trek emonda slr 10 2014

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Trek unveil 4.65kg, £11,000 émonda slr 10 climbing bike, world's lightest production bike introduced as part of 11-bike émonda range.

Trek have launched what is claimed to be the world’s lightest production bike in Yorkshire ahead of the Tour de France Grand Départ, with the flagship, £11,000 Émonda SLR 10 said to weigh just 4.65kg in a size 56cm.

The Émonda is Trek’s new climbing bike, sitting alongside the aero Madone and the Domane ‘endurance’ machine in the American firm’s range. The top-of-the-range Émonda SLR frame, which we first spotted at the Criterium du Dauphiné, has a claimed weight of 690g, though significantly heavier (and more affordable) versions are available as part of a 11-bike collection which starts at £1,200.

We’ll concentrate on the headline-grabbing Émonda SLR 10 for now, before running through the rest of the range.

Émonda is a play on the French verb ‘émonder’, which means ‘to prune’ or ‘to trim’, and that’s exactly what Trek have set about doing with their new machine. Émonda is, of course, also an anagram of Madone (as is Domane).

The frame, which has reportedly been in production for 30 months, is made from the same OCLV 700 carbon fibre as the Madone 7-Series but its tube profiles have been optimised in order to save as much weight as possible, without, Trek say, sacrificing the stiffness required to put that lack of weight to good use. The 690g claimed weight of a painted 56cm Émonda frame is said to be lighter than the Cannondale SuperSix Evo (710g) and Specialized S-Works Tarmac SL4 (897g).

The frame itself still comes with a lifetime warranty and retains the oversized BB90 bottom bracket and 1.5″ to 1-1/8″ E2 tapered headtube of the Madone. The frame is also compatible with electronic and mechanical groupsets, comes with an integrated chain catcher and uses Bontrager’s new DuoTrap S sensor, which is now both Bluetooth and ANT+ compatible, so it can communicate, for example, with your smart phone, as well as ANT+ enable computers.

The frame is only half the story as far as the Émonda SLR 10 is concerned. Integration and a (to put it mildly) top-end spec also help Trek achieve that headline weight of 4.65kg.

Integration comes in the Émonda SLR 10’s Bontrager XXX handlebar/stem and the Bontrager Speed Stop brakes. The one-piece handlebar/stem, which has a 129mm drop and 93mm reach, is said to save in the region of 75g of weight (every little helps) over a traditional setup by removing the interface between the handlebar and stem. The stem also has a proprietary mount to accept a Garmin, iPhone or similar device.

The Speed Stop brakes, meanwhile, are direct mount units and so mount directly to the frame via two bolts, thus removing unnecessary mounting components. They’re also said to improve braking performance.

As for the rest of the spec, the Émonda SLR 10 is, aside from those brakes, dressed in a SRAM Red 22 groupset, super-light Tune Skyline wheels wrapped in Vittoria Crono CS tubular tyres, and a Tune Komm-Vor Plus saddle – all of which helps keep the overall weight so astonishingly low.

We expect to see more of the Émonda SLR at the Tour de France under Trek Factory Racing riders, though it will, of course, be in team spec (Shimano Dura-Ace and Bontrager wheels, for example) and brought up to the UCI weight limit of 6.8kg.

As for the rest of the collection, four more models are based around the SLR frame, with the SLR 9 (Shimano Dura-Ace Di2, Bontrager Aeolus 3 wheels, 6.1kg claimed weight) at £7,800 (a women’s WSD version is also available), the SLR 8 (Shimano Dura-Ace mechanical, Bontrager RXL Tubeless Ready wheels, 6.15kg claimed weight) at £5,800 and SLR 6 (Shimano Ultegra mechanical, Bontrager RL Tubeless Ready wheels, claimed weight 6.6kg) at £4,300. The SLR is also available as a frameset for £3,000.

