Luxury and Exotic Car Reviews

Koenigsegg's First V8 Client Gemera Breaks Cover at the Aurora Concours in Sweden

Three years after Koenigsegg confirmed a V8-powered version of its four-seat Gemera, the first customer example has finally been showcased in public. The hypercar maker unveiled the car this weekend at the Aurora Concours in Båstad, Sweden, finished in a vivid Johan Röd paint over Engel Svart leather and Alcantara with red stitching accents. This particular client, Gemera, is equipped with the full Crystal Clear sound system, bespoke red-tinted Ghosts on the Aircore seats, and rides on Trofast Aircore carbon wheels. The powertrain pairs a mid-mounted twin-turbocharged 5.0-liter hot V8 with Koenigsegg's Dark Matter electric motor via the brand's nine-speed Lightspeed Tourbillon Transmission (LSTT), a four-wheel torque-vectoring system that can send power independently to each wheel. Combined output is 2,300 horsepower, with a sub-2.0-second dash to 60 mph and a top speed in excess of 240 mph. The Gemera was the cover car in a feature we did last year on the most powerful production cars in the world. <- Gallery -> "Today is a big milestone for Koenigsegg, as we roll out the most technically advanced and most ambitious program in our history." - Christian von Koenigsegg, Founder, CEO, Koenigsegg The Gemera realizes a dream von Koenigsegg has held for decades, a proper four-seat, high-performance supercar capable of seating four two-meter adults in comfort with room for luggage. The idea traces back to his childhood, when he first saw his friend's father's Lotus Excel. According to von Koenigsegg, the Gemera itself began taking shape in the mid-2000s, long before its eventual reveal. It first broke cover in 2020 with three electric motors and a tiny twin-turbo three-cylinder engine, and we’ve followed the story from its evolving design phase to its first driveable prototype testing phase in 2022. View this post on Instagram A post shared by Christian von Koenigsegg (@heycvk) The production-spec hybrid version was revised in 2023 to employ Koenigsegg's single Dark Matter motor, lifting output to 1,400 horsepower, and news that the V8 variant was on the production line surfaced earlier this year in March. Production of the Gemera is capped at 300 units, a ceiling set at the car's original 2020 unveiling. Koenigsegg has confirmed all 300 build slots are already accounted for. Original pricing started from $1.7 million, though the industry estimates have placed fully specified V8 examples well above $2 million. For a company that has built its reputation on low-volume, two-seat hypercars, the four-seat Gemera represents a significant departure, one that doesn’t compromise on the brand’s core principles of high-performance speed and design details like the signature dihedral synchro-helix doors, now being offered in a more usable package as a Mega GT. View All Koenigseggs For Sale Images: @Koenigsegg

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

What $55 Million Looks Like On Fort Lauderdale's Waterfront

There's something to be said about luxury living in South Florida, where year-round sunshine, waterfront views, and a lifestyle built around the outdoors have made it one of the world's most desirable places to call home. From massive estates along the Intracoastal to modern penthouses overlooking the beaches, it's a market where exceptional homes are part of everyday life. Recently completed, finding its space in Fort Lauderdale’s exclusive Sunrise Intercoastal gated community, 513 Middle River stands out as one of those incredible properties, listed by the team at Charles Rutenberg Realty FTL and now available on dR Realty for $55,000,000. GALLERY-EMBED Built by Prestige Homes on an oversized waterfront lot with 145 feet of frontage, the home immediately commands attention with clean, modern architectural lines, expansive glass, and uninterrupted views across the water. A newly constructed seawall and private dock make it just as appealing for boaters as it is for car collectors looking to enjoy the South Florida lifestyle. Privacy also plays a major role in the property's appeal. In addition to being located inside a gated community with dedicated police patrol, the residence sits behind its own private gates, creating a secluded, resort-style retreat with the convenience of nearby dining, shopping, and marinas. GALLERY-EMBED Inside, the focus shifts toward luxury, entertainment, and everyday comfort. The residence takes shape as a fully integrated smart home, giving owners the ability to manage lighting, climate, security, cameras, and entry systems through its own network. In addition to all the tech, the home's amenities mirror those of a private resort. A collector-focused eight-car garage flows directly into a stylish club room and lounge, while a custom 4K laser theater, professional-grade fitness center, spacious entertainment areas, sauna, and dedicated wellness spaces offer an environment for hosting guests or enjoying quiet weekends away. GALLERY-EMBED The outdoor spaces are where the home truly embraces the South Florida lifestyle. Centered around an 85-foot custom mosaic swimming pool with cascading waterfalls, the backyard is more like a five-star resort overlooking the water. Multiple lounge areas encourage indoor-outdoor living, while the rooftop entertaining space provides another vantage point to take in the views. It's a thoughtful touch that supports the property's focus on experience as much as its architecture. For buyers looking for a modern South Florida waterfront estate that offers privacy, smart tech, luxury amenities, and exceptional design, Prestige Homes’ 513 Middle River raises the bar for Fort Lauderdale’s waterfront living. Discover on dR Reality GALLERY-EMBED

