers, which again were the fastest-growing segment in the first half of the year, often Chinese plug-in hybrids. Several European manufacturers try to challenge this, including cheerful upstarts like Microlino but also giants like Stellantis which aims to double its production of electric Citroën, Fiat and Opel microcars, helping them to meet emissions standard. But when looking at their whole range of cars, it too has grown and continues to do so. In fact even Caterhams have gotten bigger, but just once, and it was 25 years ago. Then the widebody version was introduced, with a little more room for legs and elbows. 'It's like buying shoes, you choose the ones that fit', says Simon Lambert, the CMO (Chief Motorsport Officer before you ask) and head of customer engagement. A favorite story of his is when a well-known brand of executive cars borrowed a Seven for its engineers to understand the benefits of lightness. The positive spiral of low weight Low weight equals low energy usage which equals low emissions, with a positive spiral as Caterham will explain. A very light car does not need power steering or power breaking, making it lighter still, and then other components can be lighter too, further reducing material usage and energy consumption. Crucially for Caterham, this makes for more enjoyment too, with the driver in control. 'Most modern cars are appliances removing the driver from the drive. We are at the other end of the scale.' This, it seems, is increasingly in demand with sales nudging the company's self-imposed limit, even though Caterham has decided to stick to their guns and not offer other models than the Super Seven. Some of these are build-it-yourself; the car comes in boxes with the difficult bits preassembled and the rest there for about 80-100 hours of work in a normal garage. You do not save very much by doing so, but your relation with the car grows and at least in theory it opens up for alternative solutions such as going electric. It is also currently the only way they can sell in the US, with its otherwise prohibitively expensive type approval processes. The brand will stay true to keeping the weight at a minimum and only add things that have a direct purpose, but Simon emphasizes that 'not every gram counts' – for instance, there is three kilos of paint on the car which few customers would want without (but again few, not none). The interest of lowering weight can also mean extra income for the manufacturer; when others charge extra for larger tyres, Caterham may well be the only one that has 13' inch smaller tyres as an option to reduce weight. Details in carbon also reduces weight and adds cost, and 'When you are at 500 kilos, evert change makes a huge difference.' Small = easy to electrify Remember the early-days EVs? Small commuter cars. Batteries were – and remain – expensive, so it made sense not to use too many, achieved by down-sizing or perhaps right-sizing the car. Then Tesla came and made the EVs desirable, which meant big and heavy. But the basic equation has not changed: The smaller the car, the easier to electrify. This is used to great success by small-car makers such as Swiss-Italian Microlino, whose all-electric is designed around the knowledge that most of the time cars are used by only one or two persons, typically in the city. The Seven caters for a different customer base at times forgot by the EV community; those that really enjoy driving. Its EV prototypes are currently being shown around the world, receiving high praise for being fast, fun and easy to drive. Adding lightness might just do the trick to convince this section of the market. Hybrids means bigger and heavier Why not go plug-in-hybrid, having a combustion engine and an electric motor? It would be a way to meet UK requirements for zero emission capable vehicles by 2030. But in a small, space efficient car, there simply is not room for both combustion and electric parts – and in any car, having two solutions instead of one means added complexity, cost and weight – and with it, higher emissions. An escape route for Caterham and others that may not have everyone on board to go fully EV by 2030 is to liquify the electricity into e-fuels. The EU is considering to revise the 2035-ban on the combustion engine to include such fuels, provided they are made from green hydrogen and carbon dioxide from the atmosphere. Such e-fuels will be expensive, which makes it logical to use them in energy efficient, light vehicles. Why does carbesity matter? You might think that with cars going electric or potentially driving on e-fuels, it doesn't matter much how big they are. Think again. A bigger car needs more resources, a bigger EV even more so, since it requires larger batteries with more resources in them. No matter how it is powered, a heavier car also means higher energy consumption, higher emissions and a bigger strain on the grid, and with it poorer air quality due to increased energy production. Furthermore, a heavier car leads to increased release of tyre and brake particles. You might also, as so many others, feel safer in a bigger car. But bigger cars aren't safer, as Forbes has pointed out. Heavier vehicles store more kinetic energy, and taller vehicles are more likely to strike pedestrians high, so that they end up under the car rather than in the comparatively benign windscreen. Many accidents in SUV:s come from the driver not being able to see people in front of the car or when turning, with a 45% increased likelihood to cause fatalities in crashes with pedestrians. On a societal level, bigger cars take up more public space, leaving less room for the livable, likeable city and promote urban sprawl. For cars, big is not beautiful. Conclusion: How can carbesity be stopped? Whilst the Caterhams and Microlinos are great fun and even make a lot of sense, they may not be for everyone and they alone will not halt the upsizing trend. But legislation could. Current EU CO2 emission standards do not address vehicle mass, but some countries do. France and Norway have weight-based taxes for cars, with extra allowances for EVs to not punish them for having batteries. Paris triples parking fees for really large cars, the Dutch municipality of Kaatsheuvel has decided to not allow large SUV:s or pick-up trucks where they can be seen – they are not aligned with the image it wants. Japan has K-cars; tiny in size with engines up to 660 cc and 80 horse powers, and given a host of benefits so powerful even Caterham downsized its already diminutive Seven to meet the requirements. What do we as conscious consumers want? A weekend with a Seven might give the answer; people are so endeared with small and light they stop you for selfies with the car. Behind the wheel it is all smiles too; lighter really means more fun. Even refilling the car is cheerful; ultralight means ultralow consumption. Recharging would be an even more positive experience. And if the people at the factory have not registered demand for an electric version previously, well here is my firm expression of interest. But the importance is not whether Caterham does it, it is that others take notice and learn how to go light and stop carbesity.