Move down a level to the Émonda SL frame, made from Trek’s OCLV 700 carbon fibre, and the price drops significantly, though the weight rises (claimed weight TBC). There are six bikes in the SL range, from the £1,900 SL5 (Shimano 105, Bontrager Race Tubeless Ready wheels, claimed weight TBC) to the £3,100 SL8 (Shimano Dura-Ace mechanical, Bontrager Race Tubeless Ready wheels, 7.06kg claimed weight), while the SL also comes as a frameset for £1,250.

Finally, the Émonda line opens with the S frame, made from OCLV 300 carbon fibre and with three bikes available: the entry-level S4 (Shimano Tiagra, Bontrager wheels, 8.74kg claimed weight) for £1,200, the women’s-specific S5 WSD (Shimano 105, Bontrager wheels, claimed weight TBC) for £1,500 and the S6 (Shimano Ultegra mechanical, Bontrager wheels, claimed weight 8.38kg) for £1,800.

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Trek's Emonda SLR 10 Review

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The Trek Émonda SLR 10.

Details of the direct bike mount.

Details of the integrated stem and handlebars.

Trek Émonda SLR 10

The lightest..

• Writer Collin McDougall

When developing the Émonda SLR 10, cycling company Trek had one overarching goal: to build the lightest bike on the market. To experienced cyclists, the usual plugs—increased stiffness, reduced weight—were straightforward ideas, but this was a daunting task, given all the feathery models that smatter local bike shops. Any worthwhile manufacturer can build something light, but building the lightest requires the purposeful reconsideration of almost every part on a bike. After 30 months of research and development, Trek had done it, and the Émonda is the lightest production bike the world has ever seen, weighing in at just 4.6 kilograms. Out of the box, it is lighter than the average three-month-old baby and is five pounds shy of being eligible for the Tour de France.

Attention to every detail was paramount in the development of the Émonda. When the Trek team couldn’t find the parts to meet the qualities they were looking for, they built their own: a new Bontrager Integrated carbon bar and stem combo, which shaved off 75 grams of useless weight; direct break mounts to reduce redundant parts; even their own vapour-coat paint (yes, a lightweight paint). And when they couldn’t find the solution themselves, they partnered with German-based company Tune, specialists in weight-conscious cycling components, to produce specialty parts like fully-carbon rims and saddle (with no padding, so make sure to wear an Enduro bib). There is almost no weight arising from parts without a core purpose, nothing extraneous.

While the lightness of this bike is rightfully the headliner, Trek also claims the Émonda’s ride quality surpasses any of the previous bikes it has built. This lofty statement is backed by rigorous testing. The Émonda was put through the paces in a lab setting, in countless wind-tunnels, and, on the road, with pro riders testing each prototype to determine the proper balance between ergonomics and ride.

Suffice it to say this isn’t your standard commuter bike—this is one for the races, or for long haul rides with hills and sprints. It truly is a feat of design and engineering. If the thought of riding a bike this light still seems suspect, Trek has backed up its dedication to quality with a lifetime warranty, assuring riders this bike will not give out. Owning the lightest bike in the peloton will set you back $15,750, but it will certainly put you ahead of the pack.

See more from NUVO’s Summer Cycles series . 

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Trek Emonda SLR Disc first ride review

New emonda is fast, brilliantly agile and a joy to ride.

You can trust Cyclingnews Our experts spend countless hours testing cycling tech and will always share honest, unbiased advice to help you choose. Find out more about how we test.

This article originally appeared on BikeRadar

Contador to debut custom Trek Emonda at Ruta del Sol

Gallery: Alberto Contador's Trek Emonda SLR Team Issue

New Trek Emonda breaks the 650g barrier

The new Emonda 's continuation of weight obsession doesn't end with the featherweight 644g-rim brake model. The disc version also leaves very little impression on the scales at 665g (that's a full 25g lighter than the old rim brake model). Add in a thru' axle equipped flat mount disc fork at 350g and that's a complete chassis at 1015g. Most of its disc-equipped competition is closer to that for the frame alone.

