Mercedes-Benz G63 AMG 6x6 goes up against its four-wheeled brother

6x6 costs 451,010 EUR

Our colleagues from Motor Trend decided to pit the outrageous Mercedes-Benz G63 AMG 6x6 against its lesser brother, the regularG63 AMG.

The G63 AMG is already a cool car but the 6x6 variant take things to a whole new level and according to MT it makes off-roading feel much easier. Of course, extra coolness and better off-road capabilities come at a very steep price as the G63 AMG 6x6 costs no less than 451,010 EUR (VAT included) in Germany and will remain pretty exclusive since Mercedes-Benz plans on doing only about 20-30 units per year.

Adding another axle to the German automotive behemoth has increased its weight to 3,850 kg (8,487 lbs) but don't worry about being underpowered as the vehicle packs a V8 5.5-liter twin-turbo with 544 HP (400 kW) and 758 Nm (560 lb-ft) of torque. If this isn't enough, give a call to Brabus and they will fix you up with their B63S delivering 700 HP (515 kW) and 960 Nm (708 lb-ft).

Source: Motor Trend

Rat Rod Jeep Death-Wish Trip!

Toyota 2000GT: Japan’s million-dollar E-type

Earlier this year, a fully restored 2000GT was sold by RM for almost $1.2m – and the auction house’s New York sale yesterday saw a highly original car fetch $968,000. We take a look at the reasons behind the car’s skyrocketing value…

Obviously, rarity plays a significant role in collectability; with only 351 built, that side of the 2000GT’s appeal is clear. But look at the factors behind its tiny production numbers, and you’ll find an explanation for the little Toyota’s delayed success.

Expensive and exclusive

By 1967, E-types and 911s had already established themselves as the toast of the decade – they were good-looking, powerful, and not only a joy to drive, but also to cover many miles in. Meanwhile, Toyota had been steadily gaining recognition in America for churning out small economy cars. “At this time, Japanese manufacturers were producing cheap vehicles, widely considered to be inferior to European or American machines,” recalls Don Rose, RM Car Specialist and the proud owner of a 2000GT himself.

Despite being relatively new to the American market – let alone the realm of luxurious GTs – Toyota took the fight to the established players and ambitiously pitched its petite offering at a significantly higher price point. “Back then, even if the Jaguar, Ferrari or Porsche didn’t do it for you, you’d still want anything but a Toyota,” Don remembers.

A scaled-down GT

The market echoed those sentiments, and Toyota struggled to shift its new flagship despite rave reviews in the motoring media. Project partner Yamaha – at the time heavily involved in motorcycle production – had engineered the underpinnings (including the 2.0-litre straight-six adapted from the Crown saloon), expertly honing the car’s spritely character. However, the 2000GT wasn’t merely a sports car: it was refined and well-appointed inside, with rosewood trimmings taken from Yamaha’s piano department.

Soon came further endorsements from even more established names, namely ‘Bond’ and ‘Shelby’. Many will remember the appearance of the faux-convertible in You Only Live Twice, but just as important to its value today was Shelby’s intake of two 2000GTs (plus a spare) into his 1968 SCCA team. This was two years after Toyota had broken numerous speed and endurance records with a pre-production 2000GT at Yatabe test track.

Still pioneering, 50 years on

With competition history to add to its rarity, beauty and big-name endorsements, its attraction as a collector car is obvious. Those who argue that it lacks the all-important brand prestige are missing the point: it’s that very reason which makes the 2000GT so special. It was the brave yet beautiful face of a relatively unknown manufacturer which waded into waters unfamiliar to its domestic peers. Not only did it gradually change the perception of Japanese manufacturers worldwide in its day but, almost 50 years later, it is also awakening the market to the collectability of classic Japanese exotica.

Photos: RM Auctions

‘70 Honda CB750

It's no secret that Mad Max is one of our all-time favourite films. Sure, bikers the world over rave on and on about Easy Rider, On Any Sunday, Girl on a Motorcycle and The Wild One; they're great films and they deserve all the praise they can muster. But for a film that's supposedly about a cop and the last of the V8 interceptors, Mad Max is nigh-on impossible to beat for balls-to-the-wall, badass motorcycle riding. If you've never seen it, we're not quite sure how you can live with yourself. In the mean time, maybe you'd like to fill the void with Vincent Franco's MFP-inspired fuel-injected suicide machine, this rather mad CB750.

“I’ve always had a soft spot for vintage motorcycles,” says Vince. “I always longed to get a bike of my own. It always seemed like a far-off dream until I spotted my first bike, a CB175 for a price I couldn’t refuse. From that point on, I was hooked. There’s something about tearing a bike down to nothing and rebuilding it; it’s a pleasure that never gets old.

After completing a few more resto/mods, I decided it was time to leap into my first true build. I set out to make a mean looking, ‘Mad Max’ style racer. A bike that would look like it had been to hell and back, having the cuts and scrapes to prove it. After some searching and a six hour drive, I was the proud owner of two vintage CB750’s (one built to resemble a Harley, the other in pieces), ready to begin my journey.”

“Fast forward a year and I learned many things: be cautious with soft hands around angle grinders, owning a lathe is probably a good idea if you need to make a lot of bungs, and most of all… shortcuts are not really shortcuts if you have to redo them. I went the easy route on the motor rebuild and ended up having to completely redo the top and bottom end. The motor now has an 836 kit, APE studs, the works. Carbs have had the slides cut and have been setup for the open exhaust/velocity stack combo by Ken at CycleX.

The rest has been a game of figuring out what works and what doesn’t. CycleX triple tree, tapered neck bearings, new bearings all around, new spokes, wheels. The controls are from a 2013 ZX10R and rear-sets are from a CBR929. Rear suspension is Progressive, Race Tech springs, gold valve cartridge emulators and adjustable preload caps up front, and a fork brace that is aftermarket for a late 80's KLR 650.”

“This bike has been a personal journey for two years now. Like anything in life, there are things I wish I had done different, and there are things I wish I knew before I set out. However here she is, my completed 1970 CB750. All that’s left is to figure out what to build next…”

And if there's any of you out there who feel they have what it takes to be the rocker, the roller and the out-of-controller, the bike's up for sale. Hit us up if you're interested.

via Pipeburn