Koenigsegg's First V8 Client Gemera Breaks Cover at the Aurora Concours in Sweden

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

What $55 Million Looks Like On Fort Lauderdale's Waterfront

Koenigsegg's First V8 Client Gemera Breaks Cover at the Aurora Concours in Sweden

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

What $55 Million Looks Like On Fort Lauderdale's Waterfront

Koenigsegg's First V8 Client Gemera Breaks Cover at the Aurora Concours in Sweden

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

What $55 Million Looks Like On Fort Lauderdale's Waterfront

By Gabriel Vega – January 19, 2022

Mercedes-AMG E53 Cabriolet Review: Six Cylinder Magic

While Mercedes-AMG is best known for its fire-breathing V8s and V12s, its beginnings featured fewer cylinders. In 1993, the C36 AMG, the first vehicle co-developed by AMG and Mercedes-Benz, hit showroom floors with its silky smooth inline six-cylinder engine. While the C-Class would eventually get a V8, it cemented the six-cylinder as part of AMG's history. The German carmaker's latest offerings are a return to form, such as the Mercedes-AMG E53 Cabriolet I've been driving. With a 429 horsepower turbocharged inline-six under its hood, it lacks the mind-bending performance of its V8-powered siblings. However, it delivers a premium GT drop-top experience with great looks, a fantastic interior, and enough power for most people. Forget Bland Colors The first thing that'll strike you about my Mercedes-AMG E53 Cabriolet's exterior finish is just how much it changes the overall vibe of the car. It's called Brilliant Blue Magno, and it's a $3,950 option worth every penny. The matte finish not only helps accentuate the E53's aggressive body lines but it allows this AMG to stand out in a sea of executive-friendly shades that often shroud six-figure sporty GTs. This generation of the E53 is the first to feature Mercedes-AMG's Panamericana grille and its vertical slats, paying tribute to the brand's racing heritage. As if the grille wasn't big enough, the lower front fascia also houses a massive air intake in front of the car's intercooler. While this detail is mainly functional, getting to see a few of the car's components is a nice touch. Two large LED tail lights characterize the rear of the E53, seemingly wrapping around the rear quarter panel, visually widening the car. Below, you'll find rounded quad exhaust pipes, a sharp contrast to the E63's squared-off tips. This AMG achieves its main visual goal with a refined, aggressive aesthetic that's just great to look at from any angle. From a visual standpoint, the E53 looks no less sharp or aggressive than the E63. While there are subtle differences in the exhaust department, there's no clear indication that a big V8 doesn't live under the hood. A Drop Top With Big Speed Powering the Mercedes-AMG E53 Cabriolet is a 3.0-liter turbocharged inline-six developing 429 hp and 384 lb-ft of torque. This is enough to rocket this luxury convertible to 60 mph in just 4.5 seconds and continue to a limited top speed of 155 mph. A small electric motor dubbed EQ boost adds up to 21 hp. However, it spends most of its time filling in torque across the powerband. Aside from creating what is likely the world's best auto start/stop system, EQ Boost means you get immediate power at any rpm. The E53 feels quick, faster than its figures would suggest on the road. While peak power comes in at 1,800 rpm, the use of a razor-sharp nine-speed dual-clutch transmission along with the added torque fill means the E53 pulls hard to redline with consistent power. Around town, I never felt the need for more power; 429 hp is a lot, plenty for most people. It was only up in the canyons where the E53 began to fall behind its V8-powered siblings. However, in all other scenarios, the inline-six is terrific. Like most new products from Mercedes-AMG, the E53 Cabriolet features an all-wheel-drive system. While the system is rear-biased, it gives the E53 a tendency to understeer once you start to push it. The benefit here is seen when you try and launch it. With its launch control system and traction on all four corners, this drop-top pounces off the line without an ounce of wheelspin, resulting in greater speed with less effort. While there isn't a ton of steering feel on offer, adjustable modes allow you to alter its weighting considerably. For me, the steering is best left in Comfort mode, as Sport+ and its artificial weighting require more effort without immediate reward. An air suspension system with active body control keeps things in check once the going gets twisty. In its most aggressive setting, the E53 remains surprisingly flat, even for a 4,500-lb convertible. However, cycling