Trek Emonda SLR Disc specifications (NOT standard build):

• Weight: TBC
• Frame: 700 OCLV series carbon 12mm thru' axle, flat mount disc (665g 56cm H1 fit)
• Fork: 700 OCLV carbon 12mm thru' axle, flat mount disc (350g)
• Gears: Shimano Dura-Ace Di2 9170 disc
• Brakes: Shimano Dura-Ace R9170 disc
• Wheels: Bontrager Aeolus Pro 3 TLR disc wheels
• Tyres: Bontrager R4 28c
• Stem: Bontrager Blendr
• Bars: Bontrager XXX carbon
• Saddle: Bontrager Montrose
• Seatmast: Trek carbon

The SLR disc I got to ride over a few days in Wisconsin isn't part of the SLR range; it's a product of Trek's custom Project One department.

Unlike Trek's other top-level carbon bikes (the Madone and Domane) this one isn't constructed in Waterloo Wisconsin. It's the first top-OCLV grade carbon frame it has produced overseas, but the frames arrive in Wisconsin and are prepped and painted in the Trek custom paint shop, and prepared in the adjoining Race shop.

My 58cm test bike came equipped with a carbon railed Montrose saddle, XXX carbon bars, Blendr stem, and the new Aeolus Pro 3 TLR carbon clincher wheels. The drivetrain duties are handled by Shimano's latest Di2 incarnation 9170 with its debuting Dura-Ace disc calipers and radical new cooling rotors.

The frameset will look familiar to fans of the old Emonda. Aside of course from the addition of discs, it's certainly a case of evolution rather than revolution here.

For weight saving measures the front brake hose is routed through slots and zip ties rather than internally as most disc road bikes do. We can see how the weight can be trimmed this way, but I can also see some of the roadie community seeing it as just a bit unfinished or - dare we say it - a bit mountain bike.

The front disc brake hose is fixed to the fork leg via slots and zip ties, rather than a heavier internally routed system

As part of the Project One experience you get to be fitted for the bike, with Trek's unique saddle pressure mapping playing an important part of the process.

Through the fitting we did make some tweaks to my standard setup, with the saddle coming forward a little on the rails (5mm), and dropping down by 8mm. Up front a few spacers were removed to bring the stack height down and my stem length upped from a 110 to a 120mm.

The effect this had on my saddle pressure readings was marked, completely removing any hot spots. It's a fascinating process, and I'll certainly be implementing the same changes on my own bikes. That the fitting service comes as part of the Project One buying experience is impressive and something I'd certainly recommend (if you can afford the cost of entry).

The new Emonda SLR is available in both H1 and H2 fit

Riding the Trek Emonda SLR Disc

Out on the road the Emonda feels light, with an acceleration pick-up that's oh-so-impressive, and a smooth, firm ride that's helped by big volume 28mm tyres. The fact that Trek has managed to keep the exact same geometry as the rim brake model (itself the same as the previous generation Emonda) means the bike feels familiar and familiarly confident.

With a frame at 665g and a fork at 350g the Emonda SLR9 Disc is a seriously light bike

I always liked the previous Emonda, though I did find that the front end could feel a little firm and unforgiving especially over poorer road surfaces pushing plenty of buzz into your hands which led to a bit of finger tingling numbness.

This new disc model, however, is a big improvement. Yes, the front end still feels firm, and resolutely flex-free when honking on the hoods on the climbs or sprinting and descending whilst down in the drops.

The big difference is the lack of buzz, - a big part of that is going to be down to the increased volume in the tyres, but Trek's claim that the new fork's construction allows for more fore-and-aft flex certainlyseems to be bearing fruit.

Out back the Montrose saddle is a nice place to spend your time, well shaped, with minimal yet ample padding. it looks very understated, but that hides a well-thought-out perch.

