Brabus Rocket GTS Deep Blue Is A Carbon Fiber Clownshoe With A Thousand Horsepower
Brabus modifies various Mercedes-AMG models, but the monoblock wheels on its Rocket GTS are exclusive to the model. The P Platinum Edition rims measure 21 inches in the front, with 22s filling the rear arches, and they're designed to funnel air inward to cool the brakes. They also do a fine job of disguising the extra width, where the rear axle is now more than 78 inches wide, while an integrated ducktail-style spoiler aims to improve downforce.
The entire body, claims Brabus, has been optimized in the wind tunnel using computer-aided design and computational flow dynamics software, so the body isn't just for show. Brabus says that all the carbon has also shaved some weight from the car, though it doesn't say how much. With such exquisite fitted luggage and the addition of a roof, the difference likely isn't much, but anything is an improvement when you start with a 5,115-pound curb weight.
Brabus could easily have boosted the original 4.0-liter twin-turbo V8 hybrid system's output beyond its standard 805 horsepower and called it a day, but on a project this special, the tuner chose to completely overhaul the powertrain by boring it out to 4,407 cc. Along with other modifications, the engine produces 784 hp and 921 lb-ft of torque on its own. Alongside the SL 63 S E Performance's rear-mounted electric motor, overall output is now 1,000 metric horses (985 bhp) and 1,342 lb-ft of torque. Because the 9-speed automatic transmission might not sustain that much twist for extended periods, Brabas has restricted torque to 1,195 lb-ft. We're sure that's enough - 0-62 mph takes just 2.6 seconds, and reaching 124 mph from rest is quoted at 9.5 seconds. 0-186 mph? 23.6 seconds, and if you keep your foot planted, the Rocket GTS will keep going until 197 mph.
Brabus has built several blue carbon fiber cars in the past and even some green ones, so if your pockets are deep enough, we're sure just about any tint can be applied. Practicality, performance, and preening all in one package? Perfect.
Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Hashtags

Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles

Miami Herald
4 hours ago
- Miami Herald
Another luxury car maker is taken down by US tariffs
Car buyers have benefited from car manufacturers relying on incentives to get customers through the door. Consumer sentiment has fallen, but a sale is a sale, and people are taking advantage. "People are buying cars because they think tariffs are coming," one Mazda dealer said. Related: Investment bank says tariffs are devastating these businesses U.S. companies like Ford are in an especially advantageous position because they (usually) import fewer vehicles than their foreign competitors. Nearly half of American drivers cite car expenses as the reason they can't save any money, and the average American spends about 20% of their monthly income on auto loans, fuel, insurance, and maintenance. Most financial experts cap the monthly income you should spend on a vehicle at 15%. But according to a MarketWatch Guides survey, about 10% of drivers say they spend 30% of their monthly income on driving, while another 12% said they "found themselves living paycheck to paycheck due to the financial strain of their cars." Image source:On Monday, Mercedes-Benz said that in the second quarter, unit sales of cars and vans fell 9%, primarily due to tariffs. The luxury German brand delivered 547,100 cars and fans between April and June. Mercedes' Cars unit reported a 9% decline to 453,700 vehicles sold as support in the U.S and China both dried up. North America deliveries fell 14%, while China deliveries declined 19%. "Deliveries to dealerships were carefully calibrated to navigate new global tariff policies, impacting sales of Mercedes-Benz Cars in the U.S. and China in particular," Mercedes said. Related: Toyota makes a tariff move customers are going to hate European sales were up 1%, while sales in Germany rose 7%. Perhaps most concerning was the 18% drop in battery electric sales to 41,900 vehicles. According to a Bernstein note last week viewed by Reuters, Mercedes expects tariffs to play a big part in its performance this quarter. More automotive news: Detroit Big 3 benefit from auto tariffs now, but time is running outPopular Ford newcomer overtakes Jeep in a key areaToyota makes surprising move to beat Tesla in key market Mercedes expects tariffs to shave less than 3% from its second-quarter profit margin. The company seemed relieved about a number that would have been worse without "some de-escalation of tensions between the U.S. and China, some tariff offsets, and timing because tariffs were only ramping up in April." U.S. tariffs forced Mercedes-Benz, and many other automakers both foreign and domestic, to pull their guidance for the year due to lack of visibility. This is a smart move, given President Trump's mercurial decision-making on tariffs. The current pause on non-automotive tariffs is set to end on Wednesday, July 9, but the 25% auto tariffs that have been in place since March never went away. Mercedes operates two manufacturing plants in the U.S., one in Tuscaloosa and the other in Vance, Alabama. The plants produce four of its most popular models, the GLS and GLE SUVs, the GLE Coupe, and the new C-Class. The Tuscaloosa plant was Mercedes' first plant outside of Germany when it was completed in 1995. Today, the 1,000-acre site has over 5 million square feet of manufacturing space, and its facilities employ more than 11,000 Alabamians. Mercedes sold 324,500 passenger cars and 49,600 vans in the U.S. last year, representing 16.4% and 12.2% of sales, respectively. Related: Car buyers should shop these brands for the best tariff deal The Arena Media Brands, LLC THESTREET is a registered trademark of TheStreet, Inc.