things down to their softest settings leaves you with a daily driver that isn't phased by significant imperfections on the road. It excels on both the luxury and performance sides of the equation. While there's no fire-breathing V8 to deliver a brutal sound, the E53 features an active exhaust system. Let off at high rpm's, and you'll get satisfying pops and crackles for days, only adding to the driving experience. Excellent Ergonomic Design Aside from nailing the looks and the drive, the Mercedes-AMG E53 Cabriolet's interior is a wonderful place to be. Given this car's as-tested price of $105,440, composed of over $20,000 spent in optional extras, it has all the bells and whistles. For example, you'll find Nappa Leather throughout my tester, an $2,990 option for the seats, and a $500 option for the AMG steering wheel. A $2,850 carbon fiber pack covers the E53's dashboard and center console in the lightweight material, only adding to the sporty aesthetic. As a result, everything you touch feels incredibly high quality, befitting of a six-figure convertible. On the tech side, Mercedes-AMG's current interior layout remains one of my favorites. In front of the driver, you'll find twin 12.3-inch screens, one for the digital instrument cluster and the other for the MBUX infotainment system. MBUX is a top-notch system with a thoughtful layout and vibrant colors. Apple CarPlay and Android Auto come standard if you prefer a phone-based system. Instead of a folding metal roof, the E53 counts on a soft top. While the fabric top is lighter than its metal equivalent, it lacks the additional sound deadening benefits. The E53 is louder than expected on the road, slightly taking away from an otherwise refined driving experience. However, with music playing or a podcast, the added noise becomes less apparent. Mercedes-AMG E53 Cabriolet Worth Over $100,000? Any way you slice it, $105,440 is a lot for a Mercedes-AMG product that isn't a range-topping option. However, the E53 justifies its price tag by delivering in all areas. Contrary to what I would typically suggest, sticking with a relatively base E53 closer to $85,000 isn't the way to go. That's because all of my tester's optional extras help make the driving experience. From the upgraded seats to the stunning paint, exhaust system, and carbon fiber accents, the E53's bells and whistles help make it feel truly special. After spending a week with one of AMG's few remaining drop-tops, I walked away feeling impressed, and more importantly, not yearning for a bigger engine. For most people, the E53 is just right. Browse All AMG E 53s For Sale

By Andrew Nabors – February 19, 2018

Reviewed: 2018 Mercedes Benz E400 Cabriolet

Some days at work are better than others, and we're sure you can empathize. Last week when we noticed a new E-Class at our front door it made Monday much more enjoyable. As one of Mercedes-Benz most popular models, the E Class lineup ranges from coupe to sedan, with rear and AWD. Engine choices range from an economical four-cylinder up to the wild E63 AMG.We spent two weeks with a 2018 E400 Cabriolet, and it left each of us with smiles. The E Class was all-new for 2017. Now riding on the W213 chassis, the manufacturer says it was their most advanced new car to-date. Development took over 4 years, with 1,200 prototypes tested to destruction. Probably known as operation brake dance, engineers conducted over 10,000 autonomous brake tests and 5,000 automated lane changes.That last sentence alludes to an updated version of Drive Pilot, the same semi-autonomous system introduced in the S Class. Self-piloting cars are beginning to be a thing because the Cadillac CT6 we had a week before was bestowed with GM's Supercruise. I had an errand to run up to Ferman BMW, so I figured it would be funny to arrive in an E-Class. Traveling at an undisclosed rate of speed on US 19, the E 400 proved to have the same abilities as the S-Class, which are just shy of Cadillac's ability to sense changing traffic.Check Out These Great Deals On The SL65 AMGPutting the hammer down on the highway is much more rewarding than stop & go traffic. Even in Sport + mode, the computer seems to unlock boost at a gradual rate. But once you are going with traffic, it accelerates well for a lower-level engine option. The top is well insulated and showed no signs of buffeting. Hitting a reflector does induce a smidge of cowl shake, but this car is not set up for a road course. It had a sticker price of $87,215 after $12,000 of optional content. Not a bad price to pay for a German Cabriolet with decent power. If you are interested, click the link below to find our dealer nearest you. Stay with us for more great reviews.New E-Class For Sale