With temperatures hitting the mid 30s we were glad to have 11-28 cassettes when it came to the climbs

Like the front, the back also feels firm. It's certainly stiff as no amount of mishandling could get the rear disc rotor to do anything but go about its job without any rubs, ticks or errant noise.

The Emonda does, however, get choppy through the seat when rolling quickly over rutted road surfaces, but if you were looking for a bike that cosseted your hindquarters from the Trek stable then you're more of a Domane customer than an Emonda one.

The latest Dura-AceDi2 impresses. Its shifting can now be automated to shift the front mech, or set to semi-auto (shifting two at the back when you shift the front to keep the jumps small), and the new brakes feel like a big step forward, too.

We only had one issue with the front brake ticking after a heavy braking stop on a damp road, but that disappeared after a couple of miles, and didn't return through the rest of the days ride (or the whole of the following days riding).

The Dura-Ace disc rotors had some initial ticking noises after an unseasonal downpour, but soon settled down to quiet noise free operation

Trek Emonda SLR Disc early verdict

As always it's hard to judge a bike like the Emonda on unfamiliar territory (though the roads we rode weren't what you'd call glass smooth). It feels very much like Cervelo's new R5 I tried recently in the way it handles and the ride dynamics. Its fast, brilliantly agile, has a balanced lightness that makes it a joy to descend on, and it'll be your new best friend on the climbs. too. 

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2015 Trek Émonda Race Bike

Émonda: lightweight, all-purpose road racer.

Madone-Influenced Frame

Too light for racing, integrated chainkeeper, electronic or cable routing, upgraded duotrap sensor, light, lighter, lightest, direct-mount brakes, pro details.

Joe Lindsey is a longtime freelance journalist who writes about sports and outdoors, health and fitness, and science and tech, especially where the three elements in that Venn diagram overlap.

.css-1t6om3g:before{width:1.75rem;height:1.75rem;margin:0 0.625rem -0.125rem 0;content:'';display:inline-block;-webkit-background-size:1.25rem;background-size:1.25rem;background-color:#F8D811;color:#000;background-repeat:no-repeat;-webkit-background-position:center;background-position:center;}.loaded .css-1t6om3g:before{background-image:url(/_assets/design-tokens/bicycling/static/images/chevron-design-element.c42d609.svg);} Bike Reviews

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Trek Emonda - a 10lb road bike

690g frame revealed ahead of the Tour de France

Ben Delaney

Although the bike had been seen at the Criterium du Dauphiné, the Trek Émonda was officially launched just days before the Tour de France. At a claimed 690g for a painted 56cm frame, the hyperlight road machine builds up to a 4.65kg/10.25lb complete bicycle thanks in part to new Bontrager integrated components like an XXX bar/stem combination and Speed Stop direct-mount brakes.

There are three models of the new Trek Émonda, from the SLR 10 that is made in Waterloo, Wisconsin, down through the SL and S models, plus women's WSD builds. Pricing ranges from US$1,429/£1,200 up to US$15,749/£11,000 for the Émonda SLR 10. Each base model uses a different level of carbon, with the SL and S getting progressively heavier while retaining the same design and shape.

Check out more of our Trek 2015 coverage.

Trek emonda: a 10lb road bike

Video: Trek Emonda

Trek's goal from the outset of the project, 30 months ago, was to build the lightest production road bike on the market. Besides being incredibly light, the bike also had to be an elite-level race machine. After years of testing, using pro-rider feedback, strain gauges, accelerometers, and countless iterations of geometry and lay-up prototypes, Trek engineers believe they have succeeded in that goal.

Trek road bike manager Ben Coates said that Trek was targeting Cannondale's SuperSix Evo Black, with its claimed 725g frame weight — "We weighed one at 710g," he said — but pointed out that a Specialized S-Works SL4 is 897g — "and their new Tarmac is even heavier," he noted.