Yahoo
2 hours ago
- Yahoo
1 High-Risk, High-Reward EV Stock to Buy, and 1 Money Pit to Avoid
Key Points Lucid has recorded six consecutive quarters of record deliveries. VinFast failed to break into the U.S. and European markets. Over $14 billion has been invested in VinFast, and it's still losing money. 10 stocks we like better than Lucid Group › When looking for an investment that can completely change your returns for the better, you need to have an eye on the future. But that's far easier said than done. When thinking about the future, it's an exciting time to contemplate where the automotive industry is going. The future for this sector has some pretty interesting things in store, including driverless vehicles, ones that are software-defined, and a slew of new and highly advanced electric vehicles (EVs) that are almost certainly the eventual future of the industry. If you want to jump into the EV industry, here's a look at one high-risk, high-reward EV start-up and another that investors should avoid. Steer clear of this EV stock VinFast Auto (NASDAQ: VFS) is a unique and intriguing EV start-up. The automaker is based in Vietnam, is backed by an extremely wealthy founder named Pham Nhat Vuong, has state-of-the-art production, and thoroughly dominates its home market. VinFast decided its next move would be to enter the U.S. and European markets, two of the most important globally. The problem: It is always going to be a foreign automaker with no customer base, attempting to get its foot in the door. Not an easy task, and not cheap. After losing billions of dollars to try to become a real player in the U.S. and Europe, Vietnam's richest man is steering the ride in a different direction: focusing on Asian markets such as India, Indonesia, and the Philippines. But VinFast already looks like a money pit. Consider that at least $14 billion has been poured into it from Vuong himself, his conglomerate Vingroup JSC, its affiliates, and external lenders. Yet in 2024, the company booked a $3.2 billion loss. Making matters worse, Chinese EV start-ups are beginning to expand globally and are finding much more success winning over consumers due to their advanced technology and more affordable pricing. If VinFast can't get a foothold in Asian markets before brutal Chinese competition moves in, it could leave the company playing in only its home market. While it's tempting to invest in young EV start-ups in the hope of them becoming major industry players, the truth is the automotive industry is ruthlessly competitive, and VinFast hasn't cracked the code so far. An accelerating start-up Similar to VinFast, Lucid Group (NASDAQ: LCID) is a high-risk, high-reward EV start-up. The automaker, based in California, says it produces the world's most advanced EVs. Unlike VinFast, however, the company has been able to gain traction in the U.S. market and is starting to emerge as a viable player in the industry. Its sales volume is still low -- Lucid delivered 3,309 vehicles in the second quarter compared to rival Rivian's 10,661 -- but it's gaining momentum with the second quarter representing the sixth consecutive period of record deliveries. The good news is that the trend is likely to continue. The automaker is slated to rapidly accelerate production of its newly launched Gravity electric SUV during the second half of the year. With a price tag far lower than the company's Air sedan, the vehicle is expected to expand the company's addressable market considerably. Another vote of confidence for Lucid, as well as an exciting development in general, was the automaker's recent deal with Uber Technologies and Nuro that is expected to launch later in 2026 in a major U.S. city. The three companies plan to develop a new robotaxi service that combines the leading software-defined vehicle architecture of Lucid's Gravity SUV, the Nuro Driver Level 4 autonomy system, and Uber's global network and fleet management. Uber plans to deploy 20,000 or more Lucid vehicles over the next six years. The ride-hailing company is also putting its money where its mouth is with a $300 million investment in the automaker. Winners and losers There are going to be some serious winners and losers as the automotive industry gears up to evolve more over the next decade than it arguably has over the past century. Some EV start-ups will certainly close their doors, some already have, while some will become small niche players, and others may grow into the next Tesla or something even more impressive. These are high-risk investments and should remain a small position in any portfolio. Lucid is also burning cash at a rapid rate and will likely have to raise more. All that said, it shows far more upside than foreign rival VinFast. Do the experts think Lucid Group is a buy right now? The Motley Fool's expert analyst team, drawing on years of investing experience and deep analysis of thousands of stocks, leverages our proprietary Moneyball AI investing database to uncover top opportunities. They've just revealed their to buy now — did Lucid Group make the list? When our Stock Advisor analyst team has a stock recommendation, it can pay to listen. After all, Stock Advisor's total average return is up 1,070% vs. just 184% for the S&P — that is beating the market by 885.55%!