Miami Herald
6 hours ago
- Miami Herald
Hot Take: The 2025 Land Rover Defender V8 Feels More Like a True Discovery Revival
In the days of old, the Land Rover Defender was not the symbol of luxury that it is today. The interior was more Spartan-like and was built to be the ultimate workhorse. The focus back in the 1980s was capability, not luxury and design, with a hose-it-out simplicity, and agricultural-style switches. It was incredibly appealing to farmers, off-roaders, and armies, because it knew exactly what it was-a tough, body-on-frame, four-wheel drive truck that could handle anything. The best part of it was that you didn't have to worry about ruining it, because there was nothing in it to ruin. There was a seat, a steering wheel, a myriad of switches, and that's about it. The intent wasn't to impress but to get stuff done effectively. On the flip side, the Land Rover Discovery came across the pond in the mid-1990s to compete with the likes of the Toyota Land Cruiser, Mitsubishi Montero, and the Jeep Grand Cherokee. Those models were bringing a new kind of off-roader to the surface: one that could be capable and comfortable. So, the Brits took notes from the Defender's incredible off-road prowess, threw a bunch of leather in it, a CD player, and comfortable seats, rounded out the boxy design Land Rover was famous for, and shipped it off to the States. It took a while for them to become popular (think Discovery 2 and beyond, after BMW took over from Lucas Electronics), but once they did, they caught on like wildfire. The difference is simple: the Discovery was made to go off-road in style and comfort, or even be driven daily, and the Defender was not. Before the Discovery came along, Land Rover wasn't considered a luxury brand as a whole (unless you isolate the Range Rover, but that's one model, not a whole brand). As I mentioned before, the Defender's focus was utility, not comfort and design. The Defenders of old weren't exuberantly expensive like they are today, either. After all, farmers could afford them. The Discovery was more expensive, as it was a family-friendly luxury off-roader, competing with the trucks I mentioned before. The Discovery was geared more towards the doctors, lawyers, or professors who needed the four-wheel drive to get to their lake cabin in the woods, to the ski slopes, or on their remote hunting trips, but still be able to drop the kids off at school comfortably. Nowadays, the script is flipped. The 2025 Land Rover Defender is the pinnacle of luxury off-roaders in league with the Mercedes-Benz G Wagen and can cost up to $120,000 for the 5.0-liter Supercharged Jaguar V8 model. In my opinion, it speaks a similar design language as the old Discovery over the 1980s Defender, since it's more rounded instead of boxy, is covered in leather from head to toe, and is still a rugged off-roader, but only when it's needed. The singular point of being a capable four-wheeler and only a capable four-wheeler is gone. Now, it looks more at home in a Whole Foods parking lot than it does on a sheep farm in the country. The Discovery is still around, but in my [not so humble] opinion, the new Discovery looks and feels more like the modern Range Rover. It doesn't look anything like the OG Discovery, while the new Defender does. I'll use my own first-generation as an example, and before purists come for me, I'm not comparing it to the 1970s Range Rover because I feel the new Defender looks more like an older Discovery, and the intent of the Range Rover was luxury, not more of a balance between luxury and capability like the Discovery was. The Discovery filled a gap between the Defender and the Range Rover. More than anything, the Discovery was more of a sugar-free version of the Range Rover. If we look at the styling, the new Defender has the iconic round headlights of the olden days while the old Discoverys have glass headlights, and the new Defender has faux metal step zones on the fenders (the 1980s models had real metal, and they were more reinforced-I wouldn't dare put my full weight on a modern one now), a spare tire mounted on the rear door that opens sideways, still has the alpine windows in the rear, and a large sunroof to let in the light. All things the old Discovery had, too, minus the metal steps on the hood. Sitting in my old Land Rover and then driving the new one made me realize the new Defender had a high seating position like my 1996 D1 does, to the point where I can see both corners of the hood, and look out the window and see both the front and rear tire on the driver's side. Visibility was key for the Discovery's off-road success, as well as the Defender's. The old Discovery, while being old and fitted with a solid front axle and ball-style steering instead of a steering rack and pinion setup, is incredibly comfortable on the road. Unlike its competition at the time, the Discovery was AWD unless the 4WD was activated with a center locking differential, making it off-road-ready at all times. One drawback, though, is that it has a massive gas tank, enabling you to explore the remote wilderness without running out of fuel, and it uses premium-grade fuel. It's incredibly thirsty as a result, though, since you can't drive it in FWD if you wanted to. The 4.0-liter V8 isn't quick, but it's incredibly torquey, thanks to its robust transmission, so it can still tow a 7,500-pound braked trailer if