To achieve the astonishing 4.65kg/10.25lb complete weight, Trek built up the SLR 10 with Tune Skyline tubular rims, MIG45/MAG150 hubs and Komm-Vor Plus saddle, a SRAM Red 22 group with ceramic bearings, a Cane Creek AER headset, Jagwire's new sectioned housing, Vittoria Crono CS 22c tubulars, and Bontrager XXX integrated bar/stem and Speed Stop direct-mount brakes.

For the shape of the XXX bar/stem, which has a 129mm drop and 93mm reach, Trek consulted a variety of riders from pros to everyday Joes, Coates said.

"We found that for the vast majority of riders, the variation in bar rotation is very small," he said. "A few guys, like Jens Voigt, have their bars really rotated. But for the most part, it is the lever position that dictates how the bar feels."

Eliminating the traditional mechanical junction between bar and stem reduced the weight by about 75g over a comparable system, Coates said.

Now Trek has three road bikes: the Domane endurance bike, the Madone race bike and this new Émonda climbing machine. When BikeRadar asked for an apples-to-apples comparison on how the latter two compare, Coates declined to give specific numbers, but said they are quite similar in stiffness and compliance.

"In bench tests they are essentially the same," Coates said. "The Madone has a stiffer head tube, but it is not as stiff in the chain- and seatstays. The compliance numbers are virtually the same."

In terms of geometry, the Émonda is a little shorter in the front center, and a little longer in the chainstays than the Madone.

With the exception of the Shimano 105 bikes, the Émonda bikes are available in shops now.

For more details on specific Émonda models, visit trekbikes.com.

BikeRadar will be testing an Émonda on part of the Tour de France stage 1 route Wednesday, so check back soon for a first ride review.

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• Rider Notes

2015 Trek Émonda SL 6

A carbon frame race bike with high-end components and rim brakes.

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Moscow subway derailment kills 21, injures scores more

An investigative team is looking into the cause of the accident, which occurred at the park pobedy station.

A subway train derailed Tuesday deep below Moscow's streets, twisting and mangling crowded rail cars at the height of the morning rush hour. At least 21 people were killed, Russian officials said, and 136 were hospitalized, many with serious injuries.

Russia’s Moscow Metro is world-famous for its palatial interiors with mosaics, chandeliers and marble benches. Park Pobedy, where the derailment occurred, is Moscow's deepest metro station — 275 feet below the surface, which made the rescue particularly difficult.

It was unclear what caused the train to derail. Lines of inquiry included a fault in one of the cars or the sinking of the roadbed, according to Vladimir Markin, spokesman for Russia's top investigative body. He said earlier reports that a power surge triggered an alarm, causing the train to stop abruptly, were incorrect.

Of the 136 people hospitalized, at least 42 were in grave condition, health officials said. One citizen of China and another of Tajikistan were among those killed, Russian news agencies quoted city officials as saying.

Over 1,100 people were evacuated from the train, which was stuck between two stations, in a rescue operation that ended more than 12 hours after the accident. One woman taken from the scene died at a Moscow hospital.

Injured, bloodied and bandaged passengers were carried on stretchers out of metro stations, and helicopters flew the most seriously hurt to hospitals. Passengers looked stunned or were crying after being helped to the surface by emergency services.

Moscow's Deputy Mayor Peter Biryukov said three bodies were recovered from the wreckage but that others remained underground.

"There is no one alive left," Biryukov said "The cause is not known. The work continues." A city transport services spokesman told news agency Interfax that all passengers were evacuated from the affected stations by midday, dismissing reports that some passengers were still trapped in the underground tunnel.

"It braked very hard. The lights went off, and there was lots of smoke," a man with a bloodied nose told Rossiya-24 state television. "We were trapped and got out only by some miracle. I thought it was the end. Many people were hurt, mostly in the first rail car because the cars ran into each other."