* Imagine if you were a Stock Advisor member when Netflix made this list on December 17, 2004... if you invested $1,000 at the time of our recommendation, you'd have $668,155!* Or when Nvidia made this list on April 15, 2005... if you invested $1,000 at the time of our recommendation, you'd have $1,106,071!* The 10 stocks that made the cut could produce monster returns in the coming years. Don't miss out on the latest top 10 list, available when you join Stock Advisor. See the 10 stocks » *Stock Advisor returns as of August 13, 2025 Daniel Miller has no position in any of the stocks mentioned. The Motley Fool has positions in and recommends Tesla and Uber Technologies. The Motley Fool has a disclosure policy. 1 High-Risk, High-Reward EV Stock to Buy, and 1 Money Pit to Avoid was originally published by The Motley Fool
Newsweek
13 hours ago
- Newsweek
Lewis Hamilton's Former Mercedes Teammate Offers Crucial Advice to Ferrari
Based on facts, either observed and verified firsthand by the reporter, or reported and verified from knowledgeable sources. The Scuderia Ferrari Formula One team has been enduring a challenging 2025 season thus far, and Lewis Hamilton's former Mercedes teammate, Nico Rosberg, has asked the team to listen to the seven-time world champion. This comes after Hamilton sent documents to Ferrari to elevate the team's competitiveness at all levels. Hamilton's debut season with the Maranello-based team has been a bumpy ride thus far, with most challenges surrounding the SF-25 F1 car. To enhance the car's performance and ensure no elements are carried forward to the 2026 car, the Briton has sent several documents detailing his feedback and suggestions. Hamilton revealed ahead of the race at Spa-Francorchamps that he also held meetings with the top-level management and engineers to ensure the entire team remains on the same page. Beyond just the car, he also advised Ferrari on making "structural" adjustments to the team. The 40-year-old driver arrived at Ferrari with the most impressive driver resume a team could have asked for, and his knowledge about what goes into becoming a championship-winning team could be extremely crucial for Ferrari. Here's what Hamilton said about the changes: Lewis Hamilton of Great Britain and Scuderia Ferrari prepares to drive in the garage prior to practice ahead of the F1 Grand Prix of Australia at Albert Park Grand Prix Circuit on March 14, 2025... Lewis Hamilton of Great Britain and Scuderia Ferrari prepares to drive in the garage prior to practice ahead of the F1 Grand Prix of Australia at Albert Park Grand Prix Circuit on March 14, 2025 in Melbourne, Australia. More"Yeah, I was at the factory for two weeks, a couple of days each week. We did preparation — naturally, going over where we were in the previous race, things that we need to change. I held a lot of meetings, so I've called on lots of meetings with the heads of the team. "I've sat with John [Elkann], Benedetto [Vigna], and Fred [Vasseur] in several meetings. I've sat with the head of car development, with Loic [Serra] and also the heads of different departments — talking about the engine for next year, front suspension for next year, rear suspension for next year, things that you want, issues that I have with this car. "I've sent documents, as I've done throughout the year. After the first few races, I did a full document for the team. Then, during this break, I had another two documents that I sent in. So, then I come in and want to address those. "Some of it's structural adjustments that we need to make as a team in order to get better in all the areas we want to improve. And the other one was really about the car — the current issues that I have with this car. Some things you do want to take on to next year's car, and some that you need to work on changing for next year. "We did development for — tried the 2026 car for the first time and started work on that. Thirty engineers come into the room, and you sit and debrief with every single one of them. So, big, big push. And otherwise just training — maybe a little bit too hard, a bit heavy this weekend." Given Hamilton's knowledge and premier class racing experience, former F1 champion Rosberg has asked Ferrari to take Hamilton's input seriously. He said: "He's a seven-time World Champion, so you definitely have to listen to what a seven-time World Champion is telling you. But it also takes time. Many of the things they cannot just change overnight. If the brakes are an issue, it's a long lead time to develop the new brake system. Or if he's not happy with the balance, it's a really long process. "So in many senses, he will be even thinking about next year already now as well, with some of the things that he's talking about. I think it's a good sign, though, that we're hearing that Lewis is pushing, you know. He's not like resign, giving up, but he's really pushing hard, the team, the owners, the team boss. That's a great sign."