needed. The Defender's drivetrain was the same, even in the 1980s. Like the Discovery, it was an AWD truck that had a center differential lock, and that's carried over into the 2025 model. This time around, the Defender comes standard with a center locking differential, and a rear locking differential can be added before delivery (or after, at an additional cost). It's nice to see that Land Rover is at least sticking to its roots there, especially since the Discovery has a full-time 4WD, and so does the modern Range Rover. At the price point of the new Land Rover models, no one's taking them off-road to do the crazy things their predecessors got into, but… We can pretend. Fun fact, my 1996 Discovery shares the same full-time 4WD system as the 90/110 Defender of the time. The Discovery didn't have an altered version of the Defender's 4WD system until the second generation. The Defender may bear the same trim level names (90, 110, 130, etc), still have a mounted rear tire, alpine windows, and a rugged 4WD system, but it doesn't stand close to its utility-focused and relatively affordable predecessors. The Defender was never intended to be a luxury car, and it certainly wasn't supposed to cost over six figures. Yes, some models start at above $60,000, but if you want the V8, the cost gets crazy high. Style-wise, it represents what the new Discovery should be. The modern Disco shouldn't look like something Kim Kardashian would drive to her favorite LA bakery. It should look more like the new Discovery does. Was the Defender 110 V8 still a great SUV to drive? Absolutely. The rear seats were tight, akin to my old Discovery, but it was incredibly cozy, it was packed with some incredible off-road technology, a wonderful sound system, a gorgeous in-house operating system that was super easy to use, and a LOVELY exhaust note when I put the pedal to the metal. My kids loved the large rear windows, my husband loved that it still had Alpine windows, and he liked the simple yet elegant interior, just like our old Disco has. More than anything, seeing the similarities between the new Defender and my old Discovery made me crave a proper revival of one, which the Defender felt like it could be. I just couldn't get over the price. The model I drove had a metal-infused windshield to speed up defrosting and help keep the interior cool during the summer, which it did. It had auto-dimming side mirrors, and so much more, but at $120,000, I could never see myself beating it up in Moab, Utah, like my husband and I did in the D1. I see it becoming a status symbol more than the capable off-roader I know it is. Copyright 2025 The Arena Group, Inc. All Rights Reserved.

Miami Herald
10 hours ago
- Miami Herald
Brabus Rocket GTS Deep Blue Is A Carbon Fiber Clownshoe With A Thousand Horsepower
Late last year, Brabus revealed the Rocket GTS, a Mercedes-AMG SL 63 turned into a shooting brake that is more than a little reminiscent of BMW's so-called 'Clownshoe,' the Z3 M Coupe. Clad in carbon fiber and delivering close to a thousand horsepower, there wasn't much room for improvement, but the German tuner has found a way to get closer to perfection with a blue-tinted take on the terrific two-door called the Rocket GTS Deep Blue. This package reportedly adds $68,000 to the cost of the already-expensive $1.1 million Rocket GTS. Brabus modifies various Mercedes-AMG models, but the monoblock wheels on its Rocket GTS are exclusive to the model. The P Platinum Edition rims measure 21 inches in the front, with 22s filling the rear arches, and they're designed to funnel air inward to cool the brakes. They also do a fine job of disguising the extra width, where the rear axle is now more than 78 inches wide, while an integrated ducktail-style spoiler aims to improve downforce. The entire body, claims Brabus, has been optimized in the wind tunnel using computer-aided design and computational flow dynamics software, so the body isn't just for show. Brabus says that all the carbon has also shaved some weight from the car, though it doesn't say how much. With such exquisite fitted luggage and the addition of a roof, the difference likely isn't much, but anything is an improvement when you start with a 5,115-pound curb weight. Brabus could easily have boosted the original 4.0-liter twin-turbo V8 hybrid system's output beyond its standard 805 horsepower and called it a day, but on a project this special, the tuner chose to completely overhaul the powertrain by boring it out to 4,407 cc. Along with other modifications, the engine produces 784 hp and 921 lb-ft of torque on its own. Alongside the SL 63 S E Performance's rear-mounted electric motor, overall output is now 1,000 metric horses (985 bhp) and 1,342 lb-ft of torque. Because the 9-speed automatic transmission might not sustain that much twist for extended periods, Brabas has restricted torque to 1,195 lb-ft. We're sure that's enough - 0-62 mph takes just 2.6 seconds, and reaching 124 mph from rest is quoted at 9.5 seconds. 0-186 mph? 23.6 seconds, and if you keep your foot planted, the Rocket GTS will keep going until 197 mph. Brabus has built several blue carbon fiber cars in the past and even some green ones, so if your pockets are deep enough, we're sure just about any tint can be applied. Practicality, performance, and preening all in one package? Perfect. Copyright 2025 The Arena Group, Inc. All Rights Reserved.