The Moscow metro is the world's busiest, with as many as 9 million people on weekdays riding a system that is widely recognized for its reliability. The underground network has expanded from 13 stations in 1935 to 194 stations across the megalopolis today.

In video released by the Emergency Situations Ministry, several wrecked train cars looked almost coiled, occupying the entire width of the tunnel. Workers were trying to force open the mangled doors of one car to retrieve bodies. Photos posted on social media sites showed passengers walking along the tracks in the dimly lit tunnel.

Russian officials rushed to open an investigation into the accident. President Vladimir Putin, who is traveling in Brazil, demanded a detailed investigation into the "reasons for the event" and asked the country's top investigators to open a criminal case, his spokesman told Russian news agencies.

Mayor Sergei Sobyanin also told reporters that unnamed officials will not only be fired but also charged with crimes, though he would not say what charges they might face. Prime Minister Dmitry Medvedev offered his condolences for the victims and their families.

While technical glitches are regular occurrences in the Moscow Metro, the subway hasn't seen deadly accidents in decades.

Al Jazeera and wire services

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You Won’t Believe How Luxurious the BRABUS Business Lounge Is Inside

BRABUS has outdone themselves again, taking the Mercedes-Benz Sprinter and turning it into a five-star rolling lounge

The Mercedes-Benz Sprinter-based “Business Lounge” by BRABUS made its world debut at the at the 2014 Moscow Motor Show – fittingly so as Moscow is known for their overindulgence in high end vehicles.  So for those who don’t think the Mercedes V-Class is luxurious enough. the BRABUS Business Lounge is the way to go as BRABUS will customize the Sprinter to fit your exact desires.

Read on for details of the new Business Lounge or click here to view the photo gallery .

BRABUS Business Lounge based on the Mercedes Sprinter

BRABUS has been engaged in the development of innovative, functional and stylishly integrated business systems on wheels for more than three decades. With the world premiere of the BRABUS Business Lounge based on the current Mercedes Sprinter at the Moscow International Automobile Salon, BRABUS once again demonstrates its role as a pioneer in this field.

The black van, which has also undergone an attractive exterior upgrade with a new front bumper and 18-inch Monoblock wheels with BRABUS design, impresses not only with its exclusively designed BRABUS fine leather passenger compartment with four business seats in a face-to-face conference seating arrangement and an additional third row of seats. The innovative communications concept of the vehicle integrates the passengers’ notebook or tablet computers into the media center of the vehicle independent of the technical platform.

The basis for the exclusive BRABUS Business Lounge concept is the Mercedes Sprinter with long wheelbase and high roof. The BRABUS upholstery shop fits the van with an entirely new and particularly sophisticated interior.

The eight-seater show car for the Moscow International Automobile Salon 2014 is equipped with a bulkhead behind the driver’s cabin. The interior designers have integrated four BRABUS business seats custom-developed for this vehicle into the passenger compartment that offers sufficient standing height even for tall passengers. The seats are installed in a face-to-face conference seating arrangement, offer maximum comfort, and can even be reclined to full sleeping position. In addition, all four seats offer welcome amenities such as lumbar support, massage function, heating, ventilation, and are power-adjustable with three-position memory function.

The third row of seats faces forward and consists of two individual seats with folding backrest. For times when more space for luggage or other items is needed, the seats can be removed. Passengers make their way to these seats via the aisle between the seats in front of them. To this end, the center console can be slid back at the push of a button.

The seats were covered in the company upholstery shop in the exclusive style of the BRABUS fine leather appointments with a stylish two-tone cognac and mocha combination of especially soft and breathable and yet durable Mastik leather. The sides of the seats sport a combination of Alcantara and high-gloss white surfaces. The genuine-wood floor is designed as a veneer without tongue and groove.