By Andrew Nabors – December 16, 2016

2017 Mercedes-AMG SLC43 Roadster Review

1996 was a time of great changes in the motoring world. GM produced their last full size sedans, and Mercedes introduced the SLK. Yes, the small roadster gave us twenty years of top-down excitement but for 2017 is has been replaced by the SLC. Aside from the abbreviation of Utah's only metropolis, the new SLC incorporates many features of the larger models into a nimble and sporty experience.As a spiritual successor to the SLK 230 Kompressor, the new SLC43 packs a 3.0-liter V6 with twin turbochargers. Horsepower is rated at 362 with torque at 384 lb-ft. Not too long ago, building a short wheelbase two-seat roadster with almost 400 hp would seem unthinkable because the car would be uncontrollable.The AMG handling package is optional, although it contains features that should be standard equipment. For $2,000 on top of the $60,300 base price, you will have a limited slip differential, red calipers and the flat bottom steering wheel.Thanks to incredible engine and stability systems, the SLC is a wise choice for safety. Active head restraints and the latest in curtain airbags offer more than any other compact two-seater. If the climate doesn’t allow for top-down motoring, Magic Sky Control is a $2,500 option borrowed from big brother SL. This electro-chromatic glass in the hard top isn’t exactly magic, nor does it control the sky but it sounds better than dimmable roof panel. Appealing to creatures of the night, the AMG night package is a $925 group of gloss black spoilers front and rear, with black chrome exhaust. It also adds canards onto the front apron for a racy look.We spent a week of daily driving the SLC43 and it doesn't disappoint. Our only gripe is the AMG name being used on V6 cars. Yes, it is a quick car, but $75,375 is a heavy window sticker for 362 horsepower. Curb weight is listed at 3,351 lbs, which is decent considering the amenities like the folding hard top and Harmon/Kardon audio. Mercedes knows their target audience is willing to pay a little more for the quality, and that is what the SLC delivers.All Mercedes-AMG SLC43 For Sale

By Edward Jones – December 10, 2016

2016 Mercedes-AMG C63 S Review

The C63 has been getting some impressive upgrades over the past two years. The 2015 Mercedes-Benz C63 AMG, introduced Sept. 24, 2014, featured the same 4.0-liter twin turbo V8 found in the Mercedes-AMG GT, and was the first model designed from the ground up by AMG. The original C63 AMG was wildly popular, and in honor of the move from a naturally aspirated to a turbocharged engine, on July 15, 2015 they introduced the Legacy Edition, built for South Africa.The engine found in this four-door sports car is capable of 503 hp and 516 lb-ft of torque. While driving, you can feel ever ounce of this power and hear it, tanks to the AMG Sport Exhaust System. I'm serious when I say the brutal sound of this car was enough for me to turn off the radio and listen to the delightful sounds of the V8 engine. What's great about this exhaust is that is subtle when the engine isn't under load, but when put to the test it comes alive and lets everybody know that an AMG is coming through.The standard C63 rockets from 0-60 mph in 3.9 seconds, while the S shaves of one-tenth of a second for its 0-60 sprint. Testing this speed was delightful, to say the least.Top speeds for the standard and S trim are 155 mph and 180 mph, respectively.There are few cars that I don't want to give up when my week with them is up and this was most definitely one of them. Mercedes-AMG continues to create some of the most impressive sports cars out there and this is just one of the latest.All Mercedes-AMG C63 For Sale

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