For a perfect and draft-free feel-good atmosphere under all climatic conditions a special climate control system was developed for the spacious passenger compartment of the Sprinter in cooperation with German OEM Eberspächer. It has a heating output of 10 kW and a cooling output of 13 kW, and is discretely integrated into the Sprinter to make it visually and acoustically unobtrusive.

The desired privacy is provided by dark-tinted glazing and eight power-operated curtains on the side and rear windows. A total of three power-retractable tables can be used for a variety of purposes. A refrigerator and a coffee maker, both located in a center console between the business seats, provide additional amenities. Eight USB 3.0 ports and three 220 volt outlets for powering the passengers’ notebooks, tablets and smartphones are located within easy reach. A total of six dimmable reading lights provide perfect lighting for perusing files, books or magazines on all seats.

An evolution of the venerable starry sky creates a very special atmosphere: the BRABUS electronics specialists have integrated an LED display measuring 180 cm x 90 cm (71 x 35 in.) into the headliner. It consists of some 2,700 color LEDs capable of displaying 12 different animations ranging from an azure sky with moving puffy white clouds to a starry night sky, and from a magnificent fireworks show to oriental and psychedelic themes. Alternatively, an ambiance lighting concept with a multitude of settings and adjustment options ensures the well-being of the occupants.

BRABUS Business Lounge based on the Mercedes Sprinter Screen

The entire electrical system of the BRABUS Business Lounge interior is controlled via CAN bus. All commands are entered on newly developed “BRABUS Touch Control Panels” and forwarded to the particular components. The five-inch touch displays are fitted at each seat in the cabin, eliminating the need for conventional switches in the passenger compartment.

The centerpiece of the versatile vehicle is the innovative BRABUS Media Center, which was developed in cooperation with Ruhr West University. The result is a groundbreaking concept that makes it possible to incorporate a wide variety of devices into the network, regardless of what operating system they use. To this end, a powerful PC that hosts the system is mounted in the vehicle hidden from view.

Consequently it doesn’t matter whether a passenger wants to use an Apple iPad, an Android cell phone or a Windows notebook while on board. The BRABUS Media Center incorporates any of these devices and allows everyone on board to work in a relaxed atmosphere or enjoy exciting entertainment as they please. All a user needs to do is to touch the symbol of the appropriate operating system on the BRABUS Touch Control Panel and the device is wirelessly incorporated into the on-board network. After that all contents and programs are available via the powerful on-board computer and a wireless mouse and keyboard at each seat.

The contents are displayed on the giant 42-inch Full HD LCD screen integrated into the bulkhead behind the driver’s cab. For passengers seated in the two rear-facing seats there is a 10-inch display integrated into the center console between these two seats.

Regardless of where they are seated, passengers have access to mobile high-speed internet via LTE for surfing or receiving and sending e-mail. They can also access entertainment content such as movies, music or photos from the hard drive, Blu-ray player or Playstation 4 game console, or can watch live HDTV via DVB-T or Apple TV. If desired, a four-channel surround view camera can show the vehicle surroundings, and cell phone multimedia content can be mirrored on the 42-inch screen via Miracast.

The sound is reproduced with superb brilliance by a Dolby surround sound system with an output of 1,200 watts and loudspeakers tailored specifically to the van’s interior.

The exterior of the BRABUS business van also stands out from the crowd. The designers have developed a new front bumper with sporty-dynamic design and integrated LED daytime running lights to give the Sprinter a striking facelift. In the rear the two BRABUS exhaust pipes with hallmark design lend the vehicle a sporty appearance.

The wheel arches of the Mercedes Sprinter are fitted with tailor-made elegant fender flares to create space for the BRABUS Monoblock E 8Jx18 wheels with nine distinctive spokes and polished drop center. They are designed specifically for the high weight of the Sprinter, and mounted with the perfect high-performance tires of size 255/55 R 18 from technology partner Continental.

The BRABUS Business Lounge special model based on the Mercedes Sprinter is built to order and available in various versions with four or six seats in the passenger